EP1711357A1 - Dispositif de stabilisation de roulis - Google Patents

Dispositif de stabilisation de roulis

Info

Publication number
EP1711357A1
EP1711357A1 EP05700520A EP05700520A EP1711357A1 EP 1711357 A1 EP1711357 A1 EP 1711357A1 EP 05700520 A EP05700520 A EP 05700520A EP 05700520 A EP05700520 A EP 05700520A EP 1711357 A1 EP1711357 A1 EP 1711357A1
Authority
EP
European Patent Office
Prior art keywords
valve
pressure
pilot
roll stabilization
stabilization device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05700520A
Other languages
German (de)
English (en)
Inventor
Marco Grethel
Manfred Homm
Michael Reuschel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Publication of EP1711357A1 publication Critical patent/EP1711357A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/0408—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics details, e.g. antifreeze for suspension fluid, pumps, retarding means per se
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/413—Hydraulic actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/414—Fluid actuator using electrohydraulic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition

Definitions

  • the invention relates to a device for active roll stabilization of a vehicle, with at least one axle having at least two wheels, which is provided with a transverse stabilizer which can be actuated with the aid of a hydraulic device which is operated by a pressure supply unit, such as a pump, via at least one pressure limiting valve preselected pressure level can be applied.
  • a pressure supply unit such as a pump
  • Such roll stabilization devices are also referred to as anti-roll systems or roll stabilization systems.
  • anti-roll systems In conventional anti-roll systems, directly controlled pressure limiting and directional control valves are used.
  • the object of the invention is to provide a device for active roll stabilization of a vehicle, with at least one axle having at least two wheels, which is provided with a transverse stabilizer which can be actuated by means of a hydraulic device which is actuated by a pressure supply unit, such as a pump, via at least one Pressure relief valve can be acted upon with a preselected pressure level to create, which is inexpensive to manufacture.
  • a pressure supply unit such as a pump
  • the object is in a device for active roll stabilization of a vehicle, with at least one axle having at least two wheels, which is provided with a transverse stabilizer, which can be actuated by means of a hydraulic device, which is operated by a pressure supply unit, such as a pump, via at least one pressure relief valve a preselected pressure level can be acted upon, in that the at least one pressure relief valve is pilot operated by a pressure relief pilot valve.
  • a pressure supply unit such as a pump
  • a pressure relief valve is pilot operated by a pressure relief pilot valve.
  • the object specified above is for a device for active roll stabilization of a vehicle, with at least two axles having at least two wheels, each of which is provided with a transverse stabilizer, the transverse stabilizers being operable with the aid of hydraulic devices which are actuated by a pressure supply unit, such as a pump,
  • a pressure supply unit such as a pump
  • Different pressure levels can be applied via pressure limiting valves, in that the pressure limiting valves assigned to the hydraulic devices are pilot-controlled by at least two pressure limiting pilot valves connected in series.
  • the series connection of the pressure limiting pilot valves provides the advantage that an additional, additional pilot-related inlet orifice can be omitted.
  • a preferred exemplary embodiment of the roll stabilization device is characterized in that a direction changeover valve, for example a 7/2-way valve, which is used for the direction-dependent changeover of the hydraulic devices, is piloted by a direction changeover pilot valve. This can further reduce manufacturing costs.
  • a direction changeover valve for example a 7/2-way valve, which is used for the direction-dependent changeover of the hydraulic devices. This can further reduce manufacturing costs.
  • a fail-safe valve which is pilot-controlled by a fail-safe pilot valve, is connected between the direction changeover valve and one of the hydraulic devices. This can further reduce manufacturing costs.
  • a direction changeover valve for example a 7/2-way valve, which is used for the direction-dependent changeover of the hydraulic devices, and a fail-safe valve which is connected between the direction changeover valve and one of the hydraulic devices , are piloted by a single switching pilot valve.
  • the advantage here is, on the one hand, that there is no additional pilot control circuit due leakage point and secondly in the absence of an additional pilot valve.
  • a further preferred exemplary embodiment of the roll stabilization device is characterized in that the switching pilot valve has three switching positions, wherein in the first state of the switching pilot valve neither the direction changeover valve nor the fail-safe valve are switched, wherein in the second state of the switching pilot valve only the fail-safe valve is switched and in the third state of the switching pilot valve both the fail-safe valve and the direction changeover valve are switched.
  • the direction changeover valve and the fail-safe valve are preferably spring-biased directional valves with two switch positions. In the first state, the switching pilot valve can be de-energized.
  • both the direction change-over valve and the fail-safe valve are in their starting position, in which they are held, for example, by a prestressed spring, as long as a magnet used to actuate the directional control valves is de-energized.
  • the switching pilot valve is energized so that the pilot pressure overcomes the spring bias of the fail-safe valve and switches the fail-safe valve from its initial position to its second position.
  • the medium current supply With the medium current supply, the resulting pressure force on the direction changeover valve is not yet sufficient to overcome its greater pretension, so that the direction changeover valve remains in its initial position.
  • the direction changeover valve is also switched from its initial position to its second position.
  • the fail-safe valve remains in its second position.
  • Another preferred embodiment of the roll stabilization device is by a pressure reducing valve, which the pilot pressure level of z. B. sets 5 bar, marked.
  • This total pilot pressure valve is operated in parallel to the pressure relief valves for the actuators.
  • Another preferred exemplary embodiment of the roll stabilization device is characterized in that the total pilot pressure reducing valve is acted upon by the pressure from a tank from which the pressure supply unit is supplied. The targeted return of the tank pressure into the spring chamber of the overall pilot pressure reducing valve ensures that the total pilot pressure is raised by the tank pressure level and a control differential pressure of, for example, 5 bar is available. This eliminates the influence of the tank pressure level on the pilot circuit.
  • a further preferred exemplary embodiment of the roll stabilization device is characterized in that the pressure limiting valves and / or the direction changeover valve and / or the fail-safe valve are / are pressurized with the pressure from a tank from which the pressure supply unit is supplied.
  • the pressure limiting valves and / or the direction changeover valve and / or the fail-safe valve are / are pressurized with the pressure from a tank from which the pressure supply unit is supplied.
  • valves comprise valve pistons which are guided in a cast valve block, in particular made of die-cast aluminum, in which channels for supplying and / or discharging hydraulic medium are cast.
  • Conventional valves for the chassis area are designed in the so-called plug-in design.
  • the valve piston is guided in a valve sleeve which is firmly connected to a magnet.
  • the valve sleeve is in turn in a valve block, against which it is sealed with the help of O-rings.
  • a further preferred embodiment of the Wankstabilmaschineseinrichtu "" x characterized in that several valves through molded channels mite.T. ⁇ n- who are communicating. This has the advantage that time-consuming reworking of the valve block can be omitted.
  • a further preferred exemplary embodiment of the roll stabilization device is characterized in that valve slide elements, control elements, sensor elements, hydraulic elements and / or electronic elements of several valves are combined in one unit and are shielded from the environment by a protective cover, in particular a protective trough.
  • the protective cover has the advantage that there is no need for complex and cost-intensive individual protection of the magnets and sensors.
  • the protective cover seals off the control elements from the outside and at the same time ensures that no hydraulic medium gets into the environment.
  • Another preferred exemplary embodiment of the roll stabilization device is characterized in that the individual control elements, sensor elements, hydraulic elements and / or electronic elements are electrically connected directly to one another.
  • the elimination of a cable harness with its large number of plug connections not only reduces manufacturing costs, but also significantly increases system security. Thanks to the direct contact of magnets, sensors and the connector with the electronics, internal control wiring is not necessary.
  • the sensors for example pressure and displacement sensors, do not require independent housings, amplifiers and evaluation units.
  • FIG. 1 is a hydraulic circuit diagram of a conventional roll stabilization device
  • FIG. 2 shows a hydraulic circuit diagram of a roll stabilization device according to the invention with pilot-controlled valves
  • FIG. 3 shows a hydraulic circuit diagram of a roll stabilization device according to the invention with two pressure limiting pilot valves connected in series;
  • FIG. 4 shows a hydraulic circuit diagram of a roll stabilization device according to the invention with targeted tank pressure feedback
  • FIG. 5 shows a longitudinal section through a valve block with a valve piston guided therein
  • FIG. 6 shows a schematic representation of a roll stabilization control device according to the invention in section.
  • Pressure supply unit is a suction-throttled radial piston pump 21, which provides two different pressure levels via a cascade connection by means of two proportional pressure relief valves 22 and 28, which are connected as pressure differential valves.
  • the pressure levels are monitored by pressure sensors 23 and 27. These pressure ranges are designated 35 for the right side and 34 for the left side for a swivel motor on the stabilizer on the front axle, and 33 and 32 for a swivel motor on the stabilizer on the rear axle.
  • the pressure on the rear axle must always be lower than the pressure on the front axle.
  • a 7/2-way valve 24 which is also referred to as a direction changeover valve, when cornering on the right or left, so that either the pressure in the swivel motors on the right or on the left side of the vehicle increases or lowers.
  • the operation of the direction changeover valve 24 is monitored with the aid of a switch position detection sensor 26.
  • a fail-safe valve 25 is arranged in the front axle hydraulic train, which serves to block the swivel motor 37 of the front axle in the event of a valve jamming or in the event of a power failure and to depressurize the swivel motor 36 of the rear axle.
  • each of the pressure range 35 and 34 of the swivel motor 37 on the Can connect the front axle to the tank line and the tank 31 in such a way that the swing motor 37 can be throttled freely via the leakage points in the swing motor even by sucking in the volume flow without cavitation problems.
  • the proportional pressure relief valves 22 and 28 and the 7/2 and 3/2-way valves 24 and 25 are directly controlled valves. A not inconsiderable share of the costs is caused by the solenoids used for the control. To ensure the necessary actuating forces for the valves, quite large and expensive solenoids are used. Therefore, in the context of the present invention, considerations were made to replace the direct control of the valves by a pilot control. The big advantage is the availability of inexpensive pilot valves.
  • the pressure relief valve 22 is preceded by a pressure relief pilot valve 44 and an inlet orifice 45.
  • a pressure relief pilot valve 48 and an inlet orifice 49 are connected upstream of the pressure relief valve 28.
  • the direction switch valve 24 is connected upstream of a direction switch pilot 51.
  • a fail-safe pilot valve 52 is connected upstream of the fail-safe valve 25.
  • the exemplary embodiment shown in FIG. 2 has the advantage that higher actuating forces can possibly act on the main valves, which increases safety during operation.
  • smaller solenoids can be used to control the pilot valves, which, due to their lower power consumption, do not put as much strain on the vehicle electrical system as the conventional used direct magnets.
  • FIG. 3 shows in an ellipse 42 that the pressure relief pilot valves 44 and 48 are connected in series, in contrast to the exemplary embodiment shown in FIG.
  • This has the advantage that a parallel oil flow through the inlet orifice 49 (FIG. 2), which represents a “leakage point” caused by the pilot circuit, can be eliminated in the pilot circuit.
  • a single pilot valve 61 is arranged in an ellipse 60, which switches off the two pilot valves 51 and 52 Figure 2 replaced.
  • the pilot valve 61 has three discrete switching positions. In the de-energized state, the two directional control valves 24 and 25 are not switched. With a medium current supply to the switching pilot valve 61, the pilot pressure overcomes the bias of a spring 65 on the fail-safe valve 25, so that the fail-safe valve 25 switches to its second position (not shown in FIG. 3). With this medium current supply, the resulting pressure force on the direction changeover valve 24 is not yet sufficient to overcome the greater preload of a spring 66. Accordingly, the direction changeover valve 24 remains unswitched, that is to say in the position shown in FIG. 3. When the switching pilot valve 61 is energized, the biasing force of the spring 66 is overcome by the higher pilot pressure, and the direction switching valve 24 switches to its second switching position (not shown in FIG. 3). The fail-safe valve 25 remains in its second position.
  • arrows 67 and dashed lines indicate that the tank pressure is not only attributed to the pressure reducing valve 41 and the directional control valves 24, 25, but also to the pressure limiting valves 22, 28.
  • An aluminum die-cast housing 70 is shown in section in FIG.
  • a blind hole 72 is recessed in the die-cast aluminum housing 70, in which a valve piston 73 is accommodated so that it can move back and forth.
  • the blind hole 72 is closed by means of a plug 74 which is held in the blind hole 72 by a holding plate 75.
  • a receiving space 76 is provided for a magnet (not shown).
  • the holding plate 75 and / or the plug 74 can also be formed by the magnet.
  • the plug 74 and the holding plate 75 can also be integrated in the magnet.
  • the valve piston 73 is pressed by the prestressing force of a helical compression spring 77 against a stop surface 78 which forms the bottom of the blind hole 72.
  • the die-cast aluminum housing 70 which is also referred to as the valve housing, four lamellae 81, 82, 83, 84 are recessed in the region of the valve piston 73, which run transverse to the longitudinal axis of the valve piston 73.
  • the lamella 81 is used for leakage feedback.
  • the lamella 82 forms a connecting channel to a pump (21 in FIGS. 1 to 4).
  • the lamella 83 forms an outflow channel, for example, to a pressure limiting valve (22, 28 in FIGS. 1 to 4).
  • the lamella 84 represents, for example, a connection channel to a further pilot valve.
  • the valve shown in FIG. 5 can be, for example, a pressure limiting pilot valve, as shown in FIGS. 2 to 4 and designated 22 and 28.
  • the valve piston 73 is acted upon by the pilot pressure via the lamella 81.
  • a vehicle interface is designated 90.
  • Electronic elements 91 of a roll stabilization control device according to the invention are attached directly to the vehicle interface.
  • Sensor elements 92 are attached directly to the electronic elements 91.
  • a connector plug 93 is connected directly to the electronic elements 91.
  • Channels and connections, in particular hydraulic connections 95, for the valves are accommodated in a first control plate 94, which is formed by a die-cast aluminum housing part in the labyrinth construction of the flow channels.
  • a second control plate 99 is separated from the first control plate 94 by an intermediate plate 98. Sliders and magnets 100 of the valves are accommodated in the second control plate 99.
  • a protective plate 104 which is also referred to as a protective trough, isolates the electronic elements, sensor elements and the control plates from the outside. This has the advantage that the respective components do not have to be encapsulated individually.
  • the protective trough 104 takes over the partitioning of the control elements to the outside and at the same time ensures that no oil gets into the environment.
  • the direct contact between the individual elements provides the advantage that a complex wiring harness with a large number of plug connections can be omitted. This not only reduces costs, but also significantly increases system security. LIST OF REFERENCES
  • Lamella connecting channel to the pump

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

La présente invention concerne un dispositif pour stabiliser de façon active le roulis d'un véhicule, comprenant au moins un essieu qui présente au moins deux roues et un stabilisateur transversal qui peut être actionné au moyen d'un système hydraulique auquel peut être appliqué un niveau de pression présélectionné, par une unité d'apport de pression telle qu'une pompe, par l'intermédiaire d'au moins une soupape de limitation de pression. Pour permettre la réalisation avec des frais limités du dispositif de stabilisation de roulis, la soupape de limitation de pression est précommandée par une soupape de commande pilote.
EP05700520A 2004-01-28 2005-01-07 Dispositif de stabilisation de roulis Withdrawn EP1711357A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004004475 2004-01-28
PCT/DE2005/000006 WO2005072999A1 (fr) 2004-01-28 2005-01-07 Dispositif de stabilisation de roulis

Publications (1)

Publication Number Publication Date
EP1711357A1 true EP1711357A1 (fr) 2006-10-18

Family

ID=34801195

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05700520A Withdrawn EP1711357A1 (fr) 2004-01-28 2005-01-07 Dispositif de stabilisation de roulis

Country Status (5)

Country Link
US (1) US7318594B2 (fr)
EP (1) EP1711357A1 (fr)
JP (1) JP2007519558A (fr)
DE (2) DE112005000809A5 (fr)
WO (1) WO2005072999A1 (fr)

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EP1868828A1 (fr) * 2005-04-07 2007-12-26 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de stabilisation active du roulis
EP1862338A1 (fr) * 2006-05-29 2007-12-05 Nederlandse Organisatie voor Toegepast-Natuuurwetenschappelijk Onderzoek TNO Système de suspension pour un véhicule
GB0618178D0 (en) * 2006-09-14 2006-10-25 Delphi Tech Inc Vehicle roll control system
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CN103671323A (zh) * 2013-12-05 2014-03-26 柳工无锡路面机械有限公司 电比例控制和压力补偿的压路机开式振动阀
EP2965990A1 (fr) 2014-07-08 2016-01-13 Airbus Operations GmbH Siège de passager pour un moyen de transport
DE102015222135A1 (de) 2015-11-10 2017-05-11 Bayerische Motoren Werke Aktiengesellschaft Hydraulisches Wankstabilisierungssystem eines zweispurigen Fahrzeugs
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Also Published As

Publication number Publication date
DE112005000809A5 (de) 2007-05-24
WO2005072999A1 (fr) 2005-08-11
US7318594B2 (en) 2008-01-15
JP2007519558A (ja) 2007-07-19
DE102005000889A1 (de) 2005-08-18
US20070013151A1 (en) 2007-01-18

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