WO2005084971A1 - Barre antiroulis en deux parties pour un vehicule automobile et procede de fabrication de ladite barre antiroulis - Google Patents

Barre antiroulis en deux parties pour un vehicule automobile et procede de fabrication de ladite barre antiroulis Download PDF

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Publication number
WO2005084971A1
WO2005084971A1 PCT/DE2005/000352 DE2005000352W WO2005084971A1 WO 2005084971 A1 WO2005084971 A1 WO 2005084971A1 DE 2005000352 W DE2005000352 W DE 2005000352W WO 2005084971 A1 WO2005084971 A1 WO 2005084971A1
Authority
WO
WIPO (PCT)
Prior art keywords
stabilizer
tooth
connecting elements
clamping
force
Prior art date
Application number
PCT/DE2005/000352
Other languages
German (de)
English (en)
Inventor
Stefan Beetz
Winfried Krüger
Torsten Baustian
Original Assignee
Zf Friedrichshafen Ag
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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2005084971A1 publication Critical patent/WO2005084971A1/fr

Links

Classifications

    • 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
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • B60G2206/427—Stabiliser bars or tubes

Definitions

  • the invention relates to a divided stabilizer according to the preamble of claim 1 and to a corresponding method for producing the stabilizer according to the preamble of claim 5.
  • Such stabilizers are used in particular in automotive engineering.
  • a stabilizer is assigned to each axle of a vehicle, the stabilizer being aligned parallel to the vehicle axle and fastened with its two ends to the respective wheel suspensions.
  • Such a stabilizer works on the principle of a torsion bar and prevents or weakens the transmission of the rolling movements emanating from the road conditions to the vehicle.
  • Stabilizers can be made in one piece, whereby they are designed for a certain spring rate. This has the disadvantage that the one-piece stabilizers either react too softly or too hard to different loads. One-piece stabilizers with a one-piece stabilizer are therefore for vehicles unsuitable, which should be used for both the road and the terrain.
  • a divided stabilizer consists of a first stabilizer part and a second stabilizer part, both of which are connected to one another by an actuator.
  • This actuator has a stator which is connected on the one hand to a stabilizer part and a rotor which is connected on the other hand to the other stabilizer part.
  • the stator and the rotor form radially variable and hydraulically loadable working chambers, which increase the angle of rotation of the two stabilizer parts relative to one another.
  • the US 5,700,027 shows a two-part stabilizer, in which the stator and the rotor each of the two stabilizer parts each having an internal toothing and the two facing ends of a matching outer toothing.
  • the actuator parts and the stabilizer parts are therefore form-fitting with one another connected.
  • the disadvantage of such a form-fitting connection is that there is always play, so that there is a slip between the connected parts that the torsional performance is lost.
  • the end of the respective stabilizer part has a non-circular outer profile, such as a bevel gear or a conical polygon.
  • the 15 stator and the rotor are equipped with a matching and tapered inner profile.
  • the actuator has a screwable clamping device for each stabilizer part, with which the conical surfaces of the inner profile of the actuator! 0 and the outer profile of the stabilizer part are axially displaced relative to one another and clamped together. This results in a positive and non-positive connection.
  • the invention is therefore based on the object of increasing the proportion of the frictional connection surfaces of the connecting elements of a generic two-part stabilizer and to develop a corresponding method for producing the two-part stabilizer.
  • the new divided stabilizer and the new method for producing such a stabilizer eliminate the disadvantages mentioned in the prior art.
  • the particular advantage is that a slip-free and high torque-transmitting connection is created between the stabilizer parts. This is due to the fact that the play-related play between the tooth flanks of the front teeth involved in the torque transmission is completely eliminated by the bracing 5. Due to the self-locking that occurs, the tensioning device can be removed again. This saves a tensioning device, which would otherwise have to remain permanently at the connection point in order to maintain the tensioning force.
  • FIG. 1 shows a stabilizer in two parts in the completed state
  • FIG. 2 shows a pair of elements for connecting two stabilizer parts
  • FIG. 3 A section along the line A - A of Fig. 2, Fig. 4 an element for connecting two stabilizer parts and Fig. 5 the other element for connecting the two stabilizer parts.
  • the divided stabilizer consists of a first stabilizer part 1, 5 and a second stabilizer part 2, both of which are connected to one another by an actuator 3.
  • the two stabilizer parts 1, 2 and the actuator 3 are arranged on a common axis.
  • the actuator 3 is usually a hydraulic swivel motor.
  • This actuator 3 consists of an outer stator with inward stator blades and an inner rotor with outward rotor blades. Volume-variable working chambers are formed between the stator blades and the rotor blades, which are filled with a hydraulic pressure fluid.
  • the two stabilizer parts 1 and 2 can thus be rotated relative to one another over a predetermined angle when the hydraulic forces of the actuator 3 are overcome.
  • the rotor of the actuator 3 is connected on the one hand to the first stabilizer part 1 via a first pair of elements 4, while the stator is connected to the second stabilizer part 2 via a second pair of elements 5.
  • the pair of elements 4 and 5 consists of a connecting element 6 molded onto the first stabilizer part 1 and from a rotor or stator of the actuator 3 molded
  • Both connecting elements 6 and 7 have the same cylindrical outer diameter and axially extending, torque-transmitting end teeth 8 and 9 with coordinated contours. With these end teeth 8, 9, the connecting elements 6, 7 are in axial engagement with one another.
  • a clamping bush 10 spans both connecting elements 6, 7 in engagement.
  • the inner surface of the clamping bush 10 is designed as an inner clamping surface.
  • the connecting elements 6 and 7 are shown in more detail, both of which are configured equally.
  • the connecting element 6, 7 has a cylindrical outer wall which is designed as a clamping surface and which in its arrangement and configuration on the inner clamping surface of the Clamping socket 10 is matched.
  • the connecting element 6, 7 also has an axial basic bore which, in interaction with the cylindrical outer surface, forms a cylindrical wall.
  • Two opposite front teeth 8, 9 and, accordingly, two opposite front tooth gaps are formed in this wall.
  • the two front teeth 8, 9 each have the same tooth base 11, the same tooth head 12 and the same tooth depth.
  • the dimensions of the spur gears 8, 9 are chosen so that the spur teeth 8, 9 of the one connecting element 6 or 7 fit positively into the spur tooth gaps of the other connecting element 6 or 7.
  • the front teeth 8, 9 furthermore have tooth flanks 13 arranged on both sides and designed in a special way as clamping surfaces, which enable two tooth flanks 13 lying on top of one another to rest over the entire surface.
  • the tooth flanks 13 of the front teeth 8, 9 have a conical shape, so that the tooth head 12 of each of the front teeth 8, 9 has a smaller circumferential width than the tooth root 11 of each front tooth 8, 9.
  • the cone angle of the tooth flanks 13 is chosen so small that self-locking occurs when an axial force is introduced into both connecting elements 6, 7. This self-locking prevents the force components acting in the axial direction from pushing the two connecting elements 6, 7 apart again.
  • the tooth flanks 13 are not only conical, they also have a special twist over the entire tooth depth of the front teeth 8, 9, which is to be understood as meaning preferably a helical design of at least one of the front teeth 8, 9.
  • the swirl of one tooth flank 13 is oriented opposite to the swirl of the other tooth flank 13 of the same front tooth 8, 9.
  • These oppositely oriented swirls produce at each axial point of the tooth flanks 13 of both connecting elements 6, 7 lying on top of one another different force components of an introduced axial force.
  • the force components acting in the circumferential direction of an introduced axial force in the tooth base 11 of the front teeth 8, 9 are smaller than in the region of the tooth head 12 of the front teeth 8, 9.
  • the connecting elements 6, 7 are manufactured together with the stabilizer parts 1, 2 in a conventional manner.
  • the production is preferably carried out by reshaping and subsequent machining of the outer clamping surfaces of the connecting elements 6, 7, the inner clamping surfaces on the
  • clamping bush 10 clamping bush 10 and the lateral tooth flanks 13 of the front teeth 8, 9, which also act as clamping surfaces.
  • the clamping surfaces to be machined are designed in such a way that a necessary assembly play remains between the communicating clamping surfaces. Subsequently, the element pairs 4, 5 are assembled, in which the clamping bush 10 firstly via a connecting element 6 and then
  • a force axially aligned with the stabilizer part 1, 2 is input via the tensioning device and moves the two connecting elements 6 and 7 against each other. Due to the cone angle on the front teeth 8, 9 of the stabilizer part 1, 2 and the rotor or stator of the actuator 3, the tooth flanks 13 of the front tooth 8, 9, which act as clamping surfaces, come into contact.
  • the force introduced generates force components which, as shown in FIG. 3, act on the front teeth 8, 9 in the circumferential direction and clamp them together. This results in a first frictional connection between the connecting elements 6, 7 aligned in the circumference.
  • These circumferential force components find less resistance in the tooth tips 12 of the front teeth 8, 9 than in the tooth tips 11 of the front teeth 8, 9, so that the tooth tips 12 of the front teeth 8, 9 give in to the force components to a limited extent and radially outward expand.
  • These radial force components are also indicated in FIG. 3.
  • the outer clamping surfaces of the front teeth 8, 9 come into contact with the inner clamping surface of the clamping bush 10, as a result of which a second, radially oriented frictional connection is created between the connecting elements 6, 7.
  • This second, radial frictional connection is reinforced by the opposing twist of the tooth flanks 13 of each front tooth 8, 9, because the force components acting in the circumferential direction of the axially introduced force are greatest in the area of the tooth heads 12 of the front teeth 8, 9 and the tooth heads 12 of the front teeth 8, 9 expand accordingly accordingly. Then the tensioning device is opened and the element pair 4, 5 is relieved. Due to the small cone angle on the tooth flanks 13, the front teeth 8, 9 involved remain inhibited in their movements, so that they maintain their positions under the action of force.
  • the connecting elements 6 and 7 are thus non-detachably connected to one another by a positive and non-positive connection.
  • first stabilizer part 2 second stabilizer part 3 actuator 4 first pair of elements 5 second pair of elements 6 connecting element 7 connecting element 8 front tooth 9 front tooth 10 clamping bush 11 tooth base 12 tooth head 13 tooth flank

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'objectif de cette invention est d'augmenter la proportion de surfaces à liaison de force sur les surfaces de liaison d'une barre antiroulis en deux parties selon l'invention ainsi qu'un procédé correspondant pour fabriquer cette barre antiroulis en deux parties. Selon ladite invention, les deux éléments de liaison (6, 7) sont respectivement pourvus d'au moins deux dents frontales (8, 9) à flancs coniques (13). Les flancs (13) des dents sont conçus sous forme de surfaces de serrage à liaison de force et présentent un angle de cône conduisant à un blocage automatique des dents frontales (8, 9). Selon ledit procédé, les deux éléments de liaison (6, 7) sont momentanément précontraints et le serrage se formant est maintenu par un blocage automatique.
PCT/DE2005/000352 2004-03-01 2005-03-01 Barre antiroulis en deux parties pour un vehicule automobile et procede de fabrication de ladite barre antiroulis WO2005084971A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410010433 DE102004010433A1 (de) 2004-03-01 2004-03-01 Geteilter Stabilisator für ein Kraftfahrzeug und Verfahren zur Herstellung des Stabilisators
DE102004010433.6 2004-03-01

Publications (1)

Publication Number Publication Date
WO2005084971A1 true WO2005084971A1 (fr) 2005-09-15

Family

ID=34894942

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2005/000352 WO2005084971A1 (fr) 2004-03-01 2005-03-01 Barre antiroulis en deux parties pour un vehicule automobile et procede de fabrication de ladite barre antiroulis

Country Status (2)

Country Link
DE (1) DE102004010433A1 (fr)
WO (1) WO2005084971A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2970675A1 (fr) * 2011-01-26 2012-07-27 Peugeot Citroen Automobiles Sa Barre anti-devers de vehicule automobile

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010030182A1 (de) * 2010-06-16 2011-12-22 Zf Friedrichshafen Ag Wankstabilisator für ein Fahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5700027A (en) 1994-11-26 1997-12-23 Fichtel & Sachs Ag Rotary actuator
DE19853411A1 (de) 1998-11-19 2000-05-25 Bayerische Motoren Werke Ag Geteilter Stabilisator
DE19923100C1 (de) * 1999-05-20 2001-02-08 Pnp Luftfedersysteme Gmbh Stabilisator für ein Kraftfahrzeug
DE10012915A1 (de) 2000-03-16 2001-10-04 Pnp Luftfedersysteme Gmbh Geteilter Stabilisator mit optimierter Federrate

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1263947A (fr) * 1960-05-03 1961-06-19 Nouvel accouplement perfectionné, sans jeu ni réaction axiale
DE19644241C2 (de) * 1996-01-26 1998-05-14 Mannesmann Sachs Ag Stabilisatoranordnung für ein Fahrwerk eines Kraftfahrzeuges
DE19635161A1 (de) * 1996-08-30 1998-03-05 Zahnradfabrik Friedrichshafen Gelenkwellenbefestigung an Getriebeabtriebswellen
DE19747962A1 (de) * 1997-10-30 1999-05-12 Bayerische Motoren Werke Ag Drehmomentwandleranbindung
DE19958674C2 (de) * 1999-12-06 2001-11-29 Gkn Automotive Gmbh Verbindungsanordnung an einer Gelenkwelle
US6352385B1 (en) * 2000-07-31 2002-03-05 General Electric Company Mechanical coupling for cooperating rotatable members

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5700027A (en) 1994-11-26 1997-12-23 Fichtel & Sachs Ag Rotary actuator
DE19853411A1 (de) 1998-11-19 2000-05-25 Bayerische Motoren Werke Ag Geteilter Stabilisator
DE19923100C1 (de) * 1999-05-20 2001-02-08 Pnp Luftfedersysteme Gmbh Stabilisator für ein Kraftfahrzeug
DE10012915A1 (de) 2000-03-16 2001-10-04 Pnp Luftfedersysteme Gmbh Geteilter Stabilisator mit optimierter Federrate
US20030137090A1 (en) * 2000-03-16 2003-07-24 Klaus Reichel Divided stabilizer having an optimized spring rate

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2970675A1 (fr) * 2011-01-26 2012-07-27 Peugeot Citroen Automobiles Sa Barre anti-devers de vehicule automobile

Also Published As

Publication number Publication date
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