Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
  • B60G5/04—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid
• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
  • B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
  • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
  • B60G9/027—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle the axle having either a triangular, a "T" or "U" shape and being directly articulated with the chassis only by its middle apex, e.g. De Dion suspension
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/30—Rigid axle suspensions
  • B60G2200/32—Rigid axle suspensions pivoted
  • B60G2200/324—Rigid axle suspensions pivoted with a single pivot point and a triangular "T" or "U"-shaped axle, e.g. DeDion arrangement
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/30—Rigid axle suspensions
  • B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
  • B60G2200/342—Watt linkage
• • 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
  • B60G2202/20—Type of damper
  • B60G2202/22—Rotary Damper
• • 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
  • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
  • B60G2204/41—Elastic mounts, e.g. bushings
  • B60G2204/4106—Elastokinematic mounts
  • B60G2204/41062—Elastokinematic mounts hydromounts; interconnected mounts
• • 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
  • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
  • B60G2204/421—Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
• • 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
  • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
• • 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
  • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
  • B60G2204/8102—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit diagonally arranged
• • 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
  • B60G2206/41—Dampers
• • 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
• • 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
  • B60G2206/70—Materials used in suspensions
  • B60G2206/73—Rubber; Elastomers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/02—Trucks; Load vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/07—Off-road vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
  • B60G2400/90—Other conditions or factors
  • B60G2400/98—Stabiliser movement

Definitions

• the present invention relates to a vehicle component for an especially all-terrain utility vehicle and a method for operating a vehicle component.
• the vehicle component comprises at least one chassis and at least one drive train which can be received on the chassis and which includes at least two rigid axle units each with at least one push tube frame.
• the push tube frames are connected to one another by means of at least one roll stabilizer device attached to the chassis.
• the roll stabilizer device is assigned at least one damper device with at least one damper element for damping a roll movement of the vehicle.
• Such a vehicle is particularly suitable for driving in the most difficult terrain and is described, for example, in CH 663767 A5.
• the rigid axles are each designed with a drawbar device to form a trapezoidal push tube frame.
• the push tube frames are articulated to the vehicle frame or chassis via appropriate links in a longitudinal and transverse connection and via the roll stabilizer device.
• the vehicle component according to the invention is intended for an in particular all-terrain motor vehicle and preferably a utility vehicle.
• the vehicle component comprises at least one chassis and at least one drive train that can be received on the chassis.
• the drive train comprises at least two rigid axle units, each with at least one push tube frame.
• the push tube frames of the at least two rigid axle units are connected to one another, in particular in an articulated manner, by means of at least one roll stabilizer device attached to the chassis.
• the roll stabilizer device is assigned at least one damper device with at least one damper element, in particular for damping a roll movement of the vehicle.
• the damper element comprises at least one controllable damper or is designed as such.
• the damper device comprises at least one control device which is suitable and designed to set at least one damper parameter of the controllable damper as a function of at least one characteristic variable.
• the parameter can preferably be detected by sensors and / or stored (for example in the control device as a damper curve).
• the vehicle component according to the invention offers many advantages.
• the specifically adapted damping as a function of the parameter offers a considerable advantage.
• Another advantage is that the damper device is assigned to the roll stabilizer device.
• the damping of rolling movements is particularly targeted and z. B. considerably more reliable than with conventional damping by means of wheel shock absorbers or frame shock absorbers. With the invention presented here, that becomes Driving behavior is therefore significantly improved and the vehicle is not only stabilized with regard to rolling movements, but also optimally dampened.
• the damper element is preferably at least partially coupled to the roll stabilizer device.
• at least one movement of at least part of the roll stabilizer device caused by a rolling movement of the vehicle can be damped by means of the damper element.
• the damper element is at least partially indirectly and / or directly coupled to the roll stabilizer device.
• the roll stabilizer device (described in more detail below) comprises at least one balance beam.
• the balance beam is coupled in particular to the push tube frame.
• the balance beam is rotatably connected to the chassis in particular via at least one balance beam bearing.
• the damper element is (directly and / or indirectly) coupled to the at least one balance beam.
• at least one rotational movement of the balance beam can thereby be damped by means of the damper element. It is possible and preferred that the damper element is integrated into the balance beam bearing.
• the roll stabilizer device preferably comprises at least two balance beams. At least one damper element is preferably provided for each of the balance beams.
• both balance beams are each rotatably connected to the chassis via at least one balance beam bearing.
• the damper parameter can be set as a function of at least one such parameter.
• the parameter describes a deflection of the at least one balance beam.
• the damper parameter can be set as a function of the deflection. It is preferred that the parameter defines at least one angle of rotation position for one balance beam and / or a difference between the angle of rotation positions of the balance beams.
• a separate damper parameter can preferably be set for each of the balance beams (by means of a damper element in each case). This enables a particularly advantageous adaptation of the damping to a wide variety of requirements in the field and other operating situations.
• the parameter defines at least one angle of rotation position of the at least one balance beam.
• the sensor device is suitable and designed to directly and / or indirectly detect a rotational angle position of the balance beam by means of at least one sensor device (or the sensor device described below).
• the parameter defines at least one angle of rotation position for a respective balance beam and / or a difference between the angle of rotation positions of the balance beams.
• the roll stabilizer device comprises in particular at least two balance beams. At least one separate damper parameter can be set for each of the balance beams (by means of a damper element in each case).
• the control device is suitable and designed to detect the parameter by means of at least one sensor device and preferably to detect it continuously during operation.
• the sensor device is suitable and designed to detect at least one of the parameters described above.
• the sensor device by means of the sensor device, there is at least one relative movement between at least two in one Rolling motion of the vehicle at least partially moving components can be detected.
• at least one of the components is coupled to the roll stabilizer device or is provided by it.
• the sensor device comprises in particular at least one sensor means and z. B. at least one displacement sensor, rotation sensor or rotation angle sensor, distance sensor or the like. Other suitable types of sensors are also possible.
• the sensor device comprises at least one rotation angle sensor for detecting a rotation angle position of the balance beam.
• At least one angle of rotation sensor is preferably provided for each of the balance beams, so that the angle of rotation positions of the balance beams can in particular be recorded separately.
• the angle of rotation sensor is preferably coupled to the balance beam.
• the angle of rotation sensor is coupled (non-rotatably) to a shaft of the balance beam running through the balance beam bearing and / or is integrated into the balance beam bearing.
• controllable damper (or the damper element with the controllable damper) is designed as described below for the optionally usable damper elements.
• controllable damper is provided by one of the damper elements described below.
• the vehicle component comprises at least two damper elements that can optionally be inserted in at least one receiving device of the damper device.
• the damper elements differ in at least one damping property, so that at least one damper parameter of the damper device can be set or changed by the selection of the damper element.
• Such a vehicle component also offers many advantages.
• the options that can be used offer a considerable advantage Damping elements with their different damping properties. This is a very reliable and at the same time structurally uncomplicated way of adapting the damper device to the intended use of the vehicle.
• Another advantage is that this also enables a particularly robust and interference-resistant setting of the damper parameters.
• the roll stabilizer device comprises at least one balance beam.
• the balance beam is coupled to the push tube frame and is preferably coupled in an articulated manner or rotatably about at least one axis.
• the balance beam is rotatably connected to the chassis via at least one balance beam bearing.
• the optionally usable damper elements provide the balance beam bearing or are at least part of one. The optionally usable damper elements are preferably integrated into the balance beam bearing.
• At least one of the damper elements is suitable and designed to dampen a rotary movement of the balance beam and, in particular, to also support it.
• the damper element is designed in particular as a rotary damper.
• the axis of rotation of the rotary damper corresponds to the axis of rotation of the balance beam.
• the damper element dampens the rotational movement of the balance beam in at least one direction of rotation and preferably in at least two directions of rotation.
• the axis of rotation of the balance beam runs in particular transversely to the longitudinal axis of the balance beam and preferably transversely to its beam arms.
• the axis of rotation of the balance beam runs in particular transversely to the longitudinal axis of the chassis and in particular transversely to the operational forward direction of travel of the vehicle.
• at least one of the damping elements can be suitable and designed to dampen a movement of the balance beam transversely and in particular radially to an axis of rotation of the balance beam.
• at least one of the damper elements can be used as a combination damper be designed, which damps both a rotational movement of the balance beam and a movement of the balance beam transversely and in particular radially to an axis of rotation of the balance beam.
• the optionally usable damper elements preferably differ at least in their elasticity and / or restoring force and / or progression and / or in their degree or degree of damping. It is possible that at least one of the optionally usable damper elements has an at least two-stage progression and / or damping. Three or four or five or more levels are also possible.
• the optionally usable damper elements preferably differ in at least one property of at least one elastomer component. This offers a particularly effective and at the same time inexpensive to implement setting of damper parameters.
• the property here preferably relates to a Shore hardness and / or a composition and / or a mass of the elastomer component.
• the elastomer components can also differ in a different material parameter. It is also possible that the damper elements in the number of their
• Such configurations preferably relate to elastomer components in a damper bushing and in particular in an elastomer-metal bushing.
• rubber, rubber, plastic or the like can serve as the material for the elastomer component.
• the elastomer component is designed in particular like the elastomer layer or the elastomer described below.
• the optionally usable damper elements differ at least in their damper design.
• the different damper designs are taken from a group of damper designs, at least comprising: rotary damper, linear damper, damper bushing, slotted bushing, elastomer damper, single-stage damper, two-stage damper, multi-stage damper, hydraulic damper, hydraulic bearing, electro- or magnetorheological damper, active or controllable damper.
• a linear damper is understood to mean, in particular, a damper that acts in a linear direction.
• the term linear damper is in particular not related to a linear course of the damping force.
• the dampers described above are preferably designed as controllable dampers so that the damping can be adjusted in a targeted manner.
• At least one of the damper elements preferably comprises at least one damper bushing, in particular a rotary damper bushing, or is designed as such.
• the damper bushing comprises in particular at least one elastomer layer arranged concentrically between at least two support layers.
• at least one outer support layer and at least one inner support layer are provided. Further support layers can be arranged between the inner and outer support layers. At least one elastomer layer can then be arranged between the support layers.
• the damper bushing can have at least two or at least three or more layers of elastomer.
• the damper bushing can also be used for suspension.
• At least one outer support layer and in particular the outermost support layer and / or at least one elastomer layer are preferably at least partially slotted.
• the damper bushing is designed as a slotted bushing.
• the damper bushing comprises at least one slot which preferably tapers radially inward.
• an innermost support layer is not designed to be slotted.
• the slot runs axially.
• the support layer can be made of a metal material or a plastic or a composite material or another suitable material.
• the damper element e.g. B. the damper socket
• the required rotational degree of freedom for the rotatability of the balance beam is achieved in particular by at least one bearing unit, e.g. B. plain bearings and / or roller bearings achieved.
• a bearing unit is arranged for this purpose between the push tube frame, for example on a journal of the push tube frame that is fixed to the frame, and the damper element attached to the balance beam.
• the damper element also provides the rotational degree of freedom for the rotatability of the balance beam.
• the damper element is then (also) designed as a rotary damper. The rotation or storage then takes place in the damper element.
• the optionally usable damper elements comprise at least two damper bushings which differ in at least one damping property.
• the damper bushings are preferably designed as described above.
• the damper bushings differ in particular with regard to their elastomer layer and / or support layer.
• the number and / or composition of the support layer and / or the elastomer layer is different.
• the damper bushings preferably differ in a Shore hardness and / or in the degree of damping of their at least one elastomer layer. It is possible that the damper bushings are designed with different slots.
• At least one of the damper elements comprises at least one at least two-stage damper bushing or is designed as such.
• a multi-stage and, for example, three-stage or four-stage damper bushing is also possible.
• the damper bushing is damped in at least one first angle of rotation range by means of at least one softer elastomer.
• the damper bushing is damped in at least one second angle of rotation range following the first angle of rotation range at least by means of at least one harder elastomer.
• the two-stage damper bushing can be suitable and designed to dampen a movement of the balance beam transversely and in particular radially to an axis of rotation of the balance beam.
• the harder elastomer provides a stop for the rotary movement.
• the stop is reached in particular at the end of the first angle of rotation range.
• the second angle of rotation range follows.
• deformation of the stop occurs in the second rotational angle range. In particular, takes place in the first
• the damper bushing preferably comprises at least three elastomers of different hardness.
• an elastomer is provided as a stop at the end of each angle of rotation range.
• the elastomers are arranged between at least two support bodies. In particular, one supporting body is used for fastening to the balance beam and the other supporting body is used for fastening to the chassis.
• the optionally usable damper elements comprise in particular at least two at least two-stage damper bushings which differ in at least one damping property.
• the damper bushings are designed in particular as described above. It is possible that the damper bushings differ in the number of their stages. For example, a single-stage and at least two-stage damper bushing are provided.
• At least one of the damper elements comprises at least one hydraulically damped damper bushing or is designed as such.
• a damper bushing comprises in particular at least two damper chambers connected by at least one valve device.
• the valve device controls a flow rate of a Damper fluids from one damper chamber to the other.
• the hydraulically damped damper bushing can be adjustable. In particular, the damping force and / or different damping curves can be set.
• the damper fluid can be designed as an electrorheological and / or magnetorheological fluid.
• the hydraulic damper bushing is then understood to mean, in particular, an electrorheological or magnetorheological damper bushing.
• the valve device then comprises in particular at least one electrical coil and / or at least one magnet. In all of the configurations, the valve device can be designed electrically and / or electromagnetically and / or electromechanically.
• the hydraulically damped damper bushing can be reset by means of at least one spring device and preferably at least one elastomer.
• the spring device can comprise at least one gas pressure spring and / or air spring and / or torsion spring and / or spiral spring and / or metal spring or the like. This enables an inexpensive and at the same time reliable resetting of the hydraulic damper.
• the hydraulically damped damper bushing is designed as a rotary damper and / or as a linear damper. It is possible that the hydraulically damped damper bushing is provided by a combination damper.
• the combination damper is particularly suitable and designed to dampen a rotational movement of the balance beam as well as to dampen a movement of the balance beam transversely and in particular radially to an axis of rotation of the balance beam.
• the combination damper can comprise at least one (hydraulic) rotary damper which is operatively connected to at least one radially acting (hydraulic) linear damper. Such dampers offer considerable advantages in certain driving situations.
• the damper is preferably designed as a controllable damper so that the damping can be adjusted in a targeted manner.
• the optionally usable damper elements comprise at least two hydraulically damped damper bushings which differ in at least one damping property.
• damper bushings are designed as described above.
• At least one of the damper elements is designed as at least one controllable damper or comprises at least one such.
• the damper device preferably comprises at least one control device which is suitable and designed to adapt at least one damper parameter of the controllable damper.
• the damper parameter can be adjusted while driving.
• a controllable damper alone and especially in combination with the optionally usable damper elements offers a considerable improvement in the driving properties and a particularly advantageous adaptation of the damper device.
• the control device can also be suitable and designed to adapt at least one parameter of the suspension of the controllable damper.
• the control device is preferably suitable and designed to set the at least one damper parameter as a function of at least one stored and / or sensor-detectable or detected parameter. This offers a particularly targeted and individual adjustment of the damping.
• the control device is suitable and designed to reduce or prevent a rolling movement of the vehicle as a function of the parameter.
• the parameter can be, for example, a state variable of the roll stabilizer device and z. B. describe a deflection of the balance beam.
• the characteristic variable can also relate to another state variable for the chassis and / or a load state of the vehicle and / or characterize the terrain.
• the stored parameter can be provided by at least one algorithm. It is possible that the parameter based on at least one algorithm is customizable. For this purpose, it can be provided that the algorithm takes into account a user input and / or another specification.
• At least one sensor device is provided for the sensory detection of the parameter.
• the sensor device is particularly suitable and designed to detect at least one characteristic variable for a driving maneuver and / or for a state of the roll stabilizer device.
• an angular position of the balance beam and preferably an angle of rotation of the balance beam can be detected directly or indirectly by means of the sensor device.
• the sensor device comprises at least one angle of rotation sensor for the direct detection of the angle of rotation of the axis of rotation of the balance beam.
• the sensor device can be assigned a gear device which converts a rotary movement of the balance beam into a linear movement. If the roll stabilizer device comprises at least two balance beams, the angle of rotation can be recorded separately for each balance beam.
• the damper parameter for the damper can be set as a function of the angle of rotation of that balance beam for whose damping it is used.
• controllable damper is designed to be hydraulic.
• the controllable damper comprises at least two damper chambers.
• the controllable damper comprises at least one valve device which fluidically connects the damper chambers.
• the at least one damper parameter can be set by controlling the valve device.
• the valve device controls a flow of a damper fluid from one damper chamber into the other.
• the controllable hydraulic damper is preferably designed like the hydraulically damped damper bushing described above or comprises at least one such.
• the controllable hydraulic damper can also be provided by the combination damper described above.
• control device is suitable and designed to set at least one damper parameter for damping the rotational movement of the balance beam and at least one damper parameter for the movement of the balance beam transversely and in particular radially to an axis of rotation of the balance beam separately and preferably independently of one another. It is also possible that a dependent setting of the damper parameters is provided. It has been shown for certain driving situations that influencing the radial damping or (spring) rigidity in combination with rotary damping has considerable advantages.
• the drive train comprises at least two rigid axle units, each with at least one push tube frame.
• the push tube frames of the at least two rigid axle units are connected to one another, in particular in an articulated manner, by means of at least one roll stabilizer device attached to the chassis.
• the roll stabilizer device is assigned at least one damper device, in particular for damping a roll movement of the vehicle.
• Damping device usable damper elements selected.
• the selected damper element is then inserted into the receiving device.
• the applicable Damper elements are preferably designed as described above for the vehicle component according to the invention.
• the previously described vehicle component is operated with the method.
• the vehicle component described above is suitable and designed to be operated according to the method according to the invention.
• the roll stabilizer device comprises at least two balance beams.
• the balance beams can be rotated about a common (imaginary) axis of rotation.
• the balance beams are arranged on opposite longitudinal sides of the chassis.
• the balance beams are each coupled to two push tube frames.
• the balance beams are each coupled to a push tube frame of at least one front axle unit and at the same time to a push tube frame of at least one rear axle unit.
• each balance beam is rotatably connected to the chassis by means of at least one own balance beam bearing.
• the balance beams can be rotated at least partially independently of one another.
• the at least two balance beams are not connected to one another in a rotationally fixed manner via a shaft or the like.
• the optionally usable damper elements which differ in at least one damping property are provided for each of the balance beams.
• the optionally usable damper elements comprise a pair or a group of damper elements with identical damping properties for the at least two balance beams.
• all provided balance beams of the roll stabilizer device can be equipped with similar or identical damper elements.
• the balance beam comprises at least two beam arms extending from the balance beam bearing.
• the balance beams each have at least two beam arms, the balance beams each being coupled to a common push tube frame with one beam arm.
• the balance beams are each coupled with a beam arm on a common push tube frame.
• At least one coupling point for the articulated connection of the push tube frame is arranged on each of the bar arms.
• the push tube frame in particular represents an axle body of the rigid axle unit and is preferably designed as a drawbar or in the manner of a drawbar.
• the push tube frame is movably connected to the chassis, in particular in the manner of a drawbar.
• the push tube frames are each movably attached to the chassis via at least one joint device, referred to here as a central joint.
• the central joints can be designed as ball joints and / or spherical surface joints and / or rubber buffers or the like.
• the central joints are preferably connected to a cross tube of the push tube frame.
• the joint device serves in particular for the longitudinal guidance of the push tube frame or the drawbar.
• the drive train comprises at least two drivable rigid axle units.
• the central joint preferably absorbs essentially longitudinal forces and in particular deflects (rotation about the y-axis of the vehicle coordinate system) and interleaving (rotation about the x-axis) while ensuring the axis movements.
• the rigid axle units preferably each comprise at least one transverse guide device.
• the transverse guide device comprises in particular at least one linkage device, which over Joints are also connected to the chassis or body.
• the transverse guide device can comprise at least one Panhard rod and / or Watt linkage and / or at least one scissor guide or be designed in such a way.
• the rigid axle units described above are preferably provided both for the front axle unit and for the rear axle unit.
• the rigid axle units are preferably connected to one another via at least one pivotable balance beam of the roll stabilizer device.
• the balance beam is in particular connected to the chassis so that it can rotate.
• the rigid axle units are in particular connected to the balance beam via at least one joint or in a joint-like manner.
• the rigid axle units are designed as De-Dion axles or at least include one. It is also possible for at least one of the rigid axle units to be designed as a De-Dion axle or at least to include one.
• the gear components provided for driving the vehicle and, for example, a differential gear are arranged outside the push tube frame. As a result, unsprung or undamped masses can be reduced in a particularly advantageous manner.
• a drive connection serving to drive the respective rigid axle unit and in particular operatively connected to a transmission device is preferably arranged outside the push tube frame or an axle tube.
• the rigid axle units each include in particular at least one rigid axle. However, it is also possible that the rigid axle units are designed as semi-rigid axles or at least include one such, for example a twist beam axle or the like.
• the rigid axle units preferably each have at least one differential gear.
• the differential gears preferably arranged outside the push tube frame.
• Other drive connections can also be arranged outside the push tube frame.
• the differential gear can also be referred to as an axle differential.
• the drive train comprises in particular at least one transmission device with at least one main transmission and / or with at least one transfer case.
• the transmission device provides at least one differential gear or differential gear for each drivable rigid axle unit.
• the differential gear or differential gear can in particular be at least partially or completely locked.
• the differential gear or differential gear can also be designed so as not to be lockable or open at all.
• the transfer case can also comprise at least one differential gear, which in particular can be locked at least partially or completely or not at all.
• the main transmission can be designed as a manual or a partially automatic or a fully automatic transmission.
• the main transmission includes, in particular, a manual transmission or is designed as such.
• the drive train can include at least one wheel.
• the main transmission and / or the transfer case and / or the differential gear are in particular arranged fixed to the frame.
• the roll stabilizer device is assigned at least one spring device which is suitable and designed to directly and / or indirectly support a rotational movement of the balance beam.
• a rotative support is possible.
• the spring device can be coupled to the balance beam via at least one gear device, the gear device converting a rotary movement of the balance beam into a linear movement for the spring device.
• the spring device comprises at least one spring.
• a spring device is understood to mean, in particular, springs and also other suitable types of energy storage devices.
• the optionally usable damper elements are suitable and designed, optionally in the same
• the optionally usable damper elements have the same installation dimensions and / or the same installation devices with regard to installation in the receiving device. It is possible that the damper elements each comprise at least one spring device or are provided by such a device. In particular, the damper elements are suitable and designed both to dampen and to spring.
• the damper elements each comprise at least two damper parts that can be moved relative to one another.
• at least one first damper part is operatively connected to the chassis.
• the first damper part can be connected directly to the chassis and / or indirectly via the
• Roll stabilizer device be coupled to the chassis.
• at least one second damper part is operatively connected to at least one of the push tube frames.
• the second damper part can be coupled directly to the push tube frame and / or indirectly via the roll stabilizer device to the push tube frame. The movement of the two damper parts can be damped.
• the damper elements each include at least one rotary damper or are designed as such.
• the damper elements can also each comprise at least one linear damper or be designed as such.
• at least one transmission device is provided which converts the rotational movement of the balance beam into a movement suitable for the damper.
• Another vehicle component according to the invention comprises at least one chassis and at least one drive train that can be received on the chassis.
• the drive train comprises at least two rigid axle units, each with at least one Push tube frame.
• the push tube frames of the at least two rigid axle units are connected to one another, in particular in an articulated manner, by means of at least one roll stabilizer device attached to the chassis.
• the roll stabilizer device is assigned at least one damper device, in particular for damping a roll movement of the vehicle.
• the damper device comprises at least one controllable damper.
• the damper device comprises at least one control device which is suitable and designed to continuously adapt at least one damper parameter of the controllable damper, in particular during ongoing operation (in particular during ferry operation of the vehicle.
• controllable damper is designed as before for the one according to the invention
• the controllable damper can preferably be controlled by means of the control device, as described above.
• Such a vehicle component also offers a considerable improvement in the driving characteristics and many advantages when adjusting the damping.
• FIG. 1 shows a purely schematic representation of a commercial vehicle with a vehicle component according to the invention in a perspective view obliquely from above;
• FIG. 2 shows a purely schematic detailed illustration of the vehicle component from FIG. 1;
• Figure 3 is a purely schematic representation of a Damper element of the vehicle component in a side view
• FIG. 4 shows a purely schematic representation of a further damper element of the vehicle component in a perspective view
• FIG. 5 shows a purely schematic illustration of a further damper element of the vehicle component in a side view
• Figure 6 is a purely schematic representation of a
• FIG. 1 shows a vehicle component 1 according to the invention for an all-terrain utility vehicle 100, which is only partially shown here and is designed as a 4x4 by way of example.
• the vehicle assembly 1 comprises a chassis 2 and a drive train 12 with a drive motor and a
• the drive train 12 is here equipped with two rigid axle units 3, comprising a first axle unit embodied as a front axle unit and a second axle unit embodied as a rear axle unit.
• the transmission device is equipped with a main transmission, not shown here, which is connected to the drive motor via a shaft and is connected to a transfer case.
• the transfer case is z. B. coupled directly to a differential gear of the rear axle unit. This results in a so-called transaxle design.
• the engine is arranged at the front and the main gearbox as well as the transfer case are arranged on the driven rear axle unit.
• the transfer case is coupled to a differential gear of the front axle unit. The differential gears are then connected via half shafts 53 the wheels or their wheel countershafts 301 are coupled.
• the rigid axle units 3 are each equipped with a Watt linkage 300 here. Other suitable types of stabilizers can also be provided.
• the front axle unit is equipped here with springs 302 and shock absorbers 303 that are combined to form a spring strut.
• the rear axle unit is here equipped with four springs 302 and two shock absorbers 303.
• the rigid axle units 3 here each comprise a push tube frame 4, which comprises a transverse axis 14 running between the wheels and two push tubes 24 connected to the transverse axis 14.
• the push tubes 24 of a push tube frame 4 extend here longitudinally in the direction of the center of the vehicle and are connected there via a cross tube 34.
• the transmission device with its torque-transmitting components is arranged outside the push tube frame 4.
• the differential gears are attached to the chassis 2 separately from the transverse axes 14 of the push tube frame 4.
• the rigid axle units 3 are thus designed here in the design of a De-Dion axle.
• the half-shafts 53 provided for the drive likewise run outside the push tube frame 4.
• the chassis 2 or chassis is designed here as a ladder frame and comprises a right and a left longitudinal member 42.
• the longitudinal members 42 are connected to one another at the ends via corresponding cross struts.
• the longitudinal members 42 are here also connected to a cross member 15 belonging to a roll stabilizer device 5.
• the cross member 15 is provided by two parallel and spaced apart cross member elements.
• the lead frame can have further transverse struts or stiffeners, which are not described in greater detail here.
• the push tube frames 4 are each fastened to the chassis 2 in such a way that they can be moved via a central joint 43.
• the central joints 43 are connected to the cross tubes 34 and to the cross member 15 and are designed, for example, as ball joints or ball surface joints or also as rubber buffers. As a result, the axle units 3 or the wheels can be twisted to a particularly great extent, so that even large obstacles can be easily driven over.
• a roll stabilizer device 5 is provided here. This results in a considerable reduction in rolling movements during ferry operation or when driving over obstacles.
• the roll stabilizer device 5 here comprises two opposing balance beams 35, which are each rotatably mounted on a longitudinal beam 42 via a balance beam bearing 25.
• the push tube frames 4 of the front axle unit and the rear axle unit are connected here to a respective balance beam 35.
• a roll stabilizer strut 45 is arranged between the balance beam 35 and the respective push tube frame 4.
• the roll stabilizer device 5 is assigned a damper device 6.
• the damper device 6 here comprises two damper elements 7, so that each balance beam bearing 25 is equipped with a damper element 7.
• the damper elements 7 are each designed as controllable damper 9, as will be described in more detail with reference to FIG. 6.
• a damper parameter of the controllable damper 9 is set here as a function of a parameter detected by means of a sensor device 36.
• damper elements 7 are selected and installed here.
• the optionally insertable damper elements 7 are designed so that they can be inserted into a receiving device 16 (not shown here) in the longitudinal beams 42 or in the balance beam bearing 25.
• the damper elements 7 are, for. B. equipped with the same dimensions and the same installation devices to enable a safe and inexpensive exchange.
• certain damper elements 7 are selected and one or more damper parameters are adapted as a result.
• a damper element 7 designed as a damper bushing 17 is shown.
• the longitudinal beam 42 and the receiving device 16 for the damper element 7 are also shown in the exploded view.
• the damper bushing 17 here comprises an outer support layer 27 and an inner support layer 27, between which an elastomer layer 37 is arranged.
• the balance beam is tied to the inner support layer 27. With the outer support layer 27, the bush 17 is inserted into the receiving device 16.
• the damper bushing 17 can be provided for damping only radially to the axis of rotation of the balance arm 35. For the rotative degree of freedom is then z. B. arranged between the inner support layer 27 and a pin attached to the push tube frame, a plain bearing or roller bearing. Such a bearing can also be provided between the balance beam 35 and the outer support layer 27. It is also possible, however, for the ability to rotate or the mounting to be provided by the damper bushing 17. Depending on the number of elastomer layers 37 and support layers 27 or depending on the composition and, for example, Shore hardness of the elastomer layer 37, different damper parameters can be implemented. To adapt the damping properties, the socket 17 shown here can be inserted into the
• Damping elements 7 which can be inserted into the receiving device 16 can be exchanged, as are shown, for example, in FIGS. 3 to 6.
• FIG. 3 shows an optionally usable damper element 7, which is designed here as a damper bushing 17 or slotted bushing.
• a damper bushing 17 or slotted bushing for this purpose, for example, a structure of support layers 27 and one or more elastomer layers 37 is provided, as shown in FIG.
• a slot 47 extends through the outer support layer 27 and the elastomer layer 37 and tapers radially inward.
• the bushing 17 shown here offers, for example, a harder or softer damping of the balance beam 35.
• the damping properties can be specifically adapted by inserting this bushing 17 into the receiving device 16.
• FIG. 4 shows a further optionally usable damper element 7, which is designed here as a two-stage damper bushing 57.
• damper element 7 which is designed here as a two-stage damper bushing 57.
• the outer support body 87 is connected to the chassis 2, for example, and the inner support body 87 is connected to the balance beam 35, for example.
• the damper element 7 shown here can be inserted into the receiving device 16 in exchange with the other damper elements 7 shown here.
• the two-stage damper bushing 57 serves here as a rotary damper and, however, preferably also enables damping that acts in the radial direction relative to the axis of rotation of the balance beam.
• FIG. 5 shows an optionally usable damper element 7, which is designed here as a hydraulically damped damper bushing 8.
• a damper fluid flows from one damper chamber 19 into the other damper chamber 19, the valve device 29 specifying the flow rate and thus the damper force.
• the hydraulically damped damper bushing 8 is designed here as a combination damper.
• the damper bushing 8 can also be designed as a pure rotary damper.
• the valve device 29 can have a fixed, predetermined flow rate or an adjustable flow rate.
• a spring device 18 and, for example, an elastomer are provided here.
• the hydraulic damper bushing 8 shown here can be inserted into the receiving device 16 in exchange with the other damper elements 7 shown here.
• FIG. 6 shows a damper device 6 which has a damper 9 controllable by means of a control device 26.
• the controllable damper 9 here has two damper chambers 19, which are flow-connected via a valve device 29.
• the valve device 29 can be controlled by the control device 26 so that, for. B. different damper characteristics can be set.
• Other types of controllable dampers 9, with which one or more damper parameters can be adapted by means of the control device 26, are also possible.
• the controllable damper 9 is designed here as a combination damper.
• the controllable damper 9 can also be designed as a pure rotary damper. For example, in the chassis 2 described with reference to the figure, each balance beam 35 is damped by means of a controllable damper 6.
• the control device 26 is operatively connected to a sensor device 36 here.
• the sensor device 36 detects, for example, a characteristic parameter for a driving maneuver and preferably an angle of rotation for each balance beam 35.
• a rotation angle sensor is provided here for each balance beam 35.
• the parameter detected by the sensor device 36 is then made available to the control device 26. This controls the two dampers 9 as a function of the parameter so that, depending on the deflection of the associated balance beam, an adapted damping force is provided for each individual damper 6.
• the controllable damper shown here can be inserted into the receiving device 16 in exchange with the other damper elements 7 shown here.
• damper elements 7 shown here are selected, for example, on the basis of being equipped with attachments or depending on a load condition of the utility vehicle and taking into account a terrain profile to be driven through and installed in the receiving device 16. In this way, optimal damping of rolling movements and thus particularly high roll stability are achieved under a wide variety of operating conditions.

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• Vehicle Body Suspensions (AREA)

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• 2019
  • 2019-12-05 DE DE102019133138.2A patent/DE102019133138A1/de active Pending
• 2020
  • 2020-12-07 JP JP2022533422A patent/JP7600237B2/ja active Active
  • 2020-12-07 WO PCT/EP2020/084800 patent/WO2021111002A1/de not_active Ceased
  • 2020-12-07 EP EP20825149.6A patent/EP4069531B1/de active Active
  • 2020-12-07 AU AU2020396288A patent/AU2020396288B2/en active Active

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