WO2022096469A1 - Stabilisatoranordnung mit aktuator für ein zweispuriges fahrzeug - Google Patents
Stabilisatoranordnung mit aktuator für ein zweispuriges fahrzeug Download PDFInfo
- Publication number
- WO2022096469A1 WO2022096469A1 PCT/EP2021/080416 EP2021080416W WO2022096469A1 WO 2022096469 A1 WO2022096469 A1 WO 2022096469A1 EP 2021080416 W EP2021080416 W EP 2021080416W WO 2022096469 A1 WO2022096469 A1 WO 2022096469A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- actuator
- stabilizer
- section
- arrangement according
- outer part
- Prior art date
Links
- 239000003381 stabilizer Substances 0.000 title claims abstract description 120
- 238000013016 damping Methods 0.000 claims description 24
- 230000005284 excitation Effects 0.000 claims description 8
- 230000004323 axial length Effects 0.000 claims description 7
- 230000010355 oscillation Effects 0.000 claims description 6
- 230000009977 dual effect Effects 0.000 claims 1
- 239000012530 fluid Substances 0.000 description 6
- 238000007789 sealing Methods 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 238000004026 adhesive bonding Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000010348 incorporation Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
- B60G11/48—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs
- B60G11/64—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs having both torsion-bar springs and fluid springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/30—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs having pressure fluid accumulator therefor, e.g. accumulator arranged in vehicle frame
-
- 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
- B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
-
- 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
- B60G21/0558—Mounting means therefor adjustable including means varying the stiffness of the stabiliser
-
- 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
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/154—Fluid spring with an accumulator
-
- 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
- B60G2202/44—Axial actuator, e.g. telescopic
- B60G2202/441—Axial actuator, e.g. telescopic where axial movement is translated to rotation of the connected end part
-
- 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
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/22—Spring constant
Definitions
- the invention relates to a stabilizer arrangement with an actuator for a two-track vehicle.
- a stabilizer arrangement serves to counteract rolling of the vehicle and thus to contribute to improving the driving dynamics or the road holding of the vehicle.
- the ends of a stabilizer are each connected to a wheel suspension of a vehicle axle.
- the stabilizer bar is attached to the vehicle body between the two ends.
- Passive, semi-active and active anti-roll bar assemblies are known.
- a roll control actuator for a torsion bar comprising a cylindrical housing connectable to a first part of the torsion bar and a rod rotatable in the housing and connectable to a second part of the torsion bar.
- a cylindrical sleeve is disposed within and non-rotatably connected to the housing and has circumferential recesses in an inner surface.
- the rod has external threads on its outer surface. Balls engage on the inside in the external thread of the rod and on the outside in the recesses of the sleeve.
- Control means in the form of two fluid chambers cooperate with the housing and the rod, the fluid chambers being located on opposite sides of a rib of the sleeve.
- the two fluid chambers are connected to a pump which can apply hydraulic fluid to the chambers.
- a stabilizer arrangement for a two-lane vehicle is known from WO 2020/225029 A1, which includes an actuator with two working chambers.
- the actuator includes a gear unit which is designed such that a rotational movement of the Stabilizer halves can be converted into a translational movement of an intermediate element arranged between the working chambers.
- a semi-active stabilizer arrangement for a motor vehicle is known from DE 10 2009 029 802 A1.
- the stabilizer bar assembly includes a split stabilizer bar having a first stabilizer section coupled to a second stabilizer section via a hydraulic actuator.
- the first stabilizer section is torsionally connected to a housing of the actuator, and the second stabilizer section is torsionally connected to a shaft protruding into the housing.
- a displaceable piston is arranged in the housing, from which two hydraulically connected chambers can be pressurized.
- the chambers are directly interconnected with the incorporation of a control element.
- DE 10 2008 030 361 A1 discloses a roll stabilizer system with a two-part torsion shaft and a torsion motor for adjustment.
- a first shaft part is non-rotatably connected to a sleeve-shaped housing into which the second shaft part extends.
- a piston is accommodated in the housing, the inner lateral surface of which has a helical contour, so that it can move axially and is guided in a rotationally fixed manner on the second shaft part.
- the piston has an eccentric through hole through which the second shaft portion extends.
- DE 20 2015 101 123 111 discloses a semi-active stabilizer arrangement for a chassis of a vehicle.
- the stabilizer arrangement comprises two stabilizer parts which are separate from one another and can be rotated in opposite directions.
- An actuator is provided between the two stabilizer parts, which connects their free end regions to one another.
- the actuator includes electromagnetically interacting coil elements.
- a stabilizer arrangement is known from DE 10 2017 1 18 044 A1, with a first stabilizer rod, a second stabilizer rod and a rotation damper arranged between them.
- the rotary damper can implement two operating modes depending on the driving condition of the vehicle.
- the present invention is based on the object of proposing a stabilizer arrangement with an actuator which is of simple design and requires little installation space.
- a stabilizer arrangement for a dual-track vehicle comprising: a first stabilizer section; a second stabilizer section; a spring element disposed between the first stabilizer section and the second stabilizer section; a hydraulic actuator having an actuator outer non-rotatably connected to one of the first and second stabilizer sections, and an actuator inner part non-rotatably connected to the other of the first and second stabilizer sections, and an intermediate member connected via external engagement means to the actuator outer part and is connected to the actuator inner part via inner engagement means, one of the outer and inner engagement means having a pitch component in the axial direction and the other of the outer and inner engagement means running parallel to the longitudinal axis, so that a relative rotational movement between the actuator outer part and the actuator inner part is converted into axial movement of the intermediate member, the intermediate member pressurizing a first hydraulic chamber when moving in a first direction and a second hydraulic chamber when moving in the opposite second direction chamber pressurized; wherein the first hydraulic chamber and a second hydraulic chamber are hydraulically connected to one another with the inter
- An advantage of the stabilizer arrangement is that it has a short axial overall length due to the outer engagement means on the actuator outer part and the inner engagement means on the actuator inner part.
- the outer and inner engagement means can in particular be arranged at least partially overlapping one another axially. This allows a simpler axis integration depending on the available space.
- the hydraulic actuator on the one hand and the spring element on the other are arranged functionally in parallel between the first and second stabilizer sections.
- the stabilizer bar assembly with at least two different Spring characteristics operable.
- the two stabilizer sections which can also be referred to as stabilizer halves, are coupled by means of the spring element such that they can rotate relative to one another, as a result of which the stabilizer can be operated with a first spring characteristic.
- the two stabilizer sections can be hydraulically coupled or coupled by means of the hydraulic actuator such that they can rotate relative to one another, as a result of which the stabilizer can be operated with a second spring characteristic.
- a first hydraulic connection for the first hydraulic chamber and a second hydraulic connection for the second hydraulic chamber are both connected to the actuator outer part.
- both connections and also the hydraulic lines connected to them rotate together with the outer part of the actuator.
- the hydraulic lines between the first and the second connection and the control unit can be designed as rigid lines which are robust and have a long service life.
- the control element can be arranged at least partially with an axial overlap with the actuator.
- a housing of the control element can be firmly connected to the outer part of the actuator, for example by means of materially bonded connection means such as gluing or welding, or form-fitting connection means such as screws.
- the control element can be arranged at least partially axially offset from the actuator.
- the control housing can be fixedly connected at least indirectly to the outer part of the actuator, for example on the stabilizer section that is non-rotatably connected to the outer part of the actuator.
- the actuator outer part is designed as a housing part and the actuator inner part as a hollow shaft.
- One of the parts actuator outer part and actuator inner part is non-rotatably connected to the first stabilizer section, while the other of the parts mentioned is non-rotatably connected to the second stabilizer section.
- the spring element arranged between the stabilizer sections is designed in particular in the form of a torsion spring.
- the torsion spring preferably extends axially through the actuator inner part designed as a hollow shaft. A first end portion of the spring element is non-rotatably connected to the first stabilizer section, and a second end portion of the spring element is non-rotatably connected to the second stabilizer section.
- the intermediate element sits in the manner of a piston between the actuator outer part and the actuator inner part in an axially movable manner, and in this respect can also be referred to as a piston element.
- the intermediate or piston element forms a rotation-translation converter together with the outer engagement means on the actuator outer part and the inner engagement means on the actuator inner part.
- a relative rotational movement between the actuator outer part and the actuator inner part is converted into a translational movement of the piston element, so that pressure is applied to the respective hydraulic chamber depending on the direction of rotation.
- the assignment of the means of engagement with or without an axial gradient component to the actuator outer part or actuator inner part can in principle be freely selected.
- the engagement means with an axial pitch component are assigned to the actuator outer part, and the engagement means without an axial pitch component are correspondingly assigned to the actuator inner part.
- the engagement means can be designed with an axial pitch component in the form of helical gearing, with outer helical gearing being formed on the intermediate element, which engages in a correspondingly opposite inner helical gearing on the actuator outer part in a screw-like, rotatable manner.
- the engagement means without an axial pitch component can be designed in the form of a longitudinal toothing, with an inner hollow shaft toothing being formed on the intermediate element, which engages in a rotationally fixed and axially movable manner in an opposite shaft toothing of the actuator inner part.
- the axial extent of the engagement means running parallel to the longitudinal axis can in particular be shorter than an axial length of the intermediate element, in particular shorter than 0.5 times the axial length of the intermediate element. This allows the intermediate element to move axially relative to the inner part of the actuator.
- the intermediate element of the actuator has a first end section, which is assigned to the first hydraulic chamber, and a second end section, which is assigned to the second hydraulic chamber. The two hydraulic chambers are hydraulically sealed against each other.
- one of the two end sections can be sealed against the actuator outer part by means of an outer seal and seal-free against the actuator inner part, while the other of the two end sections is sealed against the actuator inner part by means of an inner seal and is seal-free against the actuator outer part.
- This design means that only two seals are required to seal the piston element from the two hydraulic chambers or the two hydraulic chambers from one another, which has a favorable effect on the manufacturing and assembly costs.
- the control element can be designed according to the requirements of the stabilizer arrangement, the first and second hydraulic chambers preferably being hydraulically connected to one another in at least one state of the control element.
- the damping of the stabilizer arrangement can be adjusted as required depending on the speed of the forces or moments introduced, which in turn depend on the frequency of movement of the vehicle.
- the hydraulic actuator is preferably designed such that a low damping force is achieved at higher frequencies of, for example, greater than 2 Hz, in particular greater than 5 Hz, and a greater damping force at lower frequencies of, for example, less than 5 Hz, in particular less than 2 Hz is produced.
- a semi-active or adaptive design is possible, in which the damping behavior is adapted automatically, ie purely physically or hydraulically, without external hydraulic or electrical (pneumatic, magnetic, etc.) activation.
- an active version with a separate external controller is possible.
- the control element can comprise a frequency-selective valve which has a variable damping force depending on an oscillation frequency and/or the oscillation amplitude of the stabilizer arrangement.
- the frequency-selective valve can be designed such that it higher excitation frequencies and/or vibration amplitudes has a lower damping force than at low excitation frequencies and/or vibration amplitudes. This can be accomplished by appropriately selecting the bore sizes in the valve to direct the desired volumetric flow of hydraulic fluid.
- small drain bores or orifices in the valve can allow hydraulic fluid to pass through when the excitation is slow, while a hydraulic flow is prevented or dampened when the excitation is rapid.
- the control element can include a frequency-selective valve and at least one controllable switching valve.
- the frequency-selective valve can be configured as in the first option.
- the at least one switching valve is arranged in the hydraulic connection between the two hydraulic chambers. In the closed position, the hydraulic connection between the chambers is interrupted, so that the piston element of the actuator is prevented from moving axially. In this switching position, the actuator outer part and the actuator inner part are locked together in a torsionally rigid manner. A comparatively hard spring characteristic results.
- the two chambers communicate with one another hydraulically, so that the actuator piston element can move axially when the two stabilizer sections rotate relative to one another. In this switching position, the damping takes place by means of the frequency-selective valve in a variable manner depending on the oscillation frequency of the stabilizer arrangement.
- the control element can include a controllable switching valve, as in the second option, but without a frequency-selective valve.
- the two chambers In the closed position of the switching valve, the two chambers are hydraulically separated from one another, so that the outer part of the actuator and the inner part of the actuator are locked together in a torsionally rigid manner. A comparatively hard spring characteristic results.
- the two chambers In the open position of the switching valve, the two chambers communicate with one another hydraulically, so that the actuator piston element can move axially when the two stabilizer sections rotate relative to one another. This results in a comparatively soft spring characteristic via the spring element connected to the stabilizer sections.
- FIG. 1 shows a stabilizer arrangement according to the invention in a first embodiment
- FIG. 2 shows the actuator of the stabilizer arrangement from FIG. 1 as a detail in longitudinal section
- FIG. 3 shows the stabilizer arrangement from FIG. 1 schematically
- FIG. 4 schematically shows a stabilizer arrangement according to the invention in a second embodiment
- FIG. 5 schematically shows a stabilizer arrangement according to the invention in a third embodiment
- FIG. 6 shows a stabilizer arrangement according to the invention in a further embodiment with a modified connection of the control unit
- FIG. 7 shows a stabilizer arrangement according to the invention in a further embodiment with a modified arrangement of the control unit
- FIG. 8 shows an actuator arrangement in a modified embodiment for a stabilizer arrangement according to the invention
- FIG. 9 shows an actuator arrangement in a modified embodiment for a stabilizer arrangement according to the invention.
- FIGS 1 to 3 which are described together below, show a stabilizer arrangement 2 according to the invention in a first embodiment.
- the stabilizer arrangement 2 comprises a first stabilizer section 3 and a second stabilizer section 4, which are coupled to one another such that they can rotate in opposite directions by means of a spring element 5, the stabilizer being operable with a first spring characteristic.
- the stabilizer arrangement 2 also includes a hydraulic actuator 6, via which the two stabilizer sections 3, 4 can be hydraulically coupled to one another in a functionally parallel arrangement to the spring element 5, the stabilizer being operable with a second spring characteristic.
- the actuator 6 includes an actuator outer part 7, which is rotatably connected to the first stabilizer section 3, an actuator inner part 8, which is connected to the second Stabilizer section 4 is rotationally connected, as well as an intermediate element 9 arranged radially between the two actuator parts 7, 8.
- the actuator outer part 7 is presently designed as a housing part, and the actuator inner part 8 as a hollow shaft, without being restricted to this.
- the inner part 8 of the actuator is rotatably mounted about the longitudinal axis A in the outer part 7 of the actuator, in particular by means of suitable bearing means 10, 11, and is sealed off from the latter by means of suitable sealing elements 12, 13.
- the actuator outer part 7 includes a connection section 14 which is firmly connected to the first stabilizer section 3 .
- the actuator inner part 8 designed as a hollow shaft has a connection section 15 to which the second stabilizer section 4 is firmly connected.
- the spring element 5 is designed in particular as a torsion bar spring, with a first spring end 16 being non-rotatably connected to the connection section 14 of the actuator outer part 7 via a plug connection and a second spring end 17 being non-rotatably connected to the connection section 15 of the actuator inner part 8 via a plug connection.
- a second spring rate results from the actuator 6. Its intermediate element 9 sits in the manner of a piston between the actuator outer part 7 and the actuator inner part 8 in an axially movable manner.
- the intermediate element 9 is part of a rotation-translation converter which is designed in such a way that a twisting movement of the two actuator parts 7, 8 relative to one another is converted or can be converted into an axial movement of the intermediate element 9.
- outer engagement means 18 are provided, with which the intermediate element 9 is in particular positively engaged with the actuator outer part 7, and inner engagement means 19, with which the intermediate element 9 is particularly positively engaged with the actuator inner part 8.
- the outer engagement means 18 have a pitch component in the axial direction, whereas the inner engagement means 19 are axially pitch-free relative to the longitudinal axis A or run parallel to it. It goes without saying that a reverse assignment of the engagement means with and without a gradient component to the outer and inner actuator part is also possible.
- the engagement means 18 with an axial pitch component are designed in particular in the form of a helical arrangement, in which an outer helical toothing 29 of the intermediate element 9 engages in an opposite inner helical toothing 30 of the actuator outer part 7 in such a way that the intermediate element and the actuator outer part can be rotated in relation to one another in a screw-like manner.
- the engagement means 19 without an axial pitch component are designed in particular in the form of a longitudinal toothing, with an inner hollow shaft toothing 31 of the intermediate element 9 engaging in an opposite shaft toothing 32 of the actuator inner part 8 in a rotationally fixed and axially movable manner.
- the effective axial length of the axis-parallel engagement means 19 is shorter than the axial length of the intermediate element 9, in particular shorter than 0.5 times the axial length of the intermediate element.
- a first hydraulic chamber 20 When the intermediate element 9 is moved in a first axial direction R1, a first hydraulic chamber 20 is pressurized.
- a second hydraulic chamber 21 located on the opposite side of the piston member is pressurized.
- the two hydraulic chambers 20, 21 are hydraulically sealed from one another by the piston element and are hydraulically connected to one another with the interposition of a control element 22. This includes the possibility that the two hydraulic chambers 20, 21 can be hydraulically connected to one another via the control element 22, ie the hydraulic chambers are connected to one another in at least one state of the control element 22.
- an inner seal 24 is provided on a first end section 23 of the intermediate element 9, which seals off the first hydraulic chamber 20 from the actuator inner part 8, the first end section 23 from the actuator outer part 7 being free of seals.
- An outer seal 26 is provided on the second end section 25 of the intermediate element 9 , which seals off the second hydraulic chamber 21 from the actuator outer part 7 , the second end section 25 from the actuator inner part 8 being free of seals. Only two seals 24, 26 are therefore required to seal off the intermediate element 9 from the two hydraulic chambers 20, 21.
- the end sections 23, 25 can be designed as seal supports which are firmly connected to the intermediate element 9, for example by means of welding.
- a first hydraulic connection 27 to the first hydraulic chamber 20 and a second hydraulic connection 28 to the second hydraulic chamber 21 are provided on the actuator outer part 7 .
- the connections 27, 28 are hydraulically connected to the control element 22 via hydraulic lines 38, 39, which can be designed as rigid or flexible lines.
- the control element 22 can be designed according to the requirements of the stabilizer arrangement 2. By designing the control element 22 appropriately, the damping of the stabilizer arrangement 2 can be adjusted as required depending on the speed of the forces or moments introduced, which in turn depend on the frequency of movement of the vehicle.
- the hydraulic actuator 6 is preferably designed such that a low damping force is achieved at higher frequencies of, for example, greater than 2 Hz, in particular greater than 5 Hz, and a greater damping force is achieved at lower frequencies of, for example, less than 5 Hz, in particular less than 2 Hz damping force is generated.
- FIG. 1 Various functional exemplary embodiments of the actuator 6 or control element 22 are explained below with reference to FIGS. It goes without saying that the stabilizer arrangement shown in FIG. 1 can be provided with any of the actuators or control elements described below.
- the actuator 6 with the control element 22 is designed as a semi-active system.
- the control element 22 comprises a damping unit 33, which is hydraulically connected to the first and second hydraulic chambers 20, 21, and a pressure accumulator 34.
- the damping unit 33 is designed in the form of a frequency-selective valve that generates a variable damping force as a function of an oscillation frequency and / or Vibration amplitude of the stabilizer assembly 2 allows.
- the frequency-selective valve is designed in particular in such a way that it has a lower damping force at higher excitation frequencies or vibration amplitudes than at low excitation frequencies or vibration amplitudes.
- FIG. 4 shows a second exemplary embodiment of the actuator 6 or of the control unit 22, which is designed as an active system. This embodiment largely corresponds to the embodiment according to FIG. 3, to the description of which reference is made for abbreviation. The same details are provided with the same reference symbols.
- two externally controllable switching valves 35, 36 are provided according to FIG. 4, which are arranged between the hydraulic chambers 20, 21 and the connections of the frequency-selective valve. In the closed position of the switching valves 35, 36, which is shown in FIG.
- the hydraulic connection between the chambers 20, 21 is interrupted, so that the piston element 9 of the actuator 6 is prevented from moving axially.
- the actuator outer part 7 and the actuator inner part 8 are locked together in a torsionally rigid manner.
- the result is a comparatively hard spring characteristic, bypassing the spring element 5.
- the switching valves 35, 36 are in the open position, the two chambers 20, 21 communicate hydraulically with one another, so that the piston element 9 can move axially when the two stabilizer sections 3, 4 rotate relative to one another.
- the damping takes place by means of the frequency-selective valve 33 in a variable manner depending on the oscillation frequency of the stabilizer arrangement.
- the frequency-selective valve 33 can be designed as in the embodiment according to FIG.
- FIG. 5 shows a third exemplary embodiment for the actuator 6 or the control unit 22, which is designed as an active system.
- This exemplary embodiment is characterized in that only one controllable switching valve 35 is provided, but no frequency-selective valve.
- the switching function is as described in FIG. In the closed position of the switching valve 35, the two chambers 20, 21 are hydraulically separated from one another. When the switching valve 35 is in the open position, the two chambers 20, 21 communicate with one another hydraulically, so that the two stabilizer sections 3, 4 can rotate relative to one another and the piston element 9 can move axially accordingly.
- the design of the actuator 6 according to the invention results in structural flexibility with regard to the design and arrangement of the control element 22.
- Various structural exemplary embodiments for the arrangement of the control element 22 are explained below with reference to FIGS.
- the control element 22 is arranged so that it overlaps the actuator 6 in the axial direction.
- the housing 37 of the control element 22 is firmly connected to the actuator outer part 7, for example by gluing, welding or a screw connection.
- the connecting lines 38, 39 or connections 27, 28 open into axial end sections of the actuator 6.
- control element is arranged offset axially with respect to the actuator 6 .
- the control housing 37 is firmly connected to a stabilizer section 3 or sits on it.
- the lines 38, 39 are preferably designed in such a way that they have little rotational mobility in order to compensate for relative twisting between the stabilizer sections 3, 4.
- the exemplary embodiment shown in FIG. 8 is characterized in that the pressure accumulator 34 of the control element 22 is designed as a separate element and is connected to the damping element 33. Furthermore, the control element 22 and the pressure accumulator 34 are arranged with an axial overlap with the actuator 6 .
- the housing 37 of the control element 22 is firmly connected to the actuator housing 7 .
- the connecting lines 38, 39 or connections 27, 28 connect to a casing section of the actuator housing.
- control element 22 includes the damping unit 33 and the pressure accumulator 34 as a structural unit.
- the control element 22 is longer than the actuator 6 and protrudes beyond it on one side in the axial direction.
- the connecting lines 38, 39 or connections 27, 28 connect to a casing section of the actuator housing.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2023526147A JP2023548135A (ja) | 2020-11-04 | 2021-11-02 | アクチュエータを備えた、左右に車輪のある車両用のスタビライザ装置 |
US18/251,442 US20230415534A1 (en) | 2020-11-04 | 2021-11-02 | Stabilizer assembly with actuator for a two-track vehicle |
EP21805484.9A EP4240601A1 (de) | 2020-11-04 | 2021-11-02 | Stabilisatoranordnung mit aktuator für ein zweispuriges fahrzeug |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020129069.1 | 2020-11-04 | ||
DE102020129069.1A DE102020129069A1 (de) | 2020-11-04 | 2020-11-04 | Stabilisatoranordnung mit Aktuator für ein zweispuriges Fahrzeug |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2022096469A1 true WO2022096469A1 (de) | 2022-05-12 |
WO2022096469A9 WO2022096469A9 (de) | 2022-06-23 |
Family
ID=78536217
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2021/080416 WO2022096469A1 (de) | 2020-11-04 | 2021-11-02 | Stabilisatoranordnung mit aktuator für ein zweispuriges fahrzeug |
Country Status (5)
Country | Link |
---|---|
US (1) | US20230415534A1 (de) |
EP (1) | EP4240601A1 (de) |
JP (1) | JP2023548135A (de) |
DE (1) | DE102020129069A1 (de) |
WO (1) | WO2022096469A1 (de) |
Citations (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0428439B1 (de) * | 1989-11-13 | 1992-04-29 | Automobiles Peugeot | Antirollvorrichtung für ein Kraftfahrzeug |
GB2318771A (en) | 1996-11-02 | 1998-05-06 | Delphi France Automotive Sys | Roll control actuator |
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DE102007028852A1 (de) | 2007-06-22 | 2008-12-24 | Bayerische Motoren Werke Aktiengesellschaft | Radaufhängung für ein Kraftfahrzeug |
DE102014018732A1 (de) | 2014-12-16 | 2015-06-18 | Daimler Ag | Stabilisator für ein Fahrwerk eines Fahrzeugs, insbesondere eines Kraftwagens |
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2020
- 2020-11-04 DE DE102020129069.1A patent/DE102020129069A1/de active Pending
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- 2021-11-02 WO PCT/EP2021/080416 patent/WO2022096469A1/de active Application Filing
- 2021-11-02 EP EP21805484.9A patent/EP4240601A1/de active Pending
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EP0428439B1 (de) * | 1989-11-13 | 1992-04-29 | Automobiles Peugeot | Antirollvorrichtung für ein Kraftfahrzeug |
GB2318771A (en) | 1996-11-02 | 1998-05-06 | Delphi France Automotive Sys | Roll control actuator |
JP2004122944A (ja) * | 2002-10-02 | 2004-04-22 | Toyota Motor Corp | 車両用スタビライザ装置 |
US7287759B2 (en) * | 2003-09-30 | 2007-10-30 | Kabushiki Kaisha Hitachi Seisakusho | Stabilizer device |
DE102005043176A1 (de) * | 2005-09-09 | 2007-03-15 | Zf Friedrichshafen Ag | Fahrzeug |
JP2007176231A (ja) * | 2005-12-27 | 2007-07-12 | Honda Motor Co Ltd | 可変スタビライザー装置 |
DE102006057891B4 (de) * | 2006-12-08 | 2015-06-11 | Bayerische Motoren Werke Aktiengesellschaft | Wankstabilisierungs- und Wankdämpfungs-Anordnung für ein zweispuriges Fahrzeug |
DE102008030361A1 (de) | 2008-06-26 | 2009-12-31 | Kinshofer Gmbh | Wankstabilisatorsystem sowie Torsionsmotor zur Verstellung eines aktiven Wankstabilisators |
DE102009029802A1 (de) | 2009-06-18 | 2010-12-30 | Benteler Automobiltechnik Gmbh | Stabilisatoranordnung |
DE202015101123U1 (de) | 2015-03-05 | 2015-03-13 | Ford Global Technologies, Llc | Semi aktive Stabilisatoranordnung für ein Fahrwerk eines Fahrzeugs |
DE102017118044A1 (de) | 2016-08-10 | 2018-02-15 | Ford Global Technologies, Llc | Anti-roll-systeme und zugehörige verfahren |
DE102017215526B3 (de) * | 2017-09-05 | 2019-03-07 | Bayerische Motoren Werke Aktiengesellschaft | Schaltbare Stabilisatoranordnung eines Fahrzeuges |
DE102019111488A1 (de) * | 2019-05-03 | 2020-11-05 | Muhr Und Bender Kg | Stabilisatoranordnung eines zweispurigen Fahrzeuges |
WO2020225029A1 (de) | 2019-05-03 | 2020-11-12 | Bayerische Motorenwerke Aktiengesellschaft | Stabilisatoranordnung eines zweispurigen fahrzeuges |
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WO2022096469A9 (de) | 2022-06-23 |
EP4240601A1 (de) | 2023-09-13 |
US20230415534A1 (en) | 2023-12-28 |
JP2023548135A (ja) | 2023-11-15 |
DE102020129069A1 (de) | 2022-05-05 |
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