EP3554869A1 - Stabilisateur antiroulis réglable pour châssis d'un véhicule automobile - Google Patents

Stabilisateur antiroulis réglable pour châssis d'un véhicule automobile

Info

Publication number
EP3554869A1
EP3554869A1 EP17797947.3A EP17797947A EP3554869A1 EP 3554869 A1 EP3554869 A1 EP 3554869A1 EP 17797947 A EP17797947 A EP 17797947A EP 3554869 A1 EP3554869 A1 EP 3554869A1
Authority
EP
European Patent Office
Prior art keywords
actuator
stabilizer
adjustable roll
roll stabilizer
component
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17797947.3A
Other languages
German (de)
English (en)
Inventor
Rene Schwarze
Ulrich Mair
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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 EP3554869A1 publication Critical patent/EP3554869A1/fr
Withdrawn legal-status Critical Current

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
    • 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
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/122—Mounting of torsion springs
    • B60G2204/1222—Middle mounts of stabiliser on vehicle body or chassis
    • 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
    • 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
    • B60G2206/80—Manufacturing procedures
    • B60G2206/82—Joining

Definitions

  • Adjustable roll stabilizer for a chassis of a motor vehicle
  • the invention relates to an adjustable roll stabilizer for a chassis of a motor vehicle with an actuator arranged between two sections of a stabilizer, which serves to generate a torsional moment acting between the sections and is connected to at least one of the sections of the stabilizer via an intermediate damping element.
  • the wheels or suspensions of the respective axle are connected to one another via stabilizers and to the vehicle body in order to reduce the tendency of the vehicle body to tilt, in particular when cornering, as a result of lateral accelerations.
  • a torsion spring stabilizer which is connected at its ends with the wheels or suspensions
  • a copying movement exerts on the opposite wheel or the suspension. This results in a reduced lateral tilt.
  • the copy function of the roll stabilizer in a rolling motion of the vehicle affects.
  • the actuator By an actuator which is arranged between two sections of a divided stabilizer and these can rotate to each other, specific stabilization moments can be generated, which leads to an active change of rolling motion and thus an optimization of the self-steering and load cycling behavior of the chassis.
  • the actuator often consists of an electronically controlled swivel motor, which is usually designed as a hydraulic motor or as connected to a transmission gear electric motor.
  • the adjustment achieved at the sections of the stabilizer is continuously to the respective Adapted driving situation, so that a lateral inclination of the vehicle body can be reduced or a rolling motion can be reduced.
  • An adjustable roll stabilizer of the type specified in the preamble of claim 1 is known from DE 10 2014 208 803 A1.
  • a damping unit is arranged between an output shaft of a transmission of an actuator and a portion of the stabilizer.
  • the output shaft is connected to an outer star, which transmits the torsional moment generated by the actuator to a arranged at the corresponding end of the section inner star.
  • the damping material of the stars is to be subjected to shear and yield elastically until the flanks of the two stars abut each other.
  • the damping material can also be arranged between the tooth flanks of the inner and outer star.
  • the damping unit is arranged inside the actuator housing of the actuator. Suggestions in the form of vibrations due to movements of the wheel can thus pass unhindered over a section to the housing and cause disturbing noises.
  • An adjustable roll stabilizer for a chassis of a motor vehicle has an actuator arranged between two sections of a stabilizer, which serves to generate a torsional moment acting between the sections and thus their rotation in one or the other direction.
  • the end connected to the suspension and the chassis or the vehicle construction mounted roll stabilizer is thus divided into two sections, which attacks the actuator between them.
  • the actuator is connected to at least one of the sections of the stabilizer via at least one intermediate damping element, wherein this damping element is arranged outside of the actuator.
  • the at least one damping element is formed with respect to the longitudinal axis of the actuator both for damping rotationally acting as well as axially acting disturbing influences.
  • shocks and in part high-frequency vibration excitations e.g. be forwarded by road bumps directly and undiminished over the wheels or suspension and the sections of the stabilizer to the actuator.
  • These vibration excitations can generate acoustic abnormalities in the actuator and there primarily in a transmission.
  • this also results in positive effects on the life and wear of Aktuatorbaumaschinemaschine.
  • the prerequisite for this is that there is no direct connection between a respective component (housing or output) of the actuator and the subsection of the stabilizer.
  • the degree of damping can be influenced by means of the hardness or the strength of the damping element according to the requirements.
  • a connection between the actuator and the respective section of the stabilizer can be carried out in the region of the at least one damping element outside the actuator housing during assembly of the components on the vehicle or chassis.
  • a connection between section and actuator housing and output, which is usually created exclusively by means of a welded joint, can thus be replaced.
  • the term "actuator” is understood to mean an assembly which comprises at least one motor accommodated in the actuator housing, which is provided for generating a torsional moment
  • the transmission gear is driven by the rotor of the electric motor and preferably consists of one or even several gear stages, in particular in the form of one or more planetary gear stages
  • the drive movement of the engine with comparatively low torque is thus translated in order to provide a high torque at the output of the gearbox output of the actuator which acts on the subsection connected to the driven part m output connected.
  • a gear ratio i of about 200 can be selected.
  • the actuator is preferably arranged approximately centrally of the longitudinal direction of the respective vehicle axle, wherein the longitudinal axis of the actuator preferably runs parallel to the vehicle axle.
  • the damping element comprises at least one elastic element, which is arranged between the respective sections and the actuator.
  • the damping element is not to be understood as a single separate component, but as a region connecting the actuator and the respective sections of the roll stabilizer. It results from the respective end of the section, the at least one elastic element, the respective end of the actuator and a securing element which limits the region of the damping element in its extension.
  • the respective sections of the stabilizer may each be formed as a torsion bar, which are formed approximately parallel to the vehicle axle.
  • the sections are preferably bent in the direction of the wheels or suspension and end with the sections, preferably by means of a link and joints with the wheels or the suspension prevented.
  • the individual section can be made of solid material or as a tubular part.
  • the at least one damping element is provided between at least one component of the actuator, which is in the form of the actuator housing and / or as output, also called output element or output shaft, and the corresponding section of the stabilizer.
  • the at least one component can be connected in the circumferential direction as well as in the axial direction at least partially positively and / or non-positively and / or materially with the corresponding portion.
  • the damping element is designed such that an elastic element between the mutually facing surfaces of the component and the subsection is arranged. There are different embodiments of such a compound of component and part section possible. The surfaces are preferably arranged parallel to one another.
  • the stabilizer may be flat or follow a contour which, viewed in section, e.g. forms a waveform (like a sinusoid, triangle or right-hander or combinations thereof).
  • the component and the subsection of the stabilizer may be complementary to one another, with their mutually facing surfaces, between which the elastic element is provided, having corresponding courses.
  • the elastic element may be formed as an element of an elastomeric material or other elastic material or as one or more energy storage, e.g. in the form of feathers.
  • the elastic element can be vulcanized on one of the surfaces or on both surfaces or fastened in another way or even be inserted between the surfaces.
  • the stop should extend from a first surface of the surfaces between which the elastic element is received, a projecting over this stop element, which ends spaced from a second surface of the surfaces. This stop should then cause that the operation of the actuator by the torsional moment a distance corresponding deformation path is exceeded. In other words, the stop should prevent the intermediate elastic element from being overstressed or even destroyed.
  • the component of the actuator and the subsection of the stabilizer in the region of their connection or in the region of the extent of the damping element together form a polygonal or cylindrical or conical outer contour.
  • the cylindrical outer contour is surrounded by a clamping device, which encloses the component and the partial section in a form-fitting manner and permanently, in particular releasably (for example for maintenance purposes), rotationally connected to one another.
  • the component and / or the subsection of the stabilizer can be made of a solid material or as a tubular component.
  • the clamping means may be provided on its inner circumferential surface with an elastic material, whereby it is achieved that, in particular radial, vibrations and shocks are transmitted via the clamping means from the partial section to the respective component of the actuator.
  • the clamping means may be formed as a sleeve.
  • This sleeve is provided on its inner circumferential surface with the elastic material, such as an elastomeric material.
  • the sleeve itself from an elastic material.
  • the sleeve can be arranged on the one hand via a press fit and on the other hand via a transition fit on the component or the subsection of the stabilizer. Instead of the transition fit, the sleeve can also be shrunk. It is also possible to press the sleeve on the output shaft of the transmission and provide a transition fit between the sleeve and the portion of the stabilizer. On the other hand, the use of press fit and transition fit can also be provided in reverse order.
  • the sleeve may alternatively or additionally on one side, so either positively connected to the respective component or the respective section and / or materially connected, preferably be welded.
  • the clamping element may also be designed as a screw-clamp, which may otherwise serve to support the portion of the stabilizer on an axle body.
  • a clamp is here a one- or multi-part connection possibility, which is attributable to this in the region of the damping element.
  • the clamp is, for example, releasably designed in the manner of a pipe clamp. In this clamp, the overlapping regions can be guided relative to each other, wherein both the component of the actuator and the corresponding section of the stabilizer are rotatably guided within the clamp.
  • an embodiment of the clamping element as a half-shell, such as a hinge, conceivable.
  • the positive connection between the respective component and the corresponding portion is a radially passing through these bolts, which is arranged between each receiving holes in the respective component and the corresponding portion and the bolt. Consequently, mutually aligned receiving bores are provided, for example, in the output shaft of the transmission and in this partially cross section for producing the elastic connection.
  • a bush made of an elastic material may be used, through which in turn a bolt is guided.
  • this type of connection can also be made by a plurality of bolts and bushings, which are offset for example in the axial direction to each other.
  • a damping element may additionally be arranged within the actuator housing, which is preferably arranged between the engine and the transmission and / or the output element.
  • FIG. 1 is a schematic representation of a front view of a provided with an adjustable roll stabilizer chassis of a passenger vehicle
  • FIG. 3 shows a longitudinal section through a first arrangement according to the invention of a damping element between a component transmitting a torsional moment and a partial section of a stabilizer, wherein surfaces formed between these are wave-shaped
  • FIG. 4 shows a longitudinal section through a second arrangement according to the invention of a damping element between a component transmitting a torsional moment and a section of a stabilizer, wherein a positive connection between the respective component and the corresponding section is formed as a bolt penetrating radially therefrom.
  • a vehicle body 1 of a chassis 2 having a motor vehicle is called.
  • the chassis 2 has wheel suspensions 3 and 4, the links 5 and 6 are supported by struts 7 and 8 on the vehicle body 1.
  • an adjustable roll stabilizer 9 engages in each case on the wheel suspensions 3 and 4 with its ends. It is a divided into two sections 10 and 11 stabilizer 12 with an arranged between the sections 10 and 11 actuator 13th
  • this actuator 13 can be between the sections 10 and 11 generate different torsional moments, which can be varied depending on the driving conditions of the passenger vehicle between the vehicle body 1 and the chassis 2 forces and moments occurring.
  • Each of the sections 10 and 11 is rotatably guided via a body bearing 14 and 15 on the vehicle body 1.
  • the actuator 13 is shown in longitudinal section. This has an electric motor 17, a multi-stage planetary gear 18. These components are arranged in the interior of an actuator housing 20. On the output side, an output element 21 of the planetary gear 18 is connected together with an output shaft 22 via a first damping element 23 for damping both rotational and axial vibrations with the section 11. At its side facing away from the section 11 end face, the actuator housing 20 has a projection 24 which is connected via a second damping element 25 to the section 10. Also, this damping element 25 contributes to the damping of both rotational and axial vibrations. It is also possible to provide a damping element 23 or 25 only on the output shaft 22 or on the projection 24.
  • FIG. 3 shows a sectional representation of a first preferred exemplary embodiment of the invention, in which the output shaft 22 forms a wave-shaped surface 26 over a region of its longitudinal extension due to a recess. Between this wave-shaped surface 26 of the output shaft 22 and a complementarily shaped, wave-shaped surface 27 of the section 11, a first elastic element 28 adapted to these contours is arranged, which is present as an elastomeric element. This can be vulcanized to both surfaces 26 and 27 or only to one of these surfaces 26 or 27 or be inserted between the two surfaces 26 and 27.
  • the output shaft 22 and the partial output 11 is surrounded by a second elastic sleeve element 29, preferably in the form of an elastomer element, and a sleeve 30 enclosing this.
  • a second elastic sleeve element 29 preferably in the form of an elastomer element, and a sleeve 30 enclosing this.
  • the two components output shaft 22 and section 11 can be placed inside each other by inserting the elastic member 28. The previously pushed onto the section 11 sleeves 29, 30 are then pushed with the second elastic member 29 via this compound to complete the damping element and permanently connect the aforementioned components rigidly together.
  • This compound can transmit both axial and radial and rotational forces.
  • the sleeve 30 secures the connection.
  • the first elastic element 28 dampens axial and rotational vibrations and shocks between the two form-fitting partners.
  • the second elastic element 29, which is arranged between the sleeve 30 and the components dampens radial movements, which are transmitted primarily by the corresponding section 10 of the stabilizer 12. In this case, it is possible to deliver the actuator 13 as a preassembled subassembly without the subsections 10 and 11 of the stabilizer 12 and to complete the adjustable roll stabilizer 9 only during axle assembly.
  • Fig. 4 shows an embodiment in which the output shaft 22 and the section 11 are each tubular and concentric with each other. Both components together have an aligned through hole 31.
  • a first cylindrical, elastic element 34 is arranged between an inner circumferential surface 32 of the output shaft 22 and an outer circumferential surface 33 of the section 11, a first cylindrical, elastic element 34 is arranged.
  • second elastic element 35 which receives in its interior a bolt 36 which is fixed at its ends via heads 37 and 38 to the output shaft 22.
  • the positive connection produced by the radial through hole 31 and the bolt 36 can transmit both rotational and axial forces. Vibrations which are registered by the section 11 are effectively damped by the damping element 23 formed by means of the two elastic elements 34 and 35.

Landscapes

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

Abstract

L'invention concerne un stabilisateur antiroulis (9) réglable pour un châssis d'un véhicule automobile. Le stabilisateur comprend un actionneur (13) agencé entre deux parties (10, 11) dudit stabilisateur et pourvu d'un boîtier (20) et d'une sortie (21) qui est conçue pour générer un couple de torsion agissant entre les parties. Un élément d'amortissement (23, 25) est agencé à l'extérieur de l'actionneur.
EP17797947.3A 2016-12-15 2017-11-15 Stabilisateur antiroulis réglable pour châssis d'un véhicule automobile Withdrawn EP3554869A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016225179.1A DE102016225179A1 (de) 2016-12-15 2016-12-15 Verstellbarer Wankstabilisator für ein Fahrwerk eines Kraftfahrzeugs
PCT/EP2017/079256 WO2018108417A1 (fr) 2016-12-15 2017-11-15 Stabilisateur antiroulis réglable pour châssis d'un véhicule automobile

Publications (1)

Publication Number Publication Date
EP3554869A1 true EP3554869A1 (fr) 2019-10-23

Family

ID=60327320

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17797947.3A Withdrawn EP3554869A1 (fr) 2016-12-15 2017-11-15 Stabilisateur antiroulis réglable pour châssis d'un véhicule automobile

Country Status (5)

Country Link
US (1) US20200070616A1 (fr)
EP (1) EP3554869A1 (fr)
CN (1) CN110087918A (fr)
DE (1) DE102016225179A1 (fr)
WO (1) WO2018108417A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018104883A1 (de) * 2017-11-16 2019-01-31 Schaeffler Technologies AG & Co. KG Aktiver Wankstabilisator und Verfahren zur Stabilisierung eines Fahrzeugs
DE102018220664A1 (de) 2018-11-30 2020-06-04 Zf Friedrichshafen Ag Kraftfahrzeug und Verfahren zur Ansteuerung einer aktiven Fahrwerkkomponente eines Kraftfahrzeugs
DE102019213280B4 (de) * 2019-09-03 2023-03-30 Zf Friedrichshafen Ag Verfahren zum Betreiben eines verstellbaren Wankstabilisators
DE102019213278B4 (de) * 2019-09-03 2026-03-26 Zf Friedrichshafen Ag Verfahren zum Betreiben eines verstellbaren Wankstabilisators
CN113525011B (zh) * 2020-04-15 2024-04-16 广州汽车集团股份有限公司 汽车悬架变刚度减振装置及汽车
DE102020205698B4 (de) * 2020-05-06 2024-10-10 Zf Friedrichshafen Ag Fahrwerkbauteil und Stabilisatoranordnung für ein Fahrwerk eines Fahrzeugs mit einem solchen Fahrwerkbauteil

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
DE4337771C2 (de) * 1993-11-05 1996-01-25 Fichtel & Sachs Ag Hydraulischer Schwenkmotor
DE102005031414B4 (de) * 2005-07-04 2016-01-21 Bayerische Motoren Werke Aktiengesellschaft Schwenkmotor
DE102007040185A1 (de) * 2007-08-25 2009-02-26 Bayerische Motoren Werke Aktiengesellschaft Radaufhängung für Kraftfahrzeuge
DE102009005899A1 (de) * 2009-01-23 2010-07-29 Audi Ag Anordnung eines Stabilisators an einer Radaufhängung für Kraftfahrzeuge
DE102009006385A1 (de) * 2009-01-28 2010-07-29 Schaeffler Technologies Gmbh & Co. Kg Getriebemotor für einen Wankstabilisator
CN102470721B (zh) * 2010-01-29 2014-06-18 东海橡塑工业株式会社 车辆用稳定器衬套
DE102011116092A1 (de) * 2011-10-18 2013-04-18 Benteler Automobiltechnik Gmbh Stabilisatoranordnung
DE102012216939A1 (de) * 2012-09-21 2014-03-27 Schaeffler Technologies Gmbh & Co. Kg Wankstabilisator
DE102013211021B4 (de) * 2013-05-31 2017-01-26 Ovalo Gmbh Torsionsvorrichtung und Fahrwerkbeeinflussungsvorrichtung mit einer Torsionsvorrichtung
DE102013011570B4 (de) * 2013-07-11 2016-11-17 Audi Ag Aktiver Drehfedersteller für eine Radaufhängung eines Kraftfahrzeugs
DE102014203388A1 (de) * 2014-02-25 2015-08-27 Zf Friedrichshafen Ag Stabilisator zur Wankstabilisierung eines Fahrzeugs und Verfahren zum Betreiben eines solchen Stabilisators
DE102014208803A1 (de) 2014-05-09 2015-11-12 Schaeffler Technologies AG & Co. KG Fahrwerksaktuatorvorrichtung, insbesondere Wankstabilisator, für ein Kraftfahrzeug
DE102014223706A1 (de) * 2014-11-20 2016-05-25 Schaeffler Technologies AG & Co. KG Elastomerkupplung und zugehöriger Wankstabilisator

Also Published As

Publication number Publication date
US20200070616A1 (en) 2020-03-05
WO2018108417A1 (fr) 2018-06-21
DE102016225179A1 (de) 2018-07-05
CN110087918A (zh) 2019-08-02

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