Method for detecting overload of anti-roll stabilizer during operation of motor vehicle
A technology for stabilizers and motor vehicles, applied in the direction of vehicle springs, vehicle components, transportation and packaging, etc., can solve the problems of loss of supporting force, unsafe motor vehicles, and endangering safety.
Active Publication Date: 2017-07-18
SCHAEFFLER TECH AG & CO KG
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Problems solved by technology
[0003] In the event of overloading (e.g. plastic deformation or fracture of components of the anti-roll stabilizer, such as rotary drives, supports and / or stabilizer parts), the anti-roll stabilizer is relatively The supporting force on the vehicle body can suddenly disappear, as a result of which the motor vehicle may be in an unsafe state, for example in a state of strong overshoot
Furthermore, the control of the anti-roll stabilizer may overcompensate for the loss of support force during active anti-roll stabilization, e.g. in the event of a breakage of a stabilizer component, so that the anti-roll stabilizer may turn quickly and uncontrollably
For example, in the event of a break in the mechanical connection of the anti-roll stabilizer to the vehicle body, for example by tearing or damaging the cable harnesses of the anti-roll stabilizer or adjacent devices, such as cables of wheel speed sensors, brake lines or similar safety hazards
Method used
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[0018] The accompanying drawings show figure 1 , with the torque M exerted by the rotary drive of the anti-roll stabilizer for adjusting the torsion angle Φ of a stabilizer component (eg torsion spring, stabilizer arm or the like). The torsion angle characteristic curve 2 shown as a straight line here establishes the relationship between the torque M and the torsion angle Φ for a trouble-free anti-roll stabilizer. As the rotation of the stabilizer arm increases, the torque M exerted by the rotation drive increases here. The twist angle Ф is formed by the inner twist angle Ф 内 and external torsion angle Ф 外 The difference "Ф 内 -Ф 外 "Constituting the effective torsion angle Ф. Here, the inner torsion angle Ф 内 means the angular rotation of the member that rotates the drive, while the external torsion angle Ф 外 means the angle of rotation of the end of the stabilizer arm. Due to aging, wear and manufacturing tolerances, in addition to the torsion angle characteristic curve...
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The invention relates to a method for detecting overloading of an anti-roll stabilizer in operation of a motor vehicle, the anti-roll stabilizer is mounted in a torsionally mounted manner on the vehicle body and has two stabilizer parts which can be moved by means of The rotary drives arranged between them are twisted relative to each other by a twist angle (Ф). In order to detect the damage to the driving safety of the vehicle in time, the ratio of the torsion angle (Ф) to the parameter equivalent to the torque (M) implemented by the rotating drive is known, and when the ratio is outside the predetermined tolerance range Confirm that an overload has occurred.
Description
technical field [0001] The invention relates to a method for detecting overloading of an anti-roll stabilizer in operation of a motor vehicle, the anti-roll stabilizer is mounted in a torsionally mounted manner on the vehicle body and has two stabilizer parts which can be moved by means of The rotary drives arranged between them are twisted relative to each other by an angle of rotation. Background technique [0002] Roll stabilizers (as are known, for example, from publications WO 07 / 054 489 A1, WO 12 / 041 556 A2 and EP 2543 528 A2) are used in motor vehicles for roll stabilization. In this case, for example, the stabilizer parts corresponding to the torsion springs are twisted relative to one another by a rotational drive by a rotational angle, wherein the stabilizer parts are rotatably suspended on the vehicle body. By rotating the stabilizer parts relative to each other, the axle of the motor vehicle is stabilized in the desired plane by twisting the stabilizer parts via...
Claims
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IPC IPC(8): B60G17/019B60G17/016B60G21/055
CPCB60G17/016B60G17/019B60G21/0555B60G2202/135B60G2202/413B60G2202/42B60G2400/51B60G2400/98B60G2600/08B60G17/0162B60G2400/60
Inventor 马尔科·迪帕塞马丁·黑克尔克里斯蒂安·哈克纳
Owner SCHAEFFLER TECH AG & CO KG