Stabilizer for a motor vehicle

Abstract

Stabilizer (10) of a motor vehicle, which can be arranged between two wheels of a motor vehicle axle, comprising a torsion bar (12) which is connected at its two end sections via a stabilizer coupling (14) to a component of a wheel suspension (18), wherein the stabilizer coupling (14) has connection points (19) at its two end regions for connection to the torsion bar (12) and to the component of the wheel suspension (18) respectively, and wherein at least one connection is made via an elastic element (20), and wherein the stabilizer coupling (14) is designed as a profile twisted along its extension direction, characterized in that the stabilizer coupling (14) is designed as a flat profile with a cross-section so thin that the cross-sectional width corresponds to a multiple of the cross-sectional thickness.

Description

[0001] The invention relates to a stabilizer for a motor vehicle, in particular for compensating rolling movements, according to the type specified in the preamble of patent claim 1.

[0002] A stabilizer bar is used in motor vehicles to improve roadholding when cornering. The mechanism of the stabilizer bar is well known and is explained, for example, in EP 2 524 827 A1.

[0003] The anti-roll bar connects the opposing wheels of an axle in a motor vehicle. It comprises a torsion bar designed as a torsion spring, which is rotatably mounted on the body. Stabilizer legs are arranged at each end of the torsion bar. These are force-transmitting components arranged at an angle to the torsion bar. The stabilizer legs have fastening elements at their ends that can be connected directly or indirectly, for example via a stabilizer coupling, to a wheel guide element of the wheel suspension, such as a wheel carrier or a wishbone.

[0004] When cornering, the compression of the outside wheel and the extension of the inside wheel cause the stabilizer links to move in opposite directions, twisting the stabilizer bar. The resulting torsional moment in the torsion bar exerts a supporting force via the stabilizer links. The end of a stabilizer link marks the point of application of the supporting force, whereby the supporting force is transferred to the wheel guide element and counteracts unwanted dive of the outside wheel. By tensioning the torsion spring, the stabilizer counteracts body roll in the curve.

[0005] DE 10 2012 005 395 A1, for example, describes a stabilizer bar link that is C-shaped and has a flat profile that, at least in some areas, has a rectangular cross-section. The stabilizer bar link can be made of spring steel and is connected to a wheel guide element via articulated joints and indirectly to the torsion bar via a rigid output lever. This prevents the transmission of disturbing torques via the wheel guide elements. The stabilizer bar link serves to generate an additional spring rate between a chassis actuator and a chassis element.

[0006] DE 10 2012 206 061 A1 describes a stabilizer bar with an angled lever arm element arranged at each of its two end sections, connecting the stabilizer to the wheel suspension. The lever arm element is designed as a rigid sheet metal part and has a fastening means at its end for attachment to the wheel suspension. In particular, the lever arm element is connected on both sides to the torsion bar end and to the wheel suspension via a rubber-metal joint. The lever arm element and the torsion bar can be made of different materials. The torsion bar has a stabilizer bearing arranged in the longitudinal direction of the torsion bar at each end section, which is received in a cup-shaped receptacle. The stabilizer bearing has means for attaching the stabilizer to the vehicle body of the motor vehicle. The bearing receptacle and the lever arm element can be formed as a single piece and subsequently connected to the torsion bar.Alternatively, the lever arm element can be formed separately from the bearing holder attached to the torsion bar, after which the lever arm element can be attached either to the torsion bar or to the bearing holder, in particular by welding or gluing.

[0007] Typically, the connection between the stabilizer bar link and the torsion bar end and a wheel-guiding component is achieved by joints or rubber-metal mounts. These serve both to transmit forces and moments and to compensate for angular deviations caused by wheel deflection between the stabilizer bar link and the stabilizer bar end, or to other wheel suspension components. However, joints and rubber-metal mounts result in additional costs, additional system friction, and increased weight.

[0008] A generic stabilizer for a motor vehicle having all the features of the preamble of patent claim 1 is disclosed in DE 93 19 677 U1.

[0009] The invention is based on the object of developing a stabilizer for a motor vehicle according to the type specified in the preamble of patent claim 1 in such a way that a simplified connection of the stabilizer coupling is possible with high functionality.

[0010] This problem is solved by the characterizing features of patent claim 1 in conjunction with its preamble features.

[0011] The subclaims form advantageous developments of the invention.

[0012] In a known manner, a stabilizer bar of a motor vehicle for compensating for rolling movements comprises a torsion bar that can be arranged between two wheels of a motor vehicle axle. At each of the two end sections of the torsion bar, a stabilizer coupler is arranged at an angle to the torsion bar axis. The stabilizer coupler has connection points at its end regions for the respective connection to the torsion bar and to a component of a wheel suspension. Typically, the respective connection of the stabilizer coupler to the end of the torsion bar and to the component of the wheel suspension is via a joint and / or an elastic element, in particular a rubber-metal bearing, which serves to compensate for the angle and / or travel of the connection.

[0013] According to the invention, the stabilizer bar link is designed between the connection points as a flat profile that is twisted along its extension direction. The twisting of the stabilizer bar link results in elasticity in the two main directions transverse to the extension direction of the stabilizer bar link. Due to the twisted cross-section, the stabilizer bar link has two additional degrees of freedom. The low resistance to bending and deformation in these two directions can, in particular, replace the rotational degree of freedom that is usually offered by a joint or a rubber-metal bearing. It is therefore proposed that at least one elastic element is omitted when connecting the stabilizer bar link to the wheel suspension and / or the torsion bar.In particular, it is proposed to eliminate the wheel carrier-side elastic element and replace it with a twisted cross-section of the stabilizer linkage for the degrees of freedom of rotation about the two main directions transverse to the direction of extension. Advantageously, the stabilizer linkage can be connected at one end via a rigid connection, such as a screw connection. At the other end, the connection can be made via an elastic element, which further isolates external excitations.

[0014] While the stabilizer bar coupler offers high flexibility and low force transmission in both transverse load directions, it is simultaneously stiff and rigid along its longitudinal axis, allowing for good vertical force transmission. This makes the stabilizer highly functional. Furthermore, the elimination of at least one rubber-metal bearing on the stabilizer bar coupler contributes to significant weight, cost, and friction savings.

[0015] The twisted stabilizer bar is designed as a flat profile. This flat design allows for space-saving installation. Furthermore, the flat profile allows for a thin twisted cross-section, which has a positive effect on the elasticity of the stabilizer bar transverse to its longitudinal direction.

[0016] The stabilizer coupling is preferably made of metal or a metal alloy. Metals have a high load-bearing capacity due to their high strength. One characteristic of metals is that they can be deformed and bent without breaking. Furthermore, components formed, for example, from a sheet metal part are particularly cost-effective to manufacture.

[0017] According to an alternative embodiment, the stabilizer coupling is made of a fiber composite material. The advantages of fiber composite materials are their high strength and rigidity with low weight, as well as the freedom in design and high corrosion resistance.

[0018] According to a preferred embodiment, the angular position of the respective connection points at the two end regions of the stabilizer bar link is adjustable relative to each other. By twisting the cross-section of the stabilizer bar link, the connection points can have different angular positions relative to each other. In particular, the angular positions can be individually adjusted to the installation conditions, determined by the relative position of the torsion bar and the wheel suspension components.

[0019] It is also conceivable that the cross-section of the stabilizer coupling is twisted in one or more areas.

[0020] Preferably, the stabilizer bar coupling is connected to the torsion bar via a rubber-metal bearing and to the wheel suspension component via a rigid screw connection. These connections prevent the stabilizer bar coupling from separating from the stabilizer bar and the wheel suspension under the forces acting during operation.

[0021] The stabilizer bar coupler exhibits high rigidity along its extension and can effectively transmit vertical forces. Due to its high flexibility, the stabilizer bar coupler transmits little force in the two load directions perpendicular to the extension due to torsion. The flexibility of the stabilizer bar coupler in both main directions perpendicular to the extension replaces the required degree of freedom typically provided by a joint or a rubber-metal mount. This allows the twisted stabilizer bar coupler to be connected via a screw connection, particularly on the wheel carrier side.

[0022] According to one embodiment, the stabilizer link is connected to the torsion bar via a screw connection and to the wheel suspension component via a rubber-metal bearing. Due to its high rigidity along its direction of extension, the stabilizer link can effectively transmit vertically acting forces. In the two main load directions transverse to the direction of extension, the stabilizer link transmits little force because, due to the twisted design, it has a high degree of flexibility in both directions perpendicular to the direction of extension. Typically, the connection between the torsion bar and the stabilizer link is made by a joint or a rubber-metal bearing, which allows a rotational degree of freedom to the connecting components. Advantageously, the increased flexibility of the stabilizer link in the main directions transverse to the longitudinal direction can replace the required path and / or angular compensation of a rubber-metal bearing.This means that the connection between the stabilizer coupling and the torsion bar of the stabilizer can be designed as a rigid screw connection.

[0023] According to a preferred embodiment, the stabilizer bar coupler is connected to a wheel carrier. When the wheel deflects, the camber, and thus the angle of the wheel carrier, changes by approximately 2 to 4 degrees. The angle change of the wheel carrier is relatively small, which means that the connection of the stabilizer bar coupler to the wheel carrier is subject to only a small angular change. Particularly with a rigid screw connection between the stabilizer bar coupler and the wheel carrier, it is advantageous to keep the angle change in the screw direction relative to the stabilizer bar coupler as small as possible.

[0024] According to an alternative embodiment, the stabilizer bar coupler is connected to a wheel-guiding link. Due to the limited space available in the wheel suspension area, the stabilizer bar coupler can be connected to a link, which has a beneficial effect on the wheel suspension package.

[0025] Further advantages and possible applications of the present invention will become apparent from the following description in conjunction with the embodiments shown in the drawing.

[0026] In the drawing means: Fig. 1 shows a representation of a stabilizer coupling according to the invention; Fig. 2 shows a representation of a stabilizer coupling according to the invention with a rigid connection to a wheel carrier; Fig. 3 shows a representation of a stabilizer coupling according to the invention with a rigid connection to a wheel carrier with control arms; Fig. 4 shows a representation of a stabilizer coupling according to the invention with a rigid connection to a stabilizer end; Fig. 5 is a representation of a stabilizer coupling according to the invention, which is designed to be twisted; Fig. 6 is a representation of a stabilizer coupling according to the invention whose torsion is formed over a short area; Fig. 7 is a representation of a stabilizer coupling according to the invention, which is designed to be twisted several times; and Fig. 8 a representation of a stabilizer coupling according to the invention which is twisted several times and has a higher degree of twist.

[0027] Fig. 1 to Fig. 4 show a schematic representation of a stabilizer for a motor vehicle, designated overall by the reference number 10.

[0028] In Fig. Figure 1 shows an end portion of a stabilizer bar 10 according to the invention for placement between two wheels of a motor vehicle axle. The stabilizer bar 10 comprises a torsion bar 12 and two stabilizer couplers 14, each arranged approximately vertically in the region of an end section 16 of the torsion bar 12 and oriented at an angle to the torsion bar 12. Each stabilizer coupler 14 is formed along its extension direction as a twisted flat profile having a thin cross-section.

[0029] The stabilizer link 14 is a power transmission component. It connects a torsion bar end 16 to a sprung part of the wheel suspension 18, for example, a wheel carrier 26 or a wheel-guiding control arm 28. The stabilizer link 14 is connected to the torsion bar 12 and to the wheel suspension component 18 via connection points 19 at both end areas of the stabilizer link 14.

[0030] The torsion bar 12 and the stabilizer link 14 are connected in this case by means of a rubber-metal bearing 20. The stabilizer link 14 has a through-hole 22 at its end, through which a screw can be inserted to connect the stabilizer link 14 to the wheel suspension 18.

[0031] In this case, a clamp-like fastening element 24 is arranged on the torsion bar 12, which serves to secure the torsion bar 12 to the body of the motor vehicle. The fastening to the body is typically achieved using rubber-metal bearings. The torsion bar 12 is rotatably mounted on the vehicle body.

[0032] Fig. 2 is an illustration of a stabilizer link 14, which in this case is connected to a wheel carrier 26. The torsion bar 12 is oriented approximately parallel to the vehicle transverse direction Y, and the stabilizer link 14 is oriented approximately vertically in its longitudinal direction, being oriented approximately orthogonally to the torsion bar 12 in the vehicle vertical direction Z.

[0033] The stabilizer link 14 is flat and twisted in its longitudinal direction. It exhibits high rigidity in its extension direction. This allows it to effectively fulfill its primary requirement, namely the transmission of force in the vertical Z direction.

[0034] Transverse to its longitudinal direction of extension, the stabilizer link 14 is designed to be soft due to the low area moments of inertia around its longitudinal axis in some sections. As a result, the stabilizer link 14 has low resistance to bending and deformation transverse to the direction of extension. Due to the torsion, it has high flexibility and a low section modulus in the two load directions X and Y, which are transverse to the direction of extension. Since the stabilizer link 14 twists and / or bends under loads in the vehicle's transverse direction Y and the vehicle's longitudinal direction X, it transmits little force in these directions and has high flexibility. Due to its geometric design, the twisted stabilizer link 14 can replace the rotational degree of freedom usually offered by a joint or a rubber-metal bearing with its flexibility in various directions.This allows for the elimination of at least one rubber-metal bearing on the stabilizer link 14. In this case, for example, a conventional rubber-metal bearing on the wheel carrier side has been eliminated. The eliminated elastic element is replaced by the thin, twisted cross-section of the stabilizer link 14, which allows the degrees of freedom of rotation about the two main directions transverse to the direction of extension. This allows the connection between the stabilizer link 14 and the wheel carrier 26 to be established by a rigid screw connection. For this purpose, the stabilizer link 14 in this case has a through-hole 22 in its wheel carrier-side end region, through which a screw can be inserted.

[0035] Alternatively, it is also conceivable that the stabilizer coupling 14 is connected to the wheel suspension 18 via a decoupling rubber-metal bearing and to the torsion bar 12 via a screw connection.

[0036] In Fig. 3 and Fig. 4 shows side views from the right and left of the arrangement of the stabilizer coupling 14 on the wheel carrier 26 together with the control arms 28. In Fig. 3, the connection of the stabilizer coupling 14 to the wheel carrier 26 is made without a wheel carrier-side bearing by means of a rigid screw connection. Fig. 4 represents a connection between the stabilizer coupling 14 and the end of the torsion bar 12, which is made without bearings by means of a rigid screw connection.

[0037] In Fig. 3 and Fig. 4, the stabilizer link 14 is connected to the wheel carrier 26. During wheel compression and rebound, the angular change of a wheel carrier in typical passenger car kinematics is approximately between 2 and 4 degrees, in contrast to the control arms 28, which exhibit a considerably greater angular change during deflection. By connecting the stabilizer link 14 to the wheel carrier 26, the stabilizer link is subjected to significantly lower loads, as it advantageously has to compensate for significantly less flexibility.

[0038] In Fig. 5 to Fig. Figure 8 shows different embodiments of the stabilizer link 14 according to the invention, which is designed as a twisted flat profile. The embodiments each comprise a stabilizer link 14 having connection points 19 at its end regions for connection to the torsion bar 12 and to a component of the wheel suspension 18. The connection points 19 are each formed as an elastic element, or a rubber-metal bearing 20, and a through-bore 22, through which a screw can be inserted, in particular.

[0039] Fig. Figure 5 shows a twisted stabilizer link 14. Due to the twisting of the cross-section, the respective connection points 19 in the end regions of the coupling rod are offset from one another. In this case, the through-hole 22 and the rubber-metal bearing 20 are offset by approximately 90°. The angular position of the connection points 19 relative to one another can vary, as it is adjustable.

[0040] The stabilizer coupling 14 has a high rigidity in its longitudinal direction and can transmit forces particularly well in this direction.

[0041] The torsion of the cross-section of the stabilizer link 14 represents a transition between two regions 30, 32 that extend in different directions transverse to the longitudinal direction and have different area moments of inertia. Due to the torsion, the stabilizer link 14 exhibits flexibility in different directions in these two regions 30, 32. The resulting elasticity in two directions compensates for the missing degrees of freedom of the rigid connection point 22 of the stabilizer link.

[0042] Fig. 6 shows a stabilizer coupling 14, whose connection points 19 are similar to the description in Fig. 5 are offset from each other by approximately 90° due to the torsion of the cross-section. The twisting of the cross-section forms a short transition between the flat areas 30, 32, which extend in different directions transverse to the longitudinal direction. In this case, the torsion of the flat profile is formed near the rubber-metal bearing 20. As a result, the areas 30, 32 have very different areas and, accordingly, very different area moments of inertia.

[0043] In Fig. 7 and Fig. 8 shows a stabilizer coupling 14 that is twisted several times. In particular, it is twisted near the respective end regions. In Fig. 7, the twist is designed such that the respective connection points 19 of the end regions are offset by approximately 90° to each other. Fig.Figure 8 clearly shows that the angular position of the connection points 19 relative to each other is adjustable. In this case, the connection points 19 are offset by approximately 180° from each other.

Claims

[1] Stabiliser (10) of a motor vehicle, which can be arranged between two wheels of a motor vehicle axle, comprising a torsion bar (12) which is connected at its two end sections via a stabiliser coupling (14) to a component of a wheel suspension (18), wherein the stabiliser coupling (14) has at its two end regions connection points (19) for the respective connection to the torsion bar (12) and to the component of the wheel suspension (18), and wherein at least one connection is made via an elastic element (20), and wherein the stabiliser coupling (14) is designed as a profile twisted along its direction of extension, characterized by that the stabilizer coupling (14) is designed as a flat profile with a cross-section that is so thin that the cross-sectional width corresponds to a multiple of the cross-sectional thickness. [2] Stabilizer (10) according to claim 1, characterized bythat the stabilizer coupling (14) is made of a metallic material. [3] Stabilizer (10) according to claim 1, characterized by that the stabilizer coupling (14) is made of a fiber composite material. [4] Stabilizer (10) according to one of the preceding claims, characterized by that the angular position of the respective connection points (19) relative to one another is adjustable. [5] Stabilizer (10) according to one of the preceding claims, characterized by that the stabilizer coupling (14) is connected to the torsion bar (12) via one connection point (19) by means of a rubber-metal bearing (20) and to the component of the wheel suspension (18) via the other connection point (19) by means of a rigid screw connection. [6] Stabilizer (10) according to claims 1 to 4, characterized bythat the stabilizer coupling (14) is connected to the torsion bar (12) via one connection point (19) by means of a rigid screw connection and to the component of the wheel suspension (18) via the other connection point (19) by means of a rubber-metal bearing (20). [7] Stabilizer (10) according to one of the preceding claims, characterized by that the component of the wheel suspension (18) is designed as a wheel carrier (26). [8] Stabilizer (10) according to claims 1 to 6, characterized by that the component of the wheel suspension (18) is designed as a wheel-guiding control arm (28).

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