Actuator device for stabilizer of motor vehicle

Abstract

The invention relates to an actuator device (18) for a stabilizer (12) of a motor vehicle, comprising: a first shaft (19) which is rotatably mounted about a first shaft rotation axis (21) and which has a first coupling point (23) via which the first shaft (19) can be coupled to a first torsion bar (13); and a second shaft (20) which is rotatably mounted about a second shaft rotational axis (22) and which has a second coupling point (24) via which the second shaft (20) can be coupled to the second torsion bar (14), the shafts (19, 20) being coupled to one another by means of at least one transmission (25) which has a plurality of wheels (26, 27, 28, 29) and at least two clutches (30, 31), in a first operating state (32), the shaft (26, 27, 28, 29) can be rotated about a shaft axis of rotation (21, 22) in opposite rotational directions (34, 38), and in a second operating state (33), the shaft (26, 27, 28, 29) can be rotated about a shaft axis of rotation (21, 22) in the same rotational direction (34).

Description

Technical Field

[0001] The present invention relates to an actuator device for a vehicle stabilizer as described in the preamble of claim 1. Background Technology

[0002] DE 10 2005 013 769 B4 discloses an actuator for a split stabilizer in an automobile, the actuator comprising a switchable clutch unit having an external rotating component that is torsionally connected to the stabilizer on one side; an internal rotating component that is torsionally connected to another stabilizer component on the other side; and a locking piston that torsionally locks the external and internal rotating components in one position and opens them in another position for a predetermined radial torsional stroke. Summary of the Invention

[0003] The object of the present invention is to provide an actuator device for a stabilizer of an automobile, thereby particularly improving the driving dynamics and / or driving comfort of the automobile in a particularly low-cost manner.

[0004] According to the invention, this task is accomplished by an actuator device for a vehicle stabilizer having the features of claim 1. Advantageous embodiments of the invention are the technical solutions described in the dependent claims and the specification.

[0005] This invention relates to an actuator device for a stabilizer, particularly a split-type stabilizer, used in automobiles (especially automobile running gear). The automobile is, for example, a passenger car or a commercial vehicle.

[0006] For example, stabilizers, especially in their fully manufactured state, have actuator devices. For example, running gears, especially in their fully manufactured state, have actuator devices and, in particular, stabilizers. For example, automobiles, especially in their fully manufactured state, have actuator devices and, in particular, running gears or stabilizers.

[0007] A stabilizer can be understood, in particular, as a spring preferably located in the vehicle's running gear, whereby it can influence, and especially reduce, the roll angle generated during cornering. For example, it can adjust the self-steering characteristics, especially under large lateral accelerations.

[0008] Preferably, the automobile has at least one body, which is constructed, for example, in particular, as a self-supporting vehicle body.

[0009] The actuator device has at least one first shaft that is rotatably supported about a first axis of rotation, particularly on the vehicle body. In other words, the first shaft is rotatable about the first axis of rotation, especially relative to the vehicle body.

[0010] The first axle has at least one first coupling point, via which the first axle can be mechanically coupled, particularly in transmitting torque, to a first torsion bar of the stabilizer, the first torsion bar being distributed or to be distributed to the first wheel of the vehicle. This means that the first axle is coupled or can be coupled, at least indirectly or directly, to the first torsion bar via the first coupling point, the first torsion bar being distributed or to be distributed to the first wheel. In other words, the first axle is connected or can be connected, at least indirectly or directly, to the first torsion bar via the first coupling point.

[0011] For example, the first torsion bar has at least one first connection point, through which the first torsion bar is coupled or may be coupled to a first wheel suspension configured to guide the first wheel, particularly at least indirectly or directly. This means that the first torsion bar is coupled or may be coupled to the first wheel via the first connection point when it is intermediately connected to the first wheel suspension, particularly when it is intermediately connected to at least one wheel guide and / or at least one wheel bracket.

[0012] The first torsion bar is supported, for example, about a first torsion bar rotation axis, particularly rotatably relative to the vehicle body. The first torsion bar rotation axis extends, for example, parallel to the first shaft rotation axis, particularly coaxial with the first shaft rotation axis.

[0013] The actuator device has at least one second shaft, which is constructed separately from the first shaft and is rotatably supported about a second shaft axis, particularly relative to the vehicle body. In other words, the second shaft is rotatable about a second shaft axis, particularly relative to the vehicle body.

[0014] The second axle has at least one second coupling point, particularly spaced from the first coupling point, and the second axle can be mechanically coupled, particularly in a torque-transmitting and / or torsional-resistant manner, to a second torsion bar of the stabilizer, via this second coupling point. This second torsion bar is assigned to or to be assigned to a second wheel of the vehicle spaced apart from the first wheel in the lateral direction of the vehicle. This means that the second axle is coupled or can be coupled, particularly at least indirectly or directly, to the second torsion bar via the second coupling point, which is assigned to or to be assigned to a second wheel spaced apart from the first wheel in the lateral direction of the vehicle. In other words, the second axle is connected or can be connected, particularly in a torque-transmitting and / or torsional-resistant manner, for example, at least indirectly or directly, to the second torsion bar via the second coupling point.

[0015] For example, the second torsion bar has at least one second connection point, through which it is coupled or may be coupled to a wheel suspension configured to guide a second wheel, preferably separately from the first wheel suspension. In other words, the second torsion bar is coupled or may be coupled to the second wheel, at least indirectly or directly, when it is connected to the second wheel suspension via the second connection point, particularly when it is connected to at least one wheel guide and / or wheel bracket of the second wheel suspension.

[0016] For example, the second torsion bar is rotatably supported about its second torsion bar rotation axis, especially relative to the vehicle body. For example, the second torsion bar rotation axis extends parallel to the first torsion bar rotation axis, especially coaxially with the first torsion bar rotation axis. For example, the second torsion bar rotation axis extends parallel to the second rotation axis, especially coaxially with the second shaft rotation axis. For example, the shaft rotation axes extend parallel to each other, especially coaxially with each other.

[0017] Torsional connection is understood as the connection of two components, particularly separately constructed from each other, such that at least relative rotation between the components and, preferably, relative movement between the components in the axial and radial directions is prevented or avoided.

[0018] The rotatable or rotatably supported axis can be understood in particular as the axis being torsional or pivotal, or in other words, torsional or pivotally supported, particularly about its axis of rotation. Similarly, the rotatable or rotatable support of a torsion bar can generally be understood as the torsion bar being torsional or pivotal, or in other words, torsional or pivotally supported, particularly about its axis of rotation.

[0019] To specifically improve the driving dynamics and / or driving comfort of a vehicle in a particularly cost-effective manner, according to the invention, the shafts, namely the first shaft and the second shaft, are coupled or can be coupled to each other, at least indirectly or directly, by at least one transmission device. In other words, the transmission device is arranged in the torque flow extending between the shafts, thereby allowing the torque flow extending between the shafts to pass through the transmission device. This means that the shafts are interconnected or can be interconnected, particularly in transmitting torque, by the transmission device. The coupling of the shafts by the transmission device can be understood, in particular, as mechanical coupling. The transmission device has a plurality of wheels, particularly gears, and at least two, particularly switchable clutches. In a first operating state, the shafts, particularly the torsion bars, can rotate about the axis of rotation in opposite directions of rotation, and in a second operating state, particularly different from the first operating state, the shafts, particularly the torsion bars, can rotate about the axis of rotation in the same direction of rotation, i.e., in the same direction of rotation or in the same direction of rotation. This means that in the first operating state, when the first shaft rotates about its first axis of rotation in a first rotational direction, the second shaft rotates about its second axis of rotation in a second rotational direction opposite to the first rotational direction, and / or in the first operating state, when the first shaft rotates about its first axis of rotation in a second rotational direction, the second shaft rotates about its second axis of rotation in the first rotational direction. In the second operating state, when the first shaft rotates about its first axis of rotation in a first rotational direction, the second shaft rotates about its second axis of rotation in a first rotational direction, and / or in the second operating state, when the first shaft rotates about its first axis of rotation in a second rotational direction, the second shaft rotates about its second axis of rotation in a second rotational direction. In other words, in the first operating state, the shafts, especially the torsion bars, rotate in opposite directions about their respective axes of rotation, and in the second operating state, the shafts, especially the torsion bars, rotate in the same direction.

[0020] The corresponding operating states can be understood, in particular, as the corresponding operating states of the actuator device, especially the stabilizer. The actuator device can selectively operate in a first or second operating state. That is, the actuator device can switch from the first operating state to the second operating state and vice versa, especially by switching at least one of the clutches. The transmission device can be understood, in particular, as an adjustable torque converter. For example, it is equipped with at least one electronic computing device by means of which the clutches can be switched, i.e., manipulated to switch the clutches. In other words, the transmission device is controllable and / or adjustable by means of the electronic computing device so as to switch between operating states, in particular, continuously and / or sequentially. The transmission device is constructed, for example, as a differential and / or a planetary gear transmission. For example, the transmission device is constructed as a bevel gear transmission or a multi-bevel gear transmission. This means that the transmission device has, for example, at least one bevel gear, i.e., at least one of the gears of the transmission device is, for example, a bevel gear. The bevel gear transmission device is in particular a differential consisting of or having bevel gears. In other words, the adjustable torque converter can be composed of at least two adjustable clutches and at least one differential. Alternatively or additionally, planetary gear transmissions may be used.

[0021] This invention is based, in particular, on the following understanding and considerations: conventional actuator devices for vehicle body roll support, i.e., active roll stabilization—which can be specifically referred to as active anti-roll stabilizers (ARS)—generally fail to generate forces that could also affect vehicle body sway and / or pitch motion. Furthermore, conventional actuator devices for passive or semi-active stabilizers can only affect roll stiffness, particularly increasing it. This can have a positive effect on roll support, but can have adverse effects during straight-line driving. Additionally, conventional active stabilizers can be particularly expensive and typically only provide torque in one roll direction.

[0022] In contrast, by means of the actuator device according to the invention, for example by means of the actuator of each axle, the vehicle, especially the body, can be influenced, particularly selectively, in terms of its hop and / or pitch and / or roll movements. This means that the hop and / or pitch characteristics and roll characteristics of the vehicle, especially the body, can be influenced, for example, actively or semi-actively. This can be done particularly effectively or efficiently. Thus, the vehicle's driving dynamics and / or driving comfort can be particularly improved in a particularly low-cost manner.

[0023] The actuator device according to the invention can be used as a semi-active actuator device, particularly as a semi-active suspension actuator. This means that the actuator device can be configured or arranged for use in a semi-active stabilizer. Alternatively, the actuator device according to the invention can be configured as an active actuator device, particularly as an active suspension actuator. This means that the actuator device can be arranged or configured for use in an active stabilizer.

[0024] In the case of an active actuator device, at least one of the shafts can be driven by a drive mechanism. This allows a reverse torque to be applied to the shaft in a first operating state and a unidirectional torque to be applied in a second operating state. This, for example, can generate a compressive motion on one side of the vehicle and a rebound motion, particularly of the vehicle body, on the other side, and vice versa, thereby achieving, in particular, active roll support. In the second operating state, compressive or rebound motion can be generated on both sides of the vehicle, thereby achieving, in particular, active bouncing and / or pitching effects. A significant advantage lies in the particularly low manufacturing cost, as the cost of the differential and the two adjustable clutches can be lower than the cost of an actuator that may include an electric motor and transmission components for each spring. Integration into the vehicle or running gear can also be particularly simple. In other words, the manufacturing costs, especially the manufacturing expenses, of the vehicle, particularly the running gear, can be kept particularly low by means of the actuator device according to the invention. Alternatively or additionally, the actuator device according to the invention can be designed to be particularly space-saving. Furthermore, the clutch can provide the possibility of protecting the actuator from overload under special circumstances, because, for example, the action of the actuator can be decoupled from the torsion bar particularly quickly as needed. Particularly advantageous is the clutch's exceptionally short response time. The clutch is therefore constructed, for example, as a magnetorheological clutch.

[0025] In the case of a semi-active actuator device, roll compensation between the two sides of the vehicle can be achieved in the second operating state (where the shafts rotate in the same direction of rotation). This can be specifically referred to as roll stabilization. Furthermore, in the case of a semi-active actuator device, roll decoupling between the two sides of the vehicle can be achieved in the first operating state (where the shafts rotate in opposite directions), which can be specifically referred to as road surface replication compensation. This is particularly advantageous, for example, during straight-line driving. A significant advantage of a semi-active actuator device is that the function of the passive roll stabilizer (torsion bar) can be selectively reduced or even turned off with relatively low-cost hardware, thereby keeping body roll vibrations particularly small during straight-line driving, especially by reducing roll stiffness. Furthermore, particularly continuous changes in suspension stiffness and, particularly, partial changes in damping can be achieved, thereby semi-actively influencing body vibration characteristics, especially in the bounce and / or pitch directions. Furthermore, this also provides significant advantages during braking and / or acceleration by reducing pitch motion. The passive torsion bar can also be completely decoupled during straight-line driving.

[0026] In summary, it can be seen that the actuator device according to the invention can generate forces, in particular actively, which can affect the bouncing and / or pitching and roll movements of the vehicle and / or eliminate the adverse characteristics of conventional passive stabilizers and provide new possibilities for influencing vehicle body vibrations in the roll and bouncing and / or pitching directions.

[0027] In another design, the actuator device has at least one motor by means of which the shaft, particularly the torsion bar, can be driven, for example, at least indirectly or directly. In other words, the motor provides at least one torque for driving the first and second shafts. By driving the shafts with the motor, rotation of the shafts about their axis of rotation is caused or can be caused. Therefore, the actuator device can be used as an active actuator device, particularly for active stabilizers or active suspension actuators.

[0028] Preferably, the actuator device selectively realizes or enables hopping, pitching, or rolling movements of the vehicle, particularly the vehicle body. Therefore, the actuator device can provide the possibility of generating forces and / or torques in all three directions on the vehicle body, particularly the body itself, and especially of generating hopping, pitching, and / or rolling movements.

[0029] In another design, the first wheel and the second wheel of the transmission are arranged coaxially with each other. Alternatively or additionally, the first and second wheels are rotatably supported about an axis of rotation, particularly relative to the vehicle body. In other words, the first wheel is rotatable about an axis of rotation, particularly relative to the vehicle body, and the second wheel is rotatable about an axis of rotation, particularly relative to the vehicle body. This allows the actuator device to be designed with particularly low cost and / or particularly space-saving features. In particular, the actuator device can be designed to be particularly compact. The first and second wheels are, for example, constructed as corresponding gears, such as spur gears.

[0030] In another design, the first shaft and the first wheel are driven or drivable by means of a motor in opposite rotational directions. This means that the first shaft is driven or drivable in the first rotational direction and the first wheel in the second rotational direction by means of a motor, and / or the first shaft is driven or drivable in the second rotational direction and the first wheel in the first rotational direction by means of a motor. In other words, when the first shaft rotates in the first rotational direction, the first wheel rotates in the second rotational direction, and / or when the first shaft rotates in the second rotational direction, the first wheel rotates in the first rotational direction, wherein the respective rotations of the shaft and the first wheel are caused or drivable by motors, respectively. Thus, the actuator device can be designed with particularly low cost and / or particularly space-saving, especially particularly compact. In particular, the second shaft is preferably driven by a motor, at least indirectly or directly, via the first wheel.

[0031] For example, it is specified that the rotor of the motor is at least indirectly, and in particular directly, coupled or potentially coupled to the first shaft via a first connection point, and at least indirectly, and in particular directly, coupled or potentially coupled to the first wheel via a second connection point, particularly spaced apart from the first connection point. In other words, the motor has at least one rotor that is at least indirectly, and in particular torque-transmitting and / or torsional-resistantly connected to the first shaft via the first connection point, and at least indirectly, and in particular torque-transmitting and / or torsional-resistantly connected to the first wheel via the second connection point. Preferably, it is specified that the rotational directions at the connection points extend in opposite directions. This means that the first shaft can be driven by the motor in a first rotational direction via the first connection point, and the first wheel can be driven by the motor in a second rotational direction opposite to the first rotational direction via the second connection point.

[0032] In another design, the third and fourth wheels of the transmission are respectively constructed as corresponding bevel gears. This means that the transmission has a third wheel, constructed as a bevel gear, which is particularly separate from the first and second wheels, and the transmission also has a fourth wheel, constructed as a bevel gear, which is particularly separate from the first, second, and third wheels. Preferably, the first and second wheels are coupled or can be coupled to each other, for example, directly, particularly in terms of torque transmission, via the bevel gears, i.e., via the third and fourth wheels. In other words, the second wheel can be driven by the first wheel via the bevel gears, and vice versa. The rotation of the corresponding wheel about its corresponding axis of rotation can be understood, in particular, as the torsion or pivoting of the corresponding wheel about its corresponding axis of rotation.

[0033] For example, the bevel gears are connected in parallel with each other. This means that the torque flow extending between the first and second gears, especially with respect to the bevel gears, flows only through the first bevel gear, i.e., through the third gear, and the second torque flow between the first and second gears, especially different from the first torque flow, especially with respect to the bevel gears, flows only through the second bevel gear, i.e., through the fourth gear.

[0034] In another design, the transmission device is specified to have at least one bridge frame arranged coaxially with the first and second wheels, on which bevel gears are rotatably, and particularly directly, supported, about their respective bevel gear rotation axes extending perpendicular to the rotation axes of the first and second wheels, especially with respect to the bridge frame and / or the vehicle body. This means that the first bevel gear is rotatably supported on the bridge frame about its respective rotation axis, and the second bevel gear is rotatably supported on the bridge frame about its respective rotation axis, wherein the rotation axes of the bevel gears extend perpendicular to the rotation axes of the first and second wheels. In other words, the respective bevel gears can rotate about their respective rotation axes, especially with respect to the vehicle body and / or with respect to the bridge frame. Preferably, the rotation axes of the bevel gears extend parallel to each other. In particular, the rotation axes of the bevel gears are arranged coaxially with each other. Preferably, the transmission device is connected or connectable to the actuator device, particularly a housing element referred to as the actuator housing, and / or to the vehicle body via the bridge frame.

[0035] Through bevel gears and bridging frames, and especially through their arrangement, actuator devices can be designed to be particularly cost-effective and / or particularly space-saving, and especially particularly compact.

[0036] The rotation of the corresponding bevel gear about its axis of rotation can be understood in particular as the torsion or pivoting of the corresponding bevel gear about its axis of rotation.

[0037] In another design, the first wheel and the second shaft are coupled and decoupled from each other via a first clutch in the clutch of the transmission device. In other words, the second shaft is coupled to and decoupled from the first wheel, particularly directly, via the first clutch. The coupling of the first wheel and the shaft via the first clutch can be understood as a torque-transmitting, particularly direct, coupling between the first wheel and the second shaft, thereby, for example, transmitting torque provided by the first wheel to the second shaft. Thus, the second shaft can be driven by the first wheel, particularly via the first clutch.

[0038] The clutch is arranged between the first wheel and the second shaft with respect to the torque flow extending from the first wheel to the second shaft (through which torque can be transmitted from the first wheel to the second shaft), so that the torque flow flows through the first clutch, especially when the first clutch is engaged. Alternatively, the torque flow can flow from the second shaft to the first wheel through the first clutch in the opposite direction.

[0039] The first clutch, for example, has a first clutch component and a second clutch component constructed separately from the first clutch component. The first clutch component may be connected to the first wheel in a torsionally resistant manner, and the second clutch component may be connected to the second shaft in a torsionally resistant manner, in particular, directly.

[0040] The first clutch can be opened and closed, meaning it can switch between an open and closed state. In the open state, the first wheel is decoupled from the second shaft, particularly via the first clutch. In the closed state, the first wheel is coupled to the second shaft, particularly via the first clutch. In the open state, the two clutch components of the first clutch, or the first wheel and the second shaft, are decoupled from each other, particularly via the first clutch, so that, for example, no torque can be transmitted between the two clutch components or between the first wheel and the second shaft, or at most only a first torque, particularly close to zero, can be transmitted. In the closed state, the two clutch components are interconnected, for example, in a frictionally locked and / or force-locked and / or magnetically torque-transmitting manner, such that a second torque greater than the first torque can be transmitted between the clutch components or between the first wheel and the second shaft.

[0041] In another design, the second wheel and the second shaft are specified to be directly coupled and decoupled from each other via a second clutch in the clutch. This means that the second shaft can be coupled to and decoupled from the second wheel, particularly in terms of torque transmission, via the second clutch. In other words, it is specified that the second wheel and the second shaft are coupled or can be coupled to each other in the closed state of the second clutch and decoupled or can be decoupled from each other in the open state, particularly in a state different from the closed state. The coupling of the second wheel and the second shaft via the second clutch can be understood as the second wheel and the second shaft being coupled in terms of torque transmission via the clutch, whereby, for example, the torque provided by the second wheel can be transmitted to the second shaft, particularly through the second clutch. This drives the second shaft.

[0042] The second clutch is positioned between the second wheel and the second shaft to allow the torque flow from the second wheel to the second shaft (through which torque can be transmitted from the second wheel to the second shaft), so that the torque flow passes through the second clutch, particularly when both clutches are engaged. Alternatively, the torque flow can flow from the second shaft to the second wheel via the second clutch in the opposite direction.

[0043] The second clutch, for example, has a first clutch component and, in particular, a second clutch component constructed separately from the first clutch component. The first clutch component may be directly and torsionally connected to the second wheel, and the second clutch component may be directly and torsionally connected to the second shaft, in particular.

[0044] The second clutch can be opened and closed, meaning that the second clutch can be switched between an open and closed state. In the open state, the second shaft is decoupled from the second wheel. In the closed state, the second shaft is coupled to the second wheel. In the open state, the second clutch components or the second wheel and the second shaft are decoupled from each other, so that, for example, no torque can be transmitted between the two clutch components of the second clutch or between the second wheel and the second shaft, or at most only a third torque, especially close to zero, can be transmitted. In the closed state, the two clutch components of the second clutch are connected to each other, for example, in a frictionally locked and / or force-locked and / or magnetically torque-transmitting manner, such that a fourth torque greater than the third torque can be transmitted between the clutch components of the second clutch or between the second wheel or shaft.

[0045] Another design specifies that the bridge frame is at least indirectly, and especially directly, coupled to and decoupled from the vehicle body and / or frame by means of a second clutch or a third clutch. In other words, the bridge frame is at least indirectly coupled to or coupled to the vehicle body by means of a second clutch or a third clutch when the second or third clutch is engaged, and decoupled from or decoupled from the vehicle body when the second or third clutch is disengaged. Therefore, especially when the second or third clutch is engaged, the bridge frame is fixed or can be fixed to the vehicle body by the second or third clutch, thereby preventing or avoiding movement, especially rotation, of the bridge frame relative to the vehicle body. Especially when the second or third clutch is disengaged, the bridge frame is separated from the vehicle body, especially by the second or third clutch, thereby allowing the bridge frame to rotate relative to the vehicle body about its axis of rotation.

[0046] Preferably, the bridge frame is rotatably supported about its axis of rotation, particularly relative to the vehicle body. The axis of rotation of the bridge frame preferably extends parallel to the axes of rotation of the first and second wheels. Preferably, the axis of rotation of the bridge frame is coaxial with the axes of rotation of the first and second wheels. For example, the first clutch component of the second clutch is directly and torsionalally connected to the bridge frame, and the second clutch component of the second clutch is at least indirectly or directly and torsionalally connected to the vehicle body.

[0047] Especially when the second wheel and the second axle can be coupled to and decoupled from each other by means of the second clutch, for example, it is possible that the transmission has a third clutch constructed separately from the first and second clutches, preferably the bridge frame can be coupled to and decoupled from the vehicle body at least indirectly by means of the third clutch.

[0048] In another design, the transmission is specified to be in a first switching state during the first operating state, in which the first clutch is engaged. In other words, the first clutch is engaged during the first switching state. Thus, the first wheel and the second axle are directly coupled to each other by means of the first clutch. In other words, the clutch components of the first clutch are directly coupled to each other during the engaged state. Furthermore, during the first operating state, the second or third clutch is disengaged. Thus, the second wheel and the second axle are decoupled from each other, particularly by means of the second clutch, or the bridging mechanism is decoupled from the vehicle body, particularly by means of the second or third clutch.

[0049] Alternatively or additionally, in another design, the transmission is specified to be in a second switching state, distinct from the first switching state, in which the first clutch is disengaged. In other words, the first clutch is in its open state in the second operating state. Thus, the first wheel and the second axle are decoupled from each other by means of the second clutch. In other words, the clutch components of the first clutch are decoupled from each other. Furthermore, in the second operating state, the second or third clutch is engaged. Thus, the second wheel and the second axle are coupled to each other, particularly by means of the second clutch, or the bridging mechanism is coupled to the vehicle body, particularly by means of the second or third clutch.

[0050] In summary, it can be seen that the switching state of the transmission can be achieved with particularly low consumption and / or particularly space-saving structural space through the first clutch and the second clutch, thereby significantly improving the vehicle's driving dynamics and driving comfort in a particularly low-consumption manner.

[0051] In another design, the shafts, namely the first and second shafts, are coupled to each other, at least indirectly or directly, via at least one second transmission device, particularly constructed separately from the transmission mechanism. In other words, the second transmission device is arranged within the torque flow extending between the shafts, thereby allowing the torque flow extending between the shafts to pass through it. This means that the shafts are interconnected or connectable, particularly in transmitting torque, via the second transmission device. The coupling of the shafts via the second transmission device can be understood, in particular, as mechanical coupling. The second transmission device has multiple wheels and at least two clutches. These transmission devices are constructed, for example, at least substantially identically. Since the actuator device has both the first and second transmission devices, the actuator device can have, for example, four clutches, particularly adjustable clutches, and, for example, two differentials in total. The direction and configuration of the force acting on the torsion bar can thus be completely controlled, for example, by the clutches, thereby providing new design possibilities for the motor and the corresponding transmission mechanism. In particular, the need for reversing the rotation direction of the motor can be eliminated, because the corresponding rotation direction of the respective shaft and therefore, particularly the corresponding torsion bar, can be determined or predetermined independently by the respective transmission mechanism. With the help of four, especially adjustable, clutches, it is possible to generate, in particular, wheel-independent, especially semi-active, damping forces.

[0052] Further features of the invention are derived from the claims, drawings, and description of the drawings. The features and combinations thereof mentioned above in the specification, as well as those mentioned below in the description of the drawings and / or shown separately in the drawings, can be used not only in the combinations given separately, but also in other combinations or individually. Attached Figure Description

[0053] The present invention will now be described in detail based on preferred embodiments and with reference to the accompanying drawings. The drawings are as follows:

[0054] Figure 1 A schematic top view of a driving mechanism is shown, which includes a stabilizer having an actuator device according to the invention;

[0055] Figure 2 A schematic top view of the actuator device according to the present invention is shown;

[0056] Figure 3 A schematic top view of the actuator device according to the invention in a first operating mode according to another embodiment is shown;

[0057] Figure 4 Showing according to Figure 3 A schematic top view of the actuator device according to the invention in a second operating mode;

[0058] Figure 5 A schematic top view of the actuator device according to the invention in a first operating mode according to another embodiment is shown;

[0059] Figure 6 Showing according to Figure 5 A schematic top view of the actuator device according to the invention in a second operating mode;

[0060] Figure 7 A schematic top view of the actuator device according to the invention in a first operating mode according to another embodiment is shown;

[0061] Figure 8 Showing according to Figure 7 A schematic top view of the actuator device according to the invention in a second operating mode;

[0062] Figure 9 A schematic top view of an actuator device according to another embodiment of the invention is shown;

[0063] Figure 10 A schematic top view of the actuator device according to the invention in a second operating mode according to another embodiment is shown;

[0064] Figure 11 Showing according to Figure 10 A schematic top view of the actuator device according to the invention in a first operating mode;

[0065] Figure 12 A schematic top view of an actuator device according to another embodiment of the invention is shown; and

[0066] Figure 13 A schematic diagram of an actuator device according to another embodiment of the invention is shown; and

[0067] Figure 14 A schematic diagram of an actuator device according to another embodiment of the invention is shown. Detailed Implementation

[0068] In the accompanying drawings, elements that are identical or have the same function are given the same reference numerals.

[0069] Figure 1 A schematic partial view shows the driving mechanism 1 for a vehicle. Figure 1 The diagram shows a top view of the driving mechanism 1. The automobile has a body 2, which is preferably constructed as a self-supporting body.

[0070] The running gear 1 has at least one first wheel suspension 3 configured to guide a first wheel 4. Furthermore, the running gear has at least one second wheel suspension 6 spaced apart from the first wheel suspension 3, particularly in the lateral direction 5 of the vehicle, configured to guide a second wheel 7.

[0071] The corresponding wheels 4 and 7 can be understood in particular as corresponding ground contact elements of the vehicle. Preferably, the vehicle is supported or can be supported on the ground, such as a roadway, by the wheels 4 and 7. The corresponding wheels 4 and 7 can rotate about their respective wheel rotation axes 8. By rotating about their respective wheel rotation axes 8, the corresponding wheels 4 and 7 roll on the ground, especially on the roadway, during vehicle travel.

[0072] exist Figure 1 In the illustrated embodiment, each of the corresponding wheel suspensions 3 and 7 has at least one corresponding wheel bracket 9, on which the corresponding wheels 4 and 7 are held or to be held, at least indirectly or directly. Furthermore, each of the corresponding wheel suspensions 3 and 6 has at least one corresponding wheel guide rod 10 or 11 configured to guide the corresponding wheels 4 and 7. For example, multiple such corresponding wheel guide rods 10 and 11 may be provided for each of the corresponding wheel suspensions 3 and 6. The wheels 4 and 7 may be arranged, for example, on the axle of a vehicle, particularly the running gear 1, wherein the axle is configured, for example, as a front axle or a rear axle.

[0073] For example, the corresponding wheel bracket 9 is coupled or can be coupled to the vehicle body 2 and / or frame via at least one of the corresponding wheel guides 10, 11, such as a first wheel guide 10, and especially a hinge, at least indirectly or directly. The frame is constructed, for example, as an axle bracket, especially a rear axle bracket or a front axle bracket. The frame is constructed, for example, as a frame or frame-like structure, and therefore the frame can be referred to as a frame.

[0074] The driving mechanism 1 has at least one stabilizer 12, which is preferably configured as a split stabilizer 12. The stabilizer 12 has at least one first torsion bar 13 and at least one second torsion bar 14, which is constructed, in particular, separately from the first torsion bar. The respective torsion bars 13, 14 are rotatably supported or to be supported on the vehicle body 2 and / or frame about their respective torsion bar rotation axes. In this embodiment, the stabilizer 12 has two links 15, 16. The first link 15 is directly connected to and extends from the first torsion bar 13. The first link 15 is thus rotatable with the first torsion bar 13 when the first torsion bar 13 rotates about its torsion bar rotation axis, that is, it can pivot about the torsion bar rotation axis of the first torsion bar 13. The first torsion bar 13 and the first link 15 can be constructed integrally or can be constructed separately from each other. The second link 16 is directly connected to and extends from the second torsion bar 14. Thus, the second link 16 can rotate together with the second torsion bar 14 when the second torsion bar 14 rotates about its torsion bar rotation axis 17, that is, it can pivot about the torsion bar rotation axis 17 of the second torsion bar 14. The second torsion bar 14 and the second link 16 can be constructed integrally or can be constructed separately from each other. The torsion bars 13 and 14 preferably extend at least substantially in the vehicle lateral direction 5 of the motor vehicle. In this embodiment, the respective links 15 and 16 are coupled or can be coupled, in particular, directly to one of the wheel guides 10 and 11 of the respective wheel suspensions 3 and 6, in particular to the respective second wheel guide 11. Alternatively, the respective links 15 and 16 can, for example, be coupled or can be coupled, in particular, directly to the respective wheel brackets 9 of the respective wheel suspension 6. Therefore, the first torsion bar 13 is assigned or to be assigned to the first wheel 4 and the second torsion bar 14 is assigned or to be assigned to the second wheel 7, wherein the wheels 4 and 7 are spaced apart in the vehicle lateral direction 5.

[0075] Stabilizer 12 has actuator device 18, which actuator device in Figure 2 The diagram is shown in a schematic top view. The actuator device 18 can be configured or installed for the front or rear axle of an automobile. The actuator device 18 has at least two shafts 19 and 20. Shafts 19 and 20 are preferably constructed separately from each other. The first shaft 19 is rotatably supported about a first shaft rotation axis 21. The second shaft 20 is rotatably supported about a second shaft rotation axis 22. The shaft rotation axes 20 and 22 are preferably arranged coaxially with each other. Especially with respect to the transmission 25, the corresponding shafts 19 and 20 can be understood as corresponding output shafts.

[0076] The first shaft 19 has a first coupling point 23, through which it is coupled or can be coupled directly to the first torsion bar 13. The second shaft 20 has at least one second coupling point 24, particularly in the lateral direction 5 of the vehicle, spaced apart from the first coupling point 23, through which it is coupled or can be coupled directly to the second torsion bar 14. The shaft rotation axes 21, 22 are preferably arranged coaxially with the torsion bar rotation axis 17.

[0077] To specifically improve the vehicle's dynamics and / or ride comfort in a particularly cost-effective manner, the actuator device 18 is specified to have at least one transmission 25, through which shafts 19, 20 are coupled or can be coupled to each other, at least indirectly or directly. The transmission 25 is configured, for example, as a differential and / or a planetary gear transmission. The transmission 25 has a plurality of gears 26 to 29 and at least two clutches 30, 31. The gears 26 to 29 are configured, for example, as corresponding gears. The corresponding gears 26, 27 are configured, for example, as planetary gears. The corresponding gears 28, 29 are configured, for example, as corresponding compensating gears or corresponding satellites. The corresponding clutches 61, 62 are configured, for example, as magnetorheological clutches. The actuator device 18 can operate in at least two, particularly different, operating states 32, 33. In the first operating state 32, shafts 19 and 20, especially torsion bars 13 and 14, can rotate in opposite rotational directions 34 and 35, particularly around the axis of rotation 21 and 22, especially around the axis of rotation 17 of the torsion bars. In the second operating state 33, shafts 19 and 20, especially torsion bars 13 and 14, can rotate in the same rotational direction 34, particularly around the axis of rotation 21 and 22, especially around the axis of rotation 17 of the torsion bars. This means that shafts 19 and 20 are coupled to each other by transmission device 25, such that in the first operating state 32, the first shaft 19 rotates or is rotatable about the first axis of rotation 21 in the first rotational direction 34, and the second shaft 20 rotates or is rotatable about the second axis of rotation 22 in the second rotational direction 35, opposite to the first rotational direction 34; and in the second operating state 33, the first shaft 19 rotates or is rotatable about the first axis of rotation 21 in the first rotational direction 34, and the second shaft 20 rotates or is rotatable about the second axis of rotation 21 in the first rotational direction 34. Alternatively, for example, it is possible that shafts 19 and 20 rotate or are rotatable about the corresponding axis of rotation 21 and 22 in the second rotation direction 35. The corresponding rotation directions 34 and 35 can be understood in particular as the corresponding torque directions.

[0078] Operating states 32 and 33, and rotation directions 34 and 35, for example, in Figure 3 and Figure 4 As exemplarily shown, in which, Figure 3 and Figure 4A schematic top view illustrates an actuator device 18 according to another embodiment. Figure 3 and Figure 4 In the diagram, the first rotation direction 34 of the first axis 19 is shown by a first arrow 34a. The first rotation direction 34 of the second axis 20 is shown by a second arrow 34b, and the second rotation direction 35 of the second axis 20 is shown by a third arrow 35a. Figure 3 The actuator device 18 is in the first operating state 32 and is Figure 4 The actuator device 18 is in the second operating state 33. Operating states 32 and 33 will be discussed in more detail below. First, the structure and working principle of the actuator device 18 will be explained.

[0079] A key difference from conventional actuator devices is that the housing element of actuator device 18 (specifically referred to as the actuator housing) is fixedly or elastically connected to the vehicle body 2 and / or the vehicle frame. The degrees of freedom of actuator device 18 can be achieved through transmission device 25 and / or clutches 30, 31.

[0080] like Figures 2 to 4 As exemplarily shown, in this embodiment, the first wheel 26 and the second wheel 27 of the transmission 25 are arranged coaxially with each other and rotatably supported about a common axis of rotation 36. This means that wheels 26 and 27 can rotate about their respective axes of rotation 36, which extend coaxially with each other. The axes of rotation 36 are preferably arranged coaxially with shaft rotation axes 21 and 22, which extend, for example, at least substantially, in the lateral direction 5 of the vehicle.

[0081] The first wheel 26 is arranged, for example, directly on the third shaft 37 and connected to the third shaft 37 in a torsion-resistant manner. The second wheel 27 is arranged, for example, directly on the second shaft 20 and connected to the second shaft 20 in a torsion-resistant manner. The third shaft 37 can be understood, in particular, as a shaft leading to the transfer case.

[0082] like Figures 2 to 4 As exemplarily shown, in this embodiment, the actuator device 18 is provided with at least one drive device 38, which preferably has at least one motor 39, by means of which at least the first shaft 19 and the second shaft 20, particularly shafts 19, 20, and 37, can be driven. The actuator device 18 or stabilizer 12 is therefore configured, for example, as an active actuator device 18 or an active stabilizer 12.

[0083] The first shaft 19 can be driven, for example, directly by means of the drive unit 38, especially by means of the motor 39. The second shaft 20 can be driven, for example, by means of the drive unit 38, especially by means of the motor 39, at least via the third shaft 37. The rotor of the motor 39 is therefore coupled, for example, to the first shaft 19 and the third shaft 37.

[0084] In this embodiment, the first shaft 19 and the first wheel 26, especially the third shaft 37, are driven in opposite rotational directions 34 and 35 by means of a drive shaft 38, especially by means of a motor 39. The first shaft 19 is thus driven or rotatable, for example, in the first rotational direction 34, by means of the drive device 38, and the first wheel 26, especially the third shaft 37, is driven or rotatable, especially simultaneously, for example, in the second rotational direction 35, by means of the drive device 38. In other words, for example, it is specified that the first wheel 26 and the first shaft 19 rotate or are rotatable, especially simultaneously, in opposite rotational directions 34 and 35. The second rotational direction 35 of the first wheel 26... Figure 3 and Figure 4 The image is exemplarily shown by means of the fourth arrow 35b. To induce opposite rotational directions 34, 35 between the first shaft 19 and the first wheel 26, at least one transmission element 40, particularly at least one transmission stage, is arranged between the first shaft 19 and the first wheel 26, for example, between the rotor of the motor 39 and the third shaft 37. Thus, the first wheel 26 and, in particular, the third shaft 37 and the rotor of the motor 39, are coupled to each other, for example, by the transmission element 40. The transmission element 40 is constructed separately from the transmission device 25, for example. The transmission element 40 is, for example, part of the drive device 39. The drive device 38 has, for example, at least one housing in which the motor 39 and / or the transmission element 40 are arranged.

[0085] In this embodiment, the transmission device 25 has at least four wheels 26 to 29, wherein the third wheel 28 and the fourth wheel 29 are respectively configured as corresponding bevel gears 41. The first wheel 26 and the second wheel 27 are coupled to each other by the bevel gears 41. In particular, the third wheel 28 meshes with the first wheel 26 at one end and with the second wheel 27 at the other end. In particular, the fourth wheel 29 meshes with the first wheel 26 at one end and with the second wheel 27 at the other end. The transmission device 25 has at least one bridging frame 42 arranged coaxially with the first wheel 26 and the second wheel 27, on which the bevel gears 41 are rotatably supported about corresponding bevel gear rotation axes 43 extending perpendicular to the rotation axis 36 of the respective bevel gear 41. Alternatively, two bridging frames 42, particularly coaxial with wheels 26 and 27, can be provided, wherein a third wheel 28 is rotatably supported on the first bridging frame 42 and a fourth wheel 29 is rotatably supported on the second bridging frame 41.

[0086] In this embodiment, the first wheel 26 and the second shaft 20 are specifically coupled to and decoupled from each other by means of a first clutch 30 in the clutch. The first clutch 30 has a first clutch component 30a and a second clutch component 30b. The first clutch component 30a is specifically anti-torsively connected, for example, directly to the first wheel 26 and / or to the third shaft 37. The second clutch component 30b is specifically anti-torsively connected, for example, directly to the second shaft 20. The first clutch 30 is switchable, for example, between at least one closed state 44 and an open state 45, and is specifically adjustable. In the closed state 44, the first wheel 26 and the second shaft 20 are specifically directly coupled to each other by means of the first clutch 30, which is in particular closed. In other words, in the closed state 44, the clutch components 30a and 30b are specifically directly coupled to each other by means of the first clutch 30. In the open state 45, the first wheel 26 and the second shaft 20 are specifically decoupled from each other by means of the first clutch 30. In other words, in the closed state 45, the clutch components 30a and 30b of the first clutch 30 are specifically decoupled from each other by means of the first clutch 30.

[0087] like Figures 2 to 4 As exemplarily shown, for example, it is specified that the second wheel 27 and the second shaft 20 are coupled or coupled to each other, especially in the closed state 46 of the second clutch 31, and decoupled or decoupled to each other, especially in the open state 47 of the second clutch 31. In particular, the clutch 31 is switchable and adjustable between its closed state 46 and its open state 47. The second clutch 31 has, for example, a first clutch component 31a and another clutch component 31b. The first clutch component 31a of the clutch 31 is connected to the second wheel 27, especially directly, for example, with anti-torsional force. The second clutch component 31b of the second clutch 31 is connected to the second shaft 20, especially directly, for example, with anti-torsional force. In particular, the second clutch component 31b is arranged on the second shaft 20. In the closed state 46 of the second clutch 31, the second wheel 27 and the second shaft 20 are coupled, especially directly, by means of the second clutch 31. In other words, the clutch components 31a and 31b of the second clutch 31 are coupled to each other, especially directly, in the closed state 46. In the open state 47 of the first clutch 31, the second wheel 27 and the second shaft 20 are decoupled from each other, especially by means of the first clutch 31. In other words, in the open state 47, the clutch components 31a and 31b of the second clutch 31 are decoupled from each other.

[0088] In another design, it is specified that in the first operating state 32, the transmission device 25 is in the first switching state 48, in which the first clutch 30 is closed, so that the first wheel 26 and the second shaft 20 are coupled to each other, especially directly by means of the first clutch 30.

[0089] exist Figure 3 and Figure 4 In the illustrated embodiment, the bridging bracket 42 is specifically fixed to the vehicle body 2 and / or frame, at least indirectly or directly. The bridging bracket 42 is therefore stationary, i.e., it cannot rotate, for example, about the axis of rotation 36.

[0090] exist Figure 3 In the illustrated embodiment, the second clutch 31 is engaged in the first operating state 32. Therefore, in Figure 3 The first clutch is in its closed state 44 and the second clutch 30 is in its open state 47. Therefore, in the first operating state 32, the first torque flow provided by the motor flows directly to the first shaft 19, and the second torque flow provided by the motor flows via the first wheel 26, especially when the first shaft 37 is intermediately connected, via the closed first clutch 30 to the second shaft 20. Therefore, the second shaft 20 and the first wheel 26, especially the third shaft 37, rotate in the same direction as each other, and the first shaft 19 and the second shaft 20 rotate in opposite directions, i.e., in opposite directions. Through the rotation of shafts 19 and 20 in opposite directions of rotation 34 and 35, in… Figures 2 to 4 In the corresponding embodiment shown, a roll bracing, equivalent to that of a conventional active stabilizer, is caused or may be caused in the first operating state 32, which can be specifically referred to as a switch for roll bracing.

[0091] like Figure 4 As shown, in Figures 2 to 4In the corresponding embodiment shown, in the second operating state 33, the transmission device 25 is in a second switching state 50, in which the first clutch 30 is open, i.e., in its open state 45. This is because the first wheel 26 and the second shaft 20 are directly coupled to each other by means of the first clutch 30. Furthermore, the second clutch 31 is closed, i.e., in its closed state 46. Therefore, the second wheel 27 and the second shaft 20 are directly coupled to each other by means of the second clutch 31. Thus, in the second operating state 33, the first torque flow provided by the motor 39 flows to the first shaft 19, and the second torque flow provided by the motor, especially when the third shaft 37 is connected in the middle, flows to the first wheel 26, and from there, especially when bypassing the open clutch 30, flows via the bevel gear 41 to the second wheel 27. The second torque flow flows through the second wheel to the second shaft 20 via the closed clutch 31. Therefore, the rotational directions 34 of shafts 19 and 20, especially the second wheel 27, are in the same direction. The first rotational direction 34 of the second wheel 27 is shown by means of the fifth arrow 34c. The respective rotational directions of the corresponding bevel gears 41 are shown by means of the sixth arrow 51, wherein the rotational directions of the bevel gears 41 extend in opposite directions to each other. By rotating shafts 19 and 20 in the same direction in the second operating state 33, the jolt and / or pitch of the vehicle can be affected by means of the actuator device 18, which can be specifically referred to as switching for jolt and / or pitch effects.

[0092] exist Figure 2 In the illustrated embodiment, the transmission 25 is provided with a third clutch 52, which is constructed separately from the clutches 30 and 31. The bridge frame 42 is coupled or coupled, at least indirectly and especially directly, to the vehicle body 2 and / or frame via this third clutch in the closed state 53 of the second clutch 52, and is decoupled or decoupled from the vehicle body 2 and / or frame in the open state 54 of the third clutch 52. The third clutch 52 has a first clutch component 52a and a second clutch component 52b. The first clutch component 52a is coupled, in particular, directly, for example, torsionally, to the bridge frame 42. The second clutch component 52b is coupled, in particular, directly, for example, torsionally, to the vehicle body 2 and / or frame. In the closed state 53 of the second clutch 52, the vehicle body is coupled or coupled, at least indirectly and especially directly, to the bridge frame 42. In other words, in the closed state 53, the clutch components 52a and 52b are coupled, in particular, directly, to each other. In the open state 54, the bridge frame 42 is decoupled from the vehicle body 2 and / or the frame by means of the third clutch 52. In other words, in the open state 54, the clutch components 52a and 52b are decoupled from each other. Therefore, the bridge frame 42 can rotate, in particular, about the rotation axis 36, in the open state 54. In particular, since the corresponding clutches 30, 31, and 52 are switchable, the corresponding clutches 30, 31, and 52 can be referred to, for example, as active clutches.

[0093] Figure 5 and Figure 6 A schematic top view is shown of an actuator device 18 according to another embodiment, in which the actuator device 18 has only a first clutch 30 and a third clutch 52 with respect to clutches 30, 31, and 52. For example, the second wheel 27 is arranged directly on the second shaft 20, and is connected to the second shaft 20 in a particularly torsional manner.

[0094] exist Figure 5 In this first operating state 33, the transmission 25 is in a first operating state, in which the first clutch 30 is engaged and the third clutch 52 is disengaged. Thus, the bridge frame 42 is decoupled from the vehicle body 2 and / or the frame by means of the third clutch 52, and therefore the bridge frame 42 can rotate relative to the vehicle body 2 and / or the frame, particularly about the rotation axis 36. Roll support can be achieved in this first operating state 32.

[0095] exist Figure 6 In this second operating state 33, the transmission 25 is in a second operating state, in which the first clutch 30 is open and the third clutch 52 is closed. This means that the first clutch 30 is in the open state 45 and the third clutch 52 is in the closed state 53. Therefore, the bridge frame 42 is coupled to the vehicle body 2 and / or the frame by means of the third clutch 52, thereby preventing the rotation of the bridge frame 42, i.e., the bridge frame cannot rotate. Jumping and / or pitching effects can be achieved in this second operating state 33.

[0096] In short, from Figures 2 to 6In particular, it can be seen in the embodiments that when the first clutch 30 is closed and the second clutch 31 or the third clutch 52 is open, the actuator device 18 can generate a roll moment on the vehicle body 2, for example, the same as or similar to that of a conventional active stabilizer, especially an eMARS actuator. When clutches 31 and 52 are closed and the first clutch 30 is open, the actuator device 18 can generate, for example, forces acting in the same direction on the vehicle body 2, and thus can affect, for example, (especially only) sway and / or pitch vibrations. When clutches 30, 31, and 52 are partially, especially adjustable, closed, the actuator device 18 can generate forces in the wheel planes of the wheels 4 and 7, thereby affecting sway and / or pitch vibrations, but also affecting roll vibrations. When clutches 30, 31, and 52 are closed, the second shaft 20 and, especially, the components connected thereto, can be locked until the clutches 30, 31, and 52 no longer slip. When, for example, the adjustable third clutch 52 and / or the adjustable first clutch 30 and / or the adjustable second clutch 31 are at least partially coupled to a suitable rotor, the desired damping force can be generated in the suspension of the running gear 1, similar to that in a semi-active damper. When the clutches 30, 31, 52 are disengaged, the actuator device can generate, for example, only one force in the wheel plane, which can be generated by the acceleration of the mass of the actuator device 18, especially the mass of the differential—for example, without the rotor inertia of the motor 39. One of the clutches 31, 52 can be omitted, i.e., not as a component of the actuator device 18, and the function of the actuator device 18 can still be maintained. When the second clutch 31 is omitted, the second wheel must be fixedly connected, for example, to the second axle 20. When the third clutch 52 is omitted, the bridge 42 must, for example, be fixed immovably relative to the vehicle body 2.

[0097] Figure 7 and Figure 8 A schematic top view is shown of an actuator device 18 according to another embodiment, in which the actuator device 18 has at least one second transmission device 56 constructed, particularly separately from the transmission device 25 and particularly separate from the transmission element 40. The transmission device 25 can be referred to as the first transmission device 25. The first shaft 19 and the second shaft 20 are coupled to each other via the second transmission device 56, particularly via the transmission device 25 and via the second transmission device 56. The second transmission device 56 is constructed, for example, as a differential and / or a planetary gear transmission. The second transmission device 56 has a plurality of wheels 57 to 60, particularly gears, and at least two clutches 61, 62. Clutch 61 can be referred to, in particular, as a third clutch 61 and clutch 62 can be referred to, in particular, as a fourth clutch 62. The corresponding clutches 61, 62 are constructed, for example, as magnetorheological clutches.

[0098] For example, the second transmission device 56 has a fourth shaft 63, which is rotatable about a rotation axis 36. The fourth shaft 63 can be driven, for example (especially directly), by means of a motor 39. In particular, the fourth shaft 63 and the first wheel 26, and especially the third shaft 37, can be driven by means of the motor 39 in opposite rotational directions 34, 35. The rotational directions 34, 35 of the fourth shaft 63 and the first wheel 26 therefore preferably extend in opposite directions to each other. In this embodiment, the fourth shaft 63 rotates, for example, in the first rotational direction 34, which... Figure 7 and Figure 8 The first axis 19 is shown in the second rotational direction 35 by means of the seventh arrow 34d. Figure 8 It is shown in the middle by the eighth arrow 35c.

[0099] Wheel 57 can be specifically referred to as the fifth wheel 57, and wheel 58 can be specifically referred to as the sixth wheel 58. Wheels 57 and 58 are preferably arranged coaxially with each other and rotatably supported about the axis of rotation 36. For example, the fifth wheel 57 is specifically arranged directly on the fourth shaft 63 and is specifically connected to the fourth shaft 63 in a torsional manner. For example, the sixth wheel 58 is specifically arranged directly on the first shaft 19. Wheel 59 can be specifically referred to as the seventh wheel 59 and is preferably constructed as a bevel gear 41. Wheel 60 can be specifically referred to as the eighth wheel 60 and is preferably constructed as a bevel gear 41. For example, the fifth wheel 57 and the sixth wheel 58 are specifically directly coupled to each other by wheels 59 and 60 constructed as bevel gears 41. For example, the seventh wheel 59 is specifically directly meshed with wheels 57 and 58. For example, the eighth wheel 60 is specifically directly meshed with wheels 57 and 58. Furthermore, the second transmission device 56, for example, has at least one second bridge frame 64 arranged coaxially with the wheels 57 and 58, on which the wheels 59 and 60 are rotatably supported about the respective bevel gear rotation axes 55 of the wheels 59 and 60, which are respectively constructed as bevel gears 41 and extend perpendicularly to the rotation axis 36. The rotation of the respective wheels 59 and 60 about the respective bevel gear rotation axes is... Figure 7 and Figure 8 It is shown in the middle with the aid of the ninth arrow 55a.

[0100] For example, the fifth wheel 57 and the second shaft 19 can be coupled to each other, in particular directly, and can be decoupled from each other by means of the third clutch 61. This means that the fifth wheel 57 and the first shaft 19 are coupled to each other, in particular directly, in the closed state 65 of the fourth clutch 61 and decoupled from each other by means of the fourth clutch 61 in the open state 66.

[0101] exist Figure 7 and Figure 8In the illustrated embodiment, the sixth wheel 58 and the first shaft 19 are specifically directly coupled and decoupled from each other by means of the fifth clutch 62. This means that the sixth wheel 58 and the first shaft 19 are specifically directly coupled to each other by means of the fifth clutch 62 in the closed state 67 and decoupled from each other by means of the fifth clutch 62 in the open state 68.

[0102] exist Figure 7 and Figure 8 In the illustrated embodiment, in the first operating state 32, the transmission device 25 is in a first switching state 49 and the second transmission device 56 is in a third switching state 69. In this third switching state, the fourth clutch 61 is closed, i.e., in its open state 65, and the fifth clutch 62 is open, i.e., in its open state 68. This is in Figure 7 As shown in the diagram. Thus, roll stabilization can be achieved, especially with the help of the two differentials, in the first operating state 32.

[0103] In another design scheme, Figure 7 and Figure 8 In the illustrated embodiment, in the second operating state 33, the transmission 25 is in the first switching state 49 and the second transmission 56 is in the fourth switching state 70, in which the fourth clutch 61 is open (i.e., in its open state 66) and the fifth clutch 62 is closed (i.e., in its closed state 67). Therefore, the jolt and / or pitch characteristics of the vehicle can be actively influenced, especially by means of the actuator device 18.

[0104] Alternatively, for example, it may be possible that in the first operating state 32, the transmission 25 is in the second switching state 50 and the second transmission is in the fourth switching state 70. Alternatively or additionally, for example, it may be specified that in the second operating state 33, the transmission 25 is in the second switching state 50 and the second transmission 56 is in the third switching state 69.

[0105] Of course, a corresponding additional transmission element, having the same transmission ratio, can be integrated on the first shaft 19 and the second shaft 20 at the respective coupling points 23 and 24. Thus, clutches 31, 52, 61, and 62 can be loaded with lower or particularly lower torques, and therefore their dimensions can be determined differently, especially smaller.

[0106] In summary, it can be seen that the vehicle body 2 can be supported by, for example, four suspensions and can be over-determined. This provides the possibility of mounting a conventional active stabilizer or conventional ARS actuator on one axle and an actuator device 18, which has, for example, a differential, on the other axle. Thus, the actuator device 18 can (especially and only) generate a force in the vertical direction.

[0107] Figure 9 A schematic top view is shown of an actuator device 18 according to another embodiment, in which the actuator device 18 is configured, for example, as a semi-active actuator device 18, particularly for a semi-active stabilizer. Figure 9 The embodiments shown herein are in contrast to those described herein. Figures 2 to 8 The difference in the embodiments shown is particularly in that: Figure 9 The actuator device 18 of the illustrated embodiment does not have a motor 39 or a drive unit 38, that is, it does not have a motor 39 or a drive unit 38. In addition, the actuator device 18 does not have, for example, a transmission element 40 and / or a third shaft 37.

[0108] In particular, instead of the third clutch 52, the bridge 42 is connected to the body 2 and / or frame, for example, by at least one retaining device 71, for example, rigidly or elastically, at least directly.

[0109] Figure 10 and Figure 11 The diagram is shown in the corresponding schematic top view. Figure 9 The actuator device 18 of the embodiment includes a retaining device 71, for example, a rigid retaining device 71.

[0110] exist Figure 10 In particular, the semi-active actuator device 18 is in a second operating state 33, in which the transmission device 25 is in a first switching state 49, in which the first clutch 30 is closed (i.e., in its closed state 44) and the second clutch 31 is open (i.e., in its open state 47). Therefore, the semi-active actuator device 18 is switched to the second operating state 33 for roll stabilization. Due to the possibility of active decoupling, the stabilizer 12 can, for example, be constructed to be particularly rigid.

[0111] exist Figure 11 In particular, the semi-active actuator device 18 is in a first operating state 32, in which the transmission device 25 is in a second switching state 50, in which the first clutch 30 is open (i.e., in its open state 45) and the second clutch 31 is closed (i.e., in its closed state 46). Therefore, in the semi-active actuator device 18, in the first operating state 32, the actuator device 18 is switched for roll decoupling, for example, during straight-line driving (road surface replication compensation).

[0112] Figure 12 Showing according to Figures 9 to 11 The implementation method, particularly the semi-active actuator device 18, wherein, in Figure 12 The retaining device 71 is, for example, a resilient retaining device. Figure 12As shown, it is possible that in the second operating state 33, i.e., when shafts 19 and 20 rotate in the same direction, the transmission 25 is in the fifth switching state 72, in which the first clutch 30 is engaged, i.e., in its engaged state 44, and the second clutch 31 is engaged, i.e., in its engaged state 46. In particular, since the bridge frame 42 is elastically connected to the body 2 and / or frame via a holding device 71, for example, called an optimized rigid element, the bridge frame 42 can be driven and thus rotate about the rotation axis 36, especially relative to the body 2 or frame. The rotation of the bridge frame 42 in the second rotation direction 35 is... Figure 12 This is indicated by the tenth arrow 35d. Figure 12 The transmission 25 is switched to enable the control of vehicle bounce and / or pitch and roll. This can be advantageously achieved through the high stiffness and / or particularly high damping of the stabilizer 12, and especially the actuator device 18.

[0113] Combination Figures 9 to 12Specifically, it can be seen that when the first clutch 30 is engaged and the second clutch 31 or the third clutch 52 is disengaged, the corresponding shafts 19, 20 or the corresponding torsion bars 13, 14 can generate roll stabilizing moments on the vehicle body 2, for example, the same as or similar to conventional passive roll stabilizers. When the second clutch 31 and the third clutch 52 are engaged and the first clutch 30 is disengaged, the corresponding shafts 19, 20 or the corresponding torsion bars 13, 14 can generate roll moments on the vehicle body 2, which can compensate for the effects of other rigid elements in the suspension that may be integrated into the running gear 1. Therefore, for example, when driving in a straight line (road surface replication), body roll vibration can be reduced. When clutches 30, 31, 52 are engaged, the total stiffness of the suspension on each side can increase by the amount generated by the corresponding torsion bar half. When the bridge 42 is elastically connected to the vehicle body, this stiffness can be correspondingly reduced through series coupling. However, clutches 30, 31, 52 can also be engaged only partially, especially adjustablely, thereby achieving desired changes in the characteristics of the suspension. This force exhibits characteristics that can be described using Maxwell elements. When clutches 30, 31, and 52 are disengaged, actuator device 18 may generate virtually no force in the wheel planes of wheels 4 and 7 (except for residual damping and small inertial forces in the disengaged clutches). The second clutch 31 or the third clutch 52 may be omitted, i.e., not as part of actuator device 18, while the function of actuator device 18 remains. When the second clutch 30 is omitted, the second wheel 27 is torsionally connected to the second axle 20, for example. When the third clutch 52 is omitted, the bridge 42 is elastically or fixedly fixed to the vehicle body 2, for example. When one of the two clutches 31 or 52 is omitted, the function and degrees of freedom may remain unchanged, but both clutches 31 and 52 may also be omitted, leaving only clutch 30, by which roll stiffness can be adjusted. In an implementation with only one clutch 30, sway and / or pitch stiffness is preferably fixed.

[0114] Figure 13 A schematic diagram illustrates an actuator device according to another embodiment, in which at least a drive unit 38, particularly a motor 39, and a transmission unit 25, particularly a transmission element 40, are arranged within a housing element 73, specifically referred to as the actuator housing. In this arrangement, the torque provided by the drive unit 38, particularly referred to as motor torque, can be enhanced, particularly solely by means of the transmission element 40 (which can also be simply referred to as a transmission element). This means that the transmission unit 25 and / or clutches 30, 31 and / or 52, particularly configured as differentials, are preferably designed such that they can transmit and / or influence the actuator output torque. The actuator output torque is transmitted to the lateral arm 74, for example, via coupling points 23, 24. The housing element 73 of the actuator device 18 can be fixedly or resiliently connected to the vehicle body 2. A second transmission unit 56, particularly connected to… Figure 7 and Figure 8 The implementation methods shown are equivalent.

[0115] Figure 14 An actuator device according to another embodiment is illustrated schematically, which is similar to... Figure 13 The difference in the illustrated embodiment lies particularly in that, especially in the torque flow, at least one second transmission element 75 is arranged between the drive unit 38 and the first coupling point 23, and / or, especially in the torque flow, at least one third transmission element 76 is arranged between the drive unit 38, especially the transmission unit 25, and the second coupling point 24. In this arrangement, the motor torque can be enhanced by means of the transmission elements 75, 76. The transmission ratio of the transmission element 40 with the second transmission element 75 and / or the third transmission element 76 can be selected such that, especially the adjustable clutches 30, 31 and / or 52 and / or especially the transmission unit 25 configured as a differential, reaches a particularly advantageous operating point. Under normal circumstances, this may mean that the designed transmission torque of the transmission unit 25 and / or the clutches 30, 31 and / or 52 must be smaller than the transmission torque that the actuator device 18 can produce. In extreme cases, the transmission ratio of the transmission element 40 can reach a value of 1 or the transmission element 40 can be omitted. The second transmission unit 56 can be optionally installed, especially with Figure 7 and Figure 8 The implementation methods shown are equivalent.

[0116] List of reference numerals

[0117] 1. Driving mechanism

[0118] 2 body

[0119] 3. First wheel suspension

[0120] 4 wheels

[0121] 5. Vehicle lateral direction

[0122] 6. Second wheel suspension

[0123] 7. Second wheel

[0124] 8. Wheel rotation axis

[0125] 9 wheel brackets

[0126] 10 First wheel guide rod

[0127] 11 Second wheel guide rod

[0128] 12 stabilizers

[0129] 13 First Torsion Bar

[0130] 14 Second Torsion Bar

[0131] 15 First member

[0132] 16 Second member

[0133] 17 Torsion bar rotation axis

[0134] 18 actuator devices

[0135] 19 First Axis

[0136] 20 Second Axis

[0137] 21 First axis of rotation

[0138] 22 Second axis of rotation

[0139] 23 First coupling point

[0140] 24 Second coupling point

[0141] 25 Transmission device

[0142] 26 First Round

[0143] 27 Second Round

[0144] 28 Third Round

[0145] 29 Fourth Round

[0146] 30 First Clutch

[0147] 30a First Clutch First Clutch Component

[0148] 30b First clutch second clutch component

[0149] 31 Second Clutch

[0150] 31a The first clutch component of the second clutch

[0151] 31b Second clutch second clutch component

[0152] 32 First Operating State

[0153] 33 Second Operating State

[0154] 34 First rotation direction

[0155] 34a First Arrow

[0156] 34b Second Arrow

[0157] 34c Fifth Arrow

[0158] 34d Seventh Arrow

[0159] 35 Second rotation direction

[0160] 35a Third Arrow

[0161] 35b Fourth Arrow

[0162] 35c Eighth Arrow

[0163] 35d tenth arrow

[0164] 36 axis of rotation

[0165] 37 Third Axis

[0166] 38 drive unit

[0167] 39 motor

[0168] 40 transmission components

[0169] 41 bevel gears

[0170] 42 bridge frame

[0171] 43 Bevel gear rotation axis

[0172] 44. The engagement state of the first clutch

[0173] 45. First clutch open state

[0174] 46. ​​The closed state of the second clutch

[0175] 47. The open state of the second clutch

[0176] 49 First Switching State

[0177] 50 Second Switching State

[0178] 51 Sixth Arrow

[0179] 52 Third Clutch

[0180] 52a Third Clutch First Clutch Component

[0181] 52b Third Clutch Second Clutch Component

[0182] 53. The closed state of the third clutch

[0183] 54. The open state of the third clutch

[0184] 55 bevel gear rotation axis

[0185] 55a Ninth Arrow

[0186] 56 Second Transmission Device

[0187] 57 Fifth Round

[0188] 58 Round 6

[0189] 59 Seventh Round

[0190] 60 Eighth Round

[0191] 61 Fourth Clutch

[0192] 62 Fifth Clutch

[0193] 63 Fourth Axis

[0194] 64 bridge frame

[0195] 65. The engagement state of the fourth clutch

[0196] 66. The fourth clutch is in the open state.

[0197] 67. The closed state of the fifth clutch

[0198] 68. The open state of the fifth clutch

[0199] 69 Third Switching State

[0200] 70 Fourth Switching State

[0201] 71 Holding device

[0202] 72 Fifth Switching State

[0203] 73 Housing Components

[0204] 74 Lateral Arm

[0205] 75 Second transmission element

[0206] 76 Third transmission element

Claims

1. An actuator device (18) for a stabilizer (12) of a motor vehicle, the actuator device comprising: A first shaft (19) rotatably supported about a first axis of rotation (21), the first shaft having a first coupling point (23), the first shaft (19) being able to be coupled via the first coupling point to a first torsion bar (13) of the stabilizer (12), the first torsion bar being assigned to a first wheel (4) of the vehicle; and a second shaft (20) rotatably supported about a second axis of rotation (22), the second shaft having a second coupling point (24), the second shaft (20) being able to be coupled via the second coupling point to a second torsion bar (14) of the stabilizer (12), the second torsion bar being assigned to a second wheel (7) of the vehicle spaced apart from the first wheel (4) in the lateral direction (5) of the vehicle. The shafts (19, 20) are coupled to each other by at least one transmission device (25), the transmission device having a plurality of wheels (26, 27, 28, 29) and at least two clutches (30, 31), wherein, in a first operating state (32), the shafts (26, 27, 28, 29) are capable of rotating about the shaft rotation axis (21, 22) in opposite rotational directions (34, 38), and in a second operating state (33), the shafts (26, 27, 28, 29) are capable of rotating about the shaft rotation axis (21, 22) in the same rotational direction (34).

2. The actuator device (18) according to claim 1, characterized in that, A motor (39) is provided, by means of which the shafts (26, 27, 28, 29) can be driven.

3. The actuator device according to claim 1 or 2, characterized in that, The actuator device (18) can selectively achieve the bouncing, pitching or rolling motion of the vehicle.

4. The actuator device (18) according to any one of the preceding claims, characterized in that, The first wheel (26) and the second wheel (27) of the transmission device (25) are arranged coaxially with each other and rotatably supported about the axis of rotation (36).

5. The actuator device (18) according to claims 2 and 4, characterized in that, The first shaft (19) and the first wheel (26) can be driven in opposite rotational directions (34, 35) by means of the motor (39).

6. The actuator device (18) according to claim 4 or 5, characterized in that, The third wheel (28) and the fourth wheel (29) of the transmission device (25) are respectively constructed as corresponding bevel gears (41), wherein the first wheel (26) and the second wheel (27) are coupled to each other by the bevel gears (41) and the transmission device (25) has at least one bridge frame (42) arranged coaxially with the first wheel (26) and the second wheel (27), and the bevel gears (41) are rotatably supported on the bridge frame about the corresponding bevel gear rotation axis (43) extending perpendicular to the rotation axis (36) of the corresponding bevel gear (41).

7. The actuator device (18) according to any one of claims 4 to 6, characterized in that, The first wheel (26) and the second shaft (20) can be coupled to each other and decoupled from each other by means of the first clutch (30) in the clutch.

8. The actuator device (18) according to claim 7, characterized in that, The second wheel (27) and the second shaft (20) are coupled to each other in the closed state (46) of the second clutch (31) by means of the second clutch (31) in the clutch and decoupled from each other in the open state (47) of the second clutch (31).

9. The actuator device (18) according to claim 7 of claim 6, characterized in that, The bridge (42) is coupled at least indirectly to the vehicle body (2) by means of the second clutch (31) in the closed state (46) of the second clutch (31) and is decoupled from the vehicle body (2) in the open state (47) of the second clutch (31).

10. The actuator device (18) according to claim 8 or 9, characterized in that, - In the first operating state (32), the transmission device (25) is in a first switching state (49), in which the first clutch (30) is closed, thereby coupling the first wheel (26) and the second shaft (20) to each other by means of the first clutch (30), and the second clutch (31) is open, and / or - In the second operating state (32), the transmission device (25) is in the second switching state (50), in which the first clutch (30) is open, thereby the first wheel (26) and the second shaft (20) are decoupled from each other by means of the first clutch (30), and the second clutch (31) is closed.

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