Built-in automotive stabilizer

Abstract

Constructed stabilizer (5) for a motor vehicle, for coupling two wheels of a vehicle axle line, with a first stabilizer part (1) assigned to one wheel and with a second stabilizer part (2) assigned to the other wheel, as well as with a stabilizer back (3) coupling the stabilizer parts (1, 2) with a device for adjusting the spring rate of the stabilizer (5), wherein this can be adjusted by changing a section moment and / or an effective torsional length of the stabilizer back (3), by means of at least two elements forming the stabilizer back (3), which are axially displaceable relative to each other for adjusting the spring rate and which can be fixed in one of different positions relative to each other for the operation of the stabilizer (5), characterized in that the elements forming the stabilizer back (3) comprise three coaxially nested, axially displaceableThe profile bars (7, 8, 8', 9) are connected to each other in a circumferentially positive-locking manner, by means of which the section modulus against torsion and / or the effective torsional length of the stabilizer back (3) can be changed by means of an inner profile bar (7) with an outer profile, which is connected to the first and second stabilizer parts (1, 2) at least in a torque-resistant manner, two middle profile bars (8, 8') with inner and outer profiles are axially displaceable in an outer profile bar (9) with an inner profile between the outer (9) and inner profile bars (7) by means of an adjusting drive (6).

Description

[0001] The invention relates to a built-up motor vehicle stabilizer with the possibility of adjusting its spring rate according to the preamble of the first claim.

[0002] It is already known to divide a vehicle stabilizer into a first stabilizer half, associated with the suspension of the left wheel of a vehicle axle, and a second stabilizer half, associated with the suspension of the right wheel of the same axle. If these stabilizer halves are rotatable relative to each other about their common longitudinal axis, significantly increased roll stability can be achieved compared to chassis with a one-piece stabilizer, provided a suitable actuator is provided between the two stabilizer halves. This actuator, controlled appropriately, rotates the stabilizer halves relative to each other as needed. In a state-of-the-art electric actuator, very high torques can occur, which are essentially only resisted by the inertia of the electric motor.At the same time, the actuator can apply desired torques to both stabilizer halves, which are connected by it, in order to twist the stabilizer halves towards each other in a targeted manner, thus generating a desired stabilizer torque, which then, for example, prevents the vehicle body from rolling.

[0003] German patent DE 198 46 275 A1 describes such a split stabilizer bar with an integrated electric actuator for roll control. During strong impacts caused by potholes, speed bumps, or transverse grooves, the resulting rotational accelerations at the motor are so high that it momentarily locks up due to its inertia, thus generating very high torques. To ensure operational reliability in these situations, all torque-transmitting parts of the actuator must be designed to be correspondingly robust. The disadvantages of this design are the weight, cost, and installation space required. Additionally, a stronger stabilizer bar half leads to an increase in the stabilizer bar's stiffness. The resulting increase in high-frequency roll copying then negatively impacts comfort, even though it is possible to adjust the spring rate with this stabilizer bar.

[0004] Driving dynamics testing of vehicles with conventional stabilizers without actuators is achieved using a modular system of stabilizers with different spring rates. This means that a conventional stabilizer always has only one defined spring rate. This rate is determined by the specific dimensions of the stabilizer diameter, wall thickness, and stabilizer bearing. To achieve optimal driving dynamics, comfort, and traction in conjunction with all other vertically dynamic components, stabilizers with different spring rates are installed and validated during testing. This requires the complex process of removing and installing the components.

[0005] US 2003 / 0168820A1 describes another stabilizer for motor vehicles, configured to couple two wheels of a vehicle axle line.

[0006] The object of the invention is to provide a stabilizer for a motor vehicle, in particular for use in driving tests, in which different spring rates can be set by means of a mechanical adjusting device.

[0007] The problem is solved by the features of the first claim. Preferred embodiments of the invention are described in the dependent claims.

[0008] According to the invention, a built-up stabilizer for a motor vehicle, for coupling two wheels of a vehicle axle, with a first stabilizer part assigned to one wheel and with a second stabilizer part assigned to the other wheel, as well as with a stabilizer back coupling the stabilizer parts with a device for adjusting the spring rate of the stabilizer, characterized in that this can be adjusted by changing a resistance moment and / or an effective torsional length of the stabilizer back, by means of at least two elements forming the stabilizer back, which are axially displaceable from one another for adjusting the spring rate and which can be fixed in one of different positions relative to each other for operating the stabilizer.The elements forming the stabilizer back are three coaxially nested, axially displaceable profile bars connected to each other in the circumferential direction by means of a positive locking mechanism, for example interlocking profile bars, by means of which the section modulus against torsion and / or the effective torsional length of the stabilizer back can be changed by means of an adjustment device on an inner profile bar with an outer profile, which is connected to the first and second stabilizer parts in a torque-resistant manner, two middle profile bars with inner and outer profiles which are axially displaceable between the outer and inner profile bars by means of an adjustment device in an outer profile bar with an inner profile.

[0009] In this way, a defined range of spring rates is achieved in a stabilizer bar using a mechanical adjusting device. This is accomplished by movable profiles on the stabilizer bar's back, which transmit the applied torque. The advantage of this geometry lies in the wide range of possible spring rates achievable for the stabilizer bar. With a suitable geometric design, it is possible to create a complete tuning system. This eliminates the need to change stabilizer bars during road tests, saving on setup costs and time. It is particularly advantageous if the profile bars have multi-groove and / or serrated and / or polygon profiles.

[0010] A preferred embodiment of the invention is described in more detail in the following description and the accompanying drawing. The drawing shows: Fig. 1: A spatial view of a stabilizer according to the invention for a motor vehicle, Fig. 2: a partial longitudinal section of the stabilizer in the embodiment according to Fig. 1 and Fig. 3: a cross-section of the stabilizer in the embodiment according to Fig. 1.

[0011] A built stabilizer 5 for a motor vehicle (not shown), for coupling two wheels (not shown) of a vehicle axle (not shown), with a first stabilizer part 1 assigned to one wheel and a second stabilizer part 2 assigned to the other wheel, as well as with a stabilizer back 3 coupling the stabilizer parts 1, 2, and with a device for adjusting the spring rate of the stabilizer 5, is shown in Fig.Figure 1 shows a manually operated adjustment device 6 for setting the spring rate of the stabilizer 5. This device changes the section modulus of the stabilizer back 3 by axially displacing concentric profile bars 7, 8, 8', 9 relative to each other, thereby moving them into different positions and fixing them in place. The two stabilizer parts 1, 2 are connected to one of the profile bars 7, 8, 8', 9 forming the stabilizer back 3 by bolted flange connections 1', 2'. The inner profile bar 7 has a multi-grooved outer profile and is connected via this connection in a torque-resistant manner.Two central profile bars 8, 8' with internal and external multi-groove profiles are mounted on the inner profile bar 7 by means of their internal profiles in a torque-resistant and axially displaceable manner. An outer profile bar 9, whose internal multi-groove profile interacts torque-resistantly with the external multi-groove profile of the central profile bars 8, 8', allows them to be moved axially apart or together on the inner profile bar 7. This movement causes them to move outwards from the center of the inner profile bar 7 in opposite directions against a restoring force of two return springs 10, 10', or back towards each other. This changes the torsional moment of the stabilizer back 3 and thus makes the spring rate of the stabilizer 5 adjustable.The manually operated adjusting drive 6 of the spring rate adjustment device, mounted in the outer profile rod 9, moves the middle profile rods 8, 8' by means of a worm drive between the outer profile rod 9 and the middle profile rods 8, 8'. For this purpose, two worm gears 11, 11' are rotatably mounted in two recesses of the outer profile rod 9. These gears mesh with an external thread 4, 4' of each middle profile rod 8, 8', and by rotating the worm gears 11, 11', move the rods apart or together axially. A locking device can fix the position of the middle profile rods 8, 8' for the operation of the vehicle by clamping the worm gears 11, 11' with an eccentric 12.The displacement of the middle profile bars 8, 8' to change the spring rate can be carried out electrically, pneumatically, magnetically or mechanically instead of manually, by means of a respective driven adjusting device, which can effect either the clamping device or the axial displacement of the profile bars 8, 8' relative to each other or both together.

[0012] The connection of the stabilizer 5 to the body or chassis, which is not shown, is carried out according to the state of the art by means of stabilizer bearings 13, 13' or connecting elements which are attached to the outer end of the first and second stabilizer part 1, 2.

[0013] The advantage of the invention lies in the ability to represent different spring rates with the stabilizer. With a suitable geometric design, it is possible to create a complete tuning kit. This eliminates the need to change different stabilizers, each with a different spring rate, during test drives, thus saving setup costs and time.

Claims

[1] Constructed stabilizer (5) for a motor vehicle, for coupling two wheels of a vehicle axle line, comprising a first stabilizer part (1) assigned to one wheel and a second stabilizer part (2) assigned to the other wheel, and a stabilizer back (3) coupling the stabilizer parts (1, 2) with a device for adjusting the spring rate of the stabilizer (5), wherein this can be adjusted by changing a section moment and / or an effective torsional length of the stabilizer back (3), by means of at least two elements forming the stabilizer back (3), which are axially displaceable relative to each other for adjusting the spring rate and which can be fixed in different positions relative to each other for the operation of the stabilizer (5), characterized by, that the elements forming the stabilizer back (3) are three coaxially nested, axially displaceable profile bars (7, 8, 8', 9) connected circumferentially by means of which the section modulus against torsion and / or the effective torsional length of the stabilizer back (3) can be changed by means of which two middle profile bars (8, 8') with inner and outer profiles are axially displaceable on an inner profile bar (7) with outer profile, which is connected to the first and second stabilizer part (1, 2) at least in a torque-resistant manner, in an outer profile bar (9) with inner profile between the outer (9) and inner profile bar (7) by means of an adjusting drive (6). [2] Constructed stabilizer (5) according to claim 1, characterized by , that the profile bars (7, 8, 8', 9) have multi-groove and / or serrated and / or polygon profiles. [3] Constructed stabilizer (5) according to any of the preceding claims, characterized by, that stabilizer bearings (13, 13') or connecting elements to the body or chassis are attached to the first and second stabilizer part (1, 2).

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