Stabilizer for a chassis axle of a vehicle and vehicle with such a stabilizer

Abstract

The invention relates to a stabilizer (1) for a chassis axle (5) of a vehicle, comprising a torsion bar (2), two legs (4), and a switchable coupling unit (8), wherein the legs (4) are arranged on both sides of the torsion bar (2) and are non-rotatably connected to the chassis axle (5), and the coupling unit (8) is non-rotatably connected to the torsion bar (2) at one side. According to the invention, the switchable coupling unit (8) is non-rotatably connected at its other side to a transmission element (9), wherein the transmission element (9) is non-rotatably connected to one leg (4) and / or the transmission element (9) is non-rotatably connected to the torsion bar (2) at a distance from the coupling unit (8).

Description

[0001] The invention relates to a stabilizer for a chassis axle according to the preamble of claim 1.

[0002] The invention further relates to a vehicle, in particular a motor vehicle, with at least two chassis axles, wherein at least one of the chassis axles is assigned a stabilizer.

[0003] Such a stabilizer is known, for example, from DE 10 2012 010 119 A1.

[0004] A stabilizer bar consists of a torsion bar that connects the two wheels of a suspension axle. It is ineffective when both wheels compress simultaneously, as the torsion bar does not twist. However, when only one wheel compresses, a torsional moment acts on the stabilizer bar, which, depending on the torsional stiffness of the torsion bar, is at least partially transmitted to the other wheel. In this way, a stabilizer bar prevents or reduces the transmission of roll movements caused by road conditions and originating from the wheels to the vehicle body. Such roll movements occur particularly in curves or on uneven road surfaces.

[0005] One-piece stabilizer bars are dimensioned and made of materials designed for a predetermined spring rate, meaning they can only absorb torsional forces up to a certain order of magnitude and generate corresponding counterforces. As a result, they react either too softly or too harshly to varying loads, negatively impacting ride comfort. One-piece stabilizer bars are therefore well-suited for on-road use. However, due to the higher torsional loads, they are unsuitable for vehicles designed for off-road use.

[0006] In motorsport, stabilizers are used that have adjustable stiffness. This allows the vehicle's handling characteristics to be optimized for the specific track. A stiffer setting on just one stabilizer shifts the grip towards the opposite axle. Oversteer, for example, can be corrected by a stiffer setting on the front axle or a softer setting on the rear axle.

[0007] An adjustable stabilizer is described, for example, in German patent application DE 10 2009 047 123 A1. The stabilizer comprises two stabilizer sections, each assigned to a wheel suspension on the left and right sides of the vehicle, respectively, sharing a common axle. An actuator is arranged between the stabilizer sections to generate relative movement, thereby influencing the vehicle's handling. Adjusting the stabilizer sections, particularly by rotating them relative to each other, affects the preload and, if necessary, alters the spring stiffness.

[0008] Furthermore, the publication DE 10 2005 013 769 A1 discloses an actuator for a split stabilizer of a motor vehicle. This actuator consists of a switchable clutch unit with an outer rotating part that is non-rotatably connected on one side to a stabilizer section, with an inner rotating part that is non-rotatably connected on the other side to another stabilizer section, and with a locking piston that locks the outer and inner rotating parts non-rotatably in one position and opens them in another position for a predetermined radial rotation.

[0009] Actuators known from the prior art are typically located in the center of the stabilizer's torsional area. This position is chosen because the operating load is lowest there during alternating suspension action. However, space is often limited in this area on vehicles because other components are located very close to the stabilizer. Frequently, the torsional area even has to be bent from an ideal, straight path due to space constraints, for example, to make room for other components.

[0010] Against this background, the invention aims to further develop the state of the art and, in particular, to create a way to make the use of a stabilizer more flexible.

[0011] This problem is solved by a device according to the features of claim 1. This problem is also solved by a device according to the features of claim 5. The dependent claims relate to particularly advantageous further developments of the invention.

[0012] According to the invention, the transmission element is optionally or additionally connected to the torsion bar in a rotationally fixed manner at a distance from the coupling unit.

[0013] By controlling the switchable clutch unit, it is possible to select and actively influence the spring rate of the stabilizer, i.e. its stiffness or hardness, depending on the current driving situation.

[0014] The coupling unit can be designed as a simple positive-locking disconnect coupling with only two switching states: engaged (also referred to as closed) and disengaged (also referred to as open). Alternatively or additionally, the coupling unit can also be based on the frictional locking principle. According to a further development of the invention, the coupling unit allows stepless adjustment of the torque transmitted between the coupling sides.

[0015] The arrangement of the coupling unit between the torsion bar and the arm allows the stabilizer to be designed very slimly in the middle. This leaves more space for other vehicle components. However, if only one coupling unit is positioned eccentrically in the stabilizer, for example on one arm, then, with the coupling unit open on the other arm (not connected to the coupling unit), the bearing elements of the torsion bar can still exhibit a spring rate that influences the reciprocal deflection.

[0016] Preferably, a switchable coupling unit is arranged on each of the legs. These two coupling units engage the legs with the torsion bar or interrupt the connection between the torsion bar and the legs. In principle, the two coupling units can be controlled simultaneously; however, it has proven advantageous for the coupling units assigned to the legs to be switchable independently of each other. This enables individual control scenarios adapted to specific driving situations.

[0017] It is advantageous to design the coupling units connected to the legs as shaft-hub connections, where the torsion bar is the shaft and the legs are rotationally fixed to the hub, which is arranged concentrically on the shaft. This results in an extremely space-saving design for this coupling. Alternatively, the torsion bar can also have hubs at its ends in which shaft sections of the legs are arranged.

[0018] According to the invention, the transmission element is connected to the torsion bar in a rotationally fixed manner at a distance from the coupling unit. This makes it possible to switch the torsion rate by coupling the transmission element to the torsion bar as an additional component for absorbing torques.

[0019] In one embodiment, the transmission element consists of a bending rod that is rotationally fixed to the torsion bar on one side and directly connected to the coupling unit on the other, or indirectly connected to the coupling unit, for example, via an interposed pendulum rod. When the coupling unit is closed, the combined spring rate or torsional force of the torsion bar and the transmission element acts upon mutual deflection. This combined force is greater than the spring rate of the torsion bar alone when the coupling unit is open. The use of a pendulum rod has the advantage of preventing binding and stress peaks when the coupling unit is closed, which would otherwise place unnecessary strain on the components involved. The coupling unit is preferably designed as a shaft-hub connection.In a special further development, part of the transmission element, in particular the bending rod, is arranged parallel to the torsion rod.

[0020] In another embodiment of the invention, the entire transmission element is arranged parallel to the torsion bar. Here, the transmission element and torsion bar are arranged concentrically to each other, with the transmission element preferably being designed as a tubular body enclosing the torsion bar. The transmission element is fixedly connected at one end to the torsion bar and at the other end to the coupling unit. When the coupling unit is closed, the combined torsion rate of the torsion bar and the transmission element acts upon mutual deflection, and this rate is greater than the torsion rate of the torsion bar alone when the coupling unit is open.

[0021] It is advantageous that the torsion bar consists of two parts, with the switchable coupling unit being rotationally fixed to one part of the torsion bar and to the other part. In addition to the ability to switch the stabilizer on and off, the use of a continuously variable coupling unit allows for a corresponding preselection of the torsion bar's spring rate.

[0022] The combination of a multi-part torsion bar with at least one additional coupling unit connecting the torsion bar to a transmission element and / or a leg has proven particularly advantageous. This makes it possible, even with just two simple disconnect couplings, to create a stabilizer adjustable to four different spring rates, both between the torsion bar and the transmission element, and between the torsion bar sections.

[0023] A particularly practical improvement is the integration of a coupling unit or actuator for connecting the two parts of a torsion bar within the transmission element, which is designed as a tubular body. Since the other coupling unit, connecting the transmission element and the torsion bar, can also be located within the tubular body, it is possible to protect it from external influences such as dirt or damage by means of the outer tubular body. Furthermore, the two coupling units are preferably arranged axially side by side within the tubular body, so that the tubular body has a uniform, relatively small outer diameter and does not waste unnecessary space internally.

[0024] The coupling unit, particularly in the case of a transmission element designed as a tubular body, is preferably a disconnect coupling comprising an internally or externally toothed gear that is displaceable along an axis.

[0025] The clutch unit is switched, for example, by electrical, mechanical, hydraulic and / or pneumatic control.

[0026] It is advantageous that the torsion bar is held to the vehicle by two bearing elements, with the two bearing elements being arranged between the arms and / or at least a coupling unit being arranged between the bearing elements. This arrangement of the bearing elements protects the torsion bar and also the stabilizer elements arranged between the bearing elements from lateral forces from the arms. Any lateral forces transmitted from the axle to the arms are transferred by the bearing elements to the vehicle body. However, the bearing elements allow rotation of the torsion bar and, in a particular embodiment, also translation of the torsion bar in the axial direction within narrow limits.

[0027] The problem is further solved with a vehicle according to the preamble of claim 8. According to the invention, the vehicle comprises a stabilizer according to at least one of the features mentioned above.

[0028] The invention allows for numerous embodiments. To further illustrate its basic principle, some of these are shown in the drawing and described below. This shows in Fig. 1 a schematic representation of a first embodiment of a stabilizer with two coupling units in the open position; Fig. 2 a schematic representation of a first embodiment of the stabilizer with two coupling units in the closed position; Fig. 3 a schematic representation of a second embodiment of the stabilizer; Fig. 4 a schematic representation of a third embodiment of the stabilizer; Fig. 5 a schematic representation of a fourth embodiment of the stabilizer; Fig. 6 a schematic representation of a vehicle.

[0029] The Fig. 1 and Fig. Figure 2 shows a first embodiment of a stabilizer 1 according to the invention. In this stabilizer 1, a coupling unit 3 is provided at each end of a torsion bar 2. Each of the coupling units 3 is rotationally fixed to the torsion bar 2 on one side and to a leg 4 on the other. In the Fig. In the open position of the coupling units 3 shown in Figure 1, the legs 4 are not connected to the torsion bar 2. In this state, no torsional moment would counteract a unilateral or alternating deflection of a chassis axle 5. The torsional rate C0 of the stabilizer 1 would be zero (C0 = 0). Fig. Figure 2 shows the stabilizer 1 in a state where both coupling units 3 are closed. The two arms 4 are now rotationally fixed to the torsion bar 2. The torsion rate C now acts on any unilateral or alternating deflection of the chassis axle 5. T of the torsion bar 2. The torsion rate C1 of the stabilizer 1 corresponds to the torsion rate of the torsion bar 2 (C1 = C). T ) and is greater than zero (C1 > 0). The torsion bar 2 is connected to the in by two bearing elements 6. Fig. The vehicle 7 shown in Figure 6 is held in place. The bearing elements 6 are arranged between the legs 4.

[0030] Fig. Figure 3 shows a second embodiment of the stabilizer 1. In this stabilizer 1 as well, the torsion bar 2 is attached to the [unclear] by two bearing elements 6. Fig. The vehicle 7 shown in Figure 6 is held in place by a coupling unit 8. This coupling unit is arranged between the bearing elements 6 and is connected on one side to the torsion bar 2 and on the other side to a transmission element 9. The transmission element 9 consists of a bending bar 10, one end of which is fixedly connected to the torsion bar 2 at a distance 11 from the coupling unit 8. At the other end of the bending bar 10, the transmission element 9 has a pendulum rod 12, which connects the bending bar 10 to the coupling unit 8. The coupling unit 8 is shown in the open position. The coupling unit 8 consists of an externally toothed gear 13 attached to the torsion bar 2 and an internally toothed gear 15 that is movable 14 along the torsion bar 2. In the closed position of the coupling unit 8 (not shown), the gear 15 is displaced 14 so that it engages with the other gear 13.Then the transmission element 9 is connected to the torsion bar 2 on both sides. In the open position of the coupling unit 8, only the torsion rate C acts on a unilateral or alternating deflection of the chassis axle 5. T of the torsion bar 2. The torsion rate C1 of the stabilizer 1 corresponds to the torsion rate of the torsion bar 2 (C1 = C). T ) and is greater than zero (C1 > 0). The transmission element 9 rotates freely with the torsion bar 2. In the closed position of the coupling unit 8, a unilateral or alternating deflection of the chassis axle 5 results in the torsion rate C. T of the torsion bar 2 and additionally the bending and torsion rate C Ü of the transmission element 9. The torsion rate C3 of the stabilizer 1 now comprises two summing torsion rates (C3 = C). T + C Ü) and is therefore greater than the torsion rate C1 of the stabilizer 1 when the coupling unit 8 is in the open position (C3 > C1). Thus, by using the switchable coupling unit 8 with the transmission element 9, two different torsion rates (C1, C3) can be selected.

[0031] Fig. Figure 4 shows a third embodiment of the stabilizer 1. In this stabilizer 1, the transmission element 9 consists of a tubular body 16. The tubular body 16 is rotationally fixed to the torsion bar 2 on one side and to the coupling unit 8 on the other. The coupling unit 8 is shown in the open position. The coupling unit 8 consists of an externally toothed gear 15, which is axially movable 14 on the torsion bar 2, and an internally toothed gear 13, which is fixedly connected to the transmission element 9. In the closed position of the coupling unit 8 (not shown), the gear 15 is displaced 14 so that it engages with the other gear 13. In this position, the transmission element 9 is connected to the torsion bar 2 on both sides. In the open position of the coupling unit 8, only the torsion rate C acts on any unilateral or alternating deflection of the chassis axle 5. Tof the torsion bar 2. The torsion rate C1 of the stabilizer 1 is greater than zero (C1 > 0). The transmission element 9 rotates freely with the torsion bar 2. In the closed position of the coupling unit 8, the torsion rate C acts against any unilateral or lateral deflection of the chassis axle 5. T of the torsion bar 2 and additionally the torsion rate C Ü of the transmission element 9 opposite (C3 = C T + C Ü The torsion rate C3 of the stabilizer 1 is greater than the torsion rate C1 (C3 > C4). Thus, by using the switchable coupling unit 8 with the transmission element 9, two different torsion rates (C1, C3) can be selected.

[0032] Fig. Figure 5 shows a fourth embodiment of the stabilizer 1. In this stabilizer 1, the transmission element 9 is identical to the one shown in Fig. Figure 4 shows the third embodiment of the stabilizer 1. However, the torsion bar 2 is divided into two parts 17, 18. The transmission element 9 is rotationally fixed to one part 17 of the torsion bar 2. The transmission element 9 can also be connected to the other part 18 of the torsion bar 2 by means of the switchable coupling unit 8. A further coupling unit 19 is provided in the tubular body 16 of the transmission element 9. This coupling unit 19 is connected to one part 17 and to the other part 18 of the divided torsion bar 2. When both coupling units 8, 19 are in the open position, the two parts of the stabilizer 1 are completely separated. In this state, no torsional moment would counteract any unilateral or lateral deflection of a landing gear axle 5. The torsion rate C0 of the stabilizer 1 would be zero (C0 = 0).

[0033] If the coupling unit 8 of the transmission element 9 is in the open position and simultaneously the coupling unit 19 is in the closed position, then the two parts 17, 18 of the torsion bar 2 are connected to each other. The torsion rate C now acts against a unilateral or alternating deflection of the chassis axle 5. T of the torsion bar 2. The torsion rate C1 (C1 = C T The coefficient of rotation (C1) of stabilizer 1 is greater than zero (C1 > 0). Similarly, if the coupling unit 8 of the transmission element 9 is in the closed position and the coupling unit 19 is simultaneously in the open position, then the two parts 17, 18 of the torsion bar 2 are directly separated from each other, but connected via the transmission element 9. Only the torsion rate C now acts on a unilateral or lateral deflection of the chassis axle 5. Ü of the transmission element 9. The torsion rate C2 (C2 = C ÜThe coefficient of resistance (C) of stabilizer 1 is greater than zero (C2 > 0). Assuming that the torsional resistance of the transmission element 9 is greater than that of the torsion bar 2 (C) Ü > C T ), then the torsion rate C2 is also greater than the torsion rate C1 (C2 > C1). Finally, both coupling units 8, 19 can be in the closed position. Then the two sides of the stabilizer 1 are connected via both the torsion bar 2 and the transmission link 9. The torsion rate C then acts on a unilateral or alternating deflection of the chassis axle 5. T of the torsion bar 2 and additionally the torsion rate C Ü of the transmission element 9 opposite (C T + C Ü The combined torsion rate C3 of stabilizer 1 is greater than the individual torsion rates C T of the torsion bar 2 and C Üof the transmission element 9 (C3 = C1 + C2). Thus, by using the two switchable coupling units 8, 19 with the transmission element 9 and a split torsion bar 2, four different torsion rates (C0, C1, C2, C3) can be selected.

[0034] Fig. Figure 6 shows a vehicle 7 according to the invention with two chassis axles 5. A [missing information] is mounted on at least one of the chassis axles 5. Fig. Stabilizer 1 is arranged in positions 1 to 5. Reference symbol list 1 stabilizer 2 Torsion bars 3 coupling unit 4 legs 5 chassis axle 6 bearing element 7 vehicles 8 coupling unit 9 Transfer element 10 Bending rod 11 distance 12 Pendulum rod 13 Gear (fixed) 14 Movement 15 Gear (movable) 16 pipe bodies 17th part (torsion bar) 18th part (torsion bar) 19 Clutch unit C T Torsion rate of the torsion bar C Ü Torsion rate of the transmission element C0 Stabilizer torsion rate equal to zero C1 low stabilizer torsion rate C2 mean torsion rate of the stabilizer C3 high stabilizer torsion rate

Claims

[1] Stabilizer (1) for a chassis axle (5) of a vehicle (7), comprising a torsion bar (2), two legs (4), and a switchable coupling unit (3, 8, 19), wherein the legs (4) are arranged on both sides of the torsion bar (2) and are non-rotatably connected to the chassis axle (5), and the coupling unit (8, 19) is non-rotatably connected to the torsion bar (2) at one side, wherein the switchable coupling unit (8) is non-rotatably connected to a transmission element (9) at the other side, wherein the transmission element (9) is non-rotatably connected to a leg (4), and wherein the stabilizer (1) comprises several switchable coupling units (8, 19), characterized by , that the transmission element (9) is optionally or additionally connected to the torsion bar (2) in a rotationally fixed manner at a distance (11) from the coupling unit (8). [2] Stabiliser (1) according to claim 1, characterized by , that the transmission element (9) is arranged parallel to the torsion bar (2). [3] Stabiliser (1) according to at least one of the preceding claims, characterized by , that the transmission element (9) is designed as a tubular body (16) concentrically enclosing the torsion bar (2). [4] Stabiliser (1) according to claim 3, characterized by , that within the transmission element (9) designed as a tubular body (16) a coupling unit (19) connecting the two parts (17, 18) of a torsion bar (2) and / or an actuator for adjusting the preload in the stabilizer (1) is arranged. [5] Stabilizer (1) for a chassis axle (5) of a vehicle (7), comprising a torsion bar (2), two legs (4) and at least one switchable coupling unit (3), wherein the legs (4) are arranged on both sides of the torsion bar (2) and are non-rotatably connected to the chassis axle (5), and the coupling unit (3) is non-rotatably connected to the torsion bar (2) at one side, wherein the switchable coupling unit (3) is non-rotatably connected to a leg (4) at the other side, and wherein a switchable coupling unit (3) is arranged on each of the legs (4). [6] Stabiliser (1) according to at least one of the preceding claims, characterized by , that the clutch units (3, 8, 19) can be switched independently of each other. [7] Stabiliser (1) according to at least one of the preceding claims, characterized by, that the torsion bar (2) consists of two parts (17, 18), wherein a switchable coupling unit (19) is connected on one side to the one part (17) of the torsion bar (2) in a rotationally fixed manner and on the other side to the other part (18) of the torsion bar (2). [8] Stabiliser (1) according to at least one of the preceding claims, characterized by , that the torsion bar (2) is held on the vehicle (7) by two bearing elements (6), wherein the two bearing elements (6) are arranged between the legs (4) and / or at least one coupling unit (3, 8, 19) is arranged between the bearing elements (6).

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