Device for attaching a stabilizer to a vehicle body and stabilizer for a motor vehicle

Abstract

Device (100) for attaching a stabilizer (200) to a vehicle body, comprising a permanent bearing unit (110) and a controllable bearing unit (120), wherein the permanent bearing unit (110) and the steerable bearing unit (120) surround the stabilizer (200), wherein the permanent storage unit (110) and the controllable storage unit (120) are arranged side by side and immediately adjacent to each other, wherein the stabilizer (200) can be permanently connected to the vehicle body via the permanent bearing unit (110), and wherein the controllable bearing unit (120) is designed to change a coupling between stabilizer (200) and vehicle body, wherein the controllable bearing unit (120) has an actuator (124) that is suitable for changing the coupling between stabilizer (200) and vehicle body, and wherein the actuator (124) is a purely mechanical actuator (124).

Description

[0001] The technology disclosed herein relates to a device for attaching a stabilizer to a vehicle body and to a stabilizer for a motor vehicle.

[0002] Stabilizers are used in vehicle construction as spring elements that contribute to improving a vehicle's road handling. The desired spring effect is achieved through the torsion of torsion bars, often round, which function as stabilizers. The central section of these bars is rotatably attached to the vehicle's body or superstructure. The ends of the stabilizer, which act as levers, are connected to the vehicle's wheel suspension, such as the control arms, via rubber elements. Typically, at least one stabilizer is fitted to each axle of a vehicle, i.e., the front and rear axles.

[0003] When one wheel on an axle is lifted, the stabilizer bar rotates, causing the other wheel on the same axle to also lift. When one wheel is lowered, the other wheel on the same axle is lowered. This process is also known as "copying" the excitation. The stabilizer bar prevents excessive body roll during cornering, which often occurs due to lateral acceleration.

[0004] The spring action of the stabilizer bar, especially at the beginning of compression or rebound, depends on the stiffness or compliance of the stabilizer bar bushings. If the stabilizer bar bushing is soft, for example, the vibration from one wheel of the axle is only transmitted to the other wheel to a limited extent (low propagation). Conversely, if the stabilizer bar bushing is hard, the vehicle structure as a whole becomes stiffer, and the vibration is transmitted to the other wheel relatively well. A hard stabilizer bar bushing thus contributes to driving safety, while a soft stabilizer bar bushing absorbs bumps on uneven sections of road more effectively.

[0005] A soft stabilizer bearing is a bearing with low radial stiffness in the direction of the vehicle body or vertical axis. In other words, the stabilizer bearing has a low spring constant or spring rate in a direction perpendicular to the axis Z of the stabilizer. Conversely, a hard stabilizer bearing is a bearing that has a comparatively high spring rate in the radial direction R. The spring rate describes the stiffness or compliance of the bearing unit in the radial direction, i.e., perpendicular to the axis Z of the stabilizer, especially in the direction of the vertical or vehicle vertical axis.

[0006] From DE 10 2010 036 626 A1, a motor vehicle body is known in which the stabilizer is enclosed by a body. The body comprises two interconnected hollow chambers, each filled with a liquid. The hollow chambers are connected to each other by channels, and the viscosity of the liquids is changed by an electromagnet.

[0007] Furthermore, DE 19510719 A1 discloses a stabilizer bearing comprising superimposed chambers filled with fluid, which are connected to each other via a connecting line with a variable flow cross-section. A switching cylinder is capable of changing the flow cross-section.

[0008] The previously known variable stabilizer bearings operate with a working fluid that is susceptible to defects such as leaks. Furthermore, it is difficult in practice to provide high-performance variable stabilizer bearings within the same installation space. Comparatively large bearing structures are required for the radial spring constants and radial spring constants that are relevant in practice.

[0009] Actuators that twist movable stabilizer sections relative to each other are also known. For example, DE 10 2005 054 798 A1 shows such an actuator. A disadvantage of such actuators is that they must be operated constantly with a comparatively high energy consumption. Furthermore, the systems are relatively complex, result in comparatively high manufacturing costs, and also require additional installation space.

[0010] US 2009 / 0140479 A1 discloses a bushing with variable compliance, comprising means for selectively varying the stiffness of the connection between the parts connected by the bushing, and is particularly suitable for vehicle suspension systems where the stiffness of the connection can be varied depending on road conditions or the like, in order to provide better handling and ride comfort.

[0011] A preferred object of the present invention is to reduce or eliminate the disadvantages of the previously known solution. This object is achieved by the subject matter of the independent claims.

[0012] The technology disclosed herein relates to a device for attaching a stabilizer to a vehicle structure. Such a device for attaching a stabilizer to a vehicle structure is also generally referred to as a stabilizer bearing or stabilizer bearing assembly. The device comprises at least one second, controllable, adjustable, or switchable bearing unit and may include at least one first, permanent, or fixed bearing unit. For the sake of simplicity, the terms "permanent bearing unit" and "controllable bearing unit" are used below to refer to these bearing units. With regard to the controllable bearing unit, it should be noted that both control and regulation of the bearing unit may be provided.

[0013] The permanent bearing unit and the controllable bearing unit surround or enclose the stabilizer. The permanent bearing unit and the controllable bearing unit are arranged side by side and directly adjacent to each other in the axial direction Z of the stabilizer. Directly adjacent means that the two bearing units are abutting each other. They can be a single unit, touching, or, for example, separated by a small gap. Preferably, the gap width is less than 50 mm, more preferably less than 20 mm, and particularly preferably less than 5 mm. Preferably, the bearing base, i.e., the distance between the stabilizer bearings on the stabilizer back, is chosen to be as large as possible in order to achieve the greatest possible length of the stabilizer back (spring storage). Preferably, the parallel-connected bearing units are located as close together as possible. The permanent bearing unit and the controllable bearing unit are connected in parallel to each other.

[0014] The stabilizer can be permanently connected to the vehicle body via the permanent bearing unit. In other words, the permanent bearing unit is designed to connect or couple the stabilizer to the vehicle body directly or indirectly. Put another way, the permanent bearing unit provides a primary support for the stabilizer, continuously connecting it to the vehicle body in its mounted position with constant spring stiffness in the radial direction. The permanent bearing unit thus represents a permanent mechanical coupling designed so that it cannot be disconnected from the stabilizer bar by the control system. However, it is conceivable that in a further embodiment, the permanent bearing unit could also have a variable coupling, i.e., adjustable stiffness.

[0015] The controllable bearing unit is designed to modify, in particular establish and / or disconnect, the (further) connection or coupling between the stabilizer and the vehicle body. In other words, the controllable bearing unit comprises a variable spring rate. Preferably, the controllable bearing unit is designed to disconnect the coupling in such a way that no forces and / or moments are transmitted to the vehicle body via the controllable bearing unit.

[0016] The device for attaching a stabilizer to a vehicle body therefore represents a bearing point or a stabilizer bearing, which preferably has two bearing units connected in parallel to each other, which are advantageously arranged directly adjacent to each other, and wherein one bearing unit is designed to be selectively switchable or selectively coupled.

[0017] The device disclosed here makes it possible to provide a stabilizer bearing whose spring constant can be varied in the radial direction without requiring a constant energy supply to the stabilizer bearing. For example, if the controllable bearing unit is decoupled, no forces and / or moments are transmitted via the controllable bearing unit. The permanent bearing unit then transmits the forces and / or moments, for which, advantageously, no additional electrical or hydraulic energy needs to be supplied by the vehicle. Preferably, the two parallel bearing units can be accommodated in a comparatively small installation space.

[0018] Compared to previously known actuators that twist sections of the stabilizer against each other, the device disclosed here is comparatively simple in design. Furthermore, compared to previously known actuators, the device disclosed here may be less expensive and / or more robust.

[0019] Preferably, in the coupled state of both bearing units, the spring rate of the permanent bearing unit is (always) lower than the spring rate of the steerable bearing unit. The steerable bearing unit with its higher spring rate makes the overall stabilizer system significantly stiffer.

[0020] Furthermore, it is possible to influence the self-steering behavior of the motor vehicle within certain limits.

[0021] Preferably, the controllable bearing unit includes an actuator suitable for changing, in particular establishing or disconnecting, the coupling between the stabilizer and the vehicle body. The actuator can be actuated mechanically, hydraulically, pneumatically, or by other known means. In addition to disconnecting and coupling, intermediate stages of continuous positioning are also conceivable.

[0022] For example, the controllable bearing unit can be coupled or decoupled using a fluid. For this purpose, a sleeve filled with hydraulic fluid could be provided around the stabilizer to couple the controllable bearing unit to the stabilizer. Other hydraulically controllable bearing units are also conceivable, which could be connected in parallel to the permanent bearing unit.

[0023] The technology disclosed herein further relates to a device for attaching a stabilizer to a vehicle body with a controllable bearing unit, which includes an actuator suitable for changing the coupling between the stabilizer and the vehicle body, wherein the actuator is a purely mechanical actuator. A purely mechanical actuator is one that does not act or interact with a fluid to change the coupling. The purely mechanical actuator can, for example, achieve the spring rate of the controllable bearing unit by a mechanical movement of at least one component, without a fluid being active in the actuator to change the coupling. In particular, a purely electromechanical actuator can, for example, comprise a holding device. An actuator can comprise an electric motor. The actuator most preferably comprises a servo motor.Furthermore, the actuator can include a return spring which returns the holding device to its initial position.

[0024] In addition to the design with two parallel bearing units, a technology is also disclosed here in which only one controllable bearing unit is provided, which changes the coupling between the stabilizer and the vehicle body by means of at least one purely mechanical actuator. Compared to hydraulic actuators, there is no risk of fluid escaping from the bearing with a purely mechanical coupling. Energy consumption can also be lower. The various purely mechanical actuators of the technology disclosed here can be used in this way.

[0025] Preferably, the device comprises two or more bearing units connected in parallel, forming a stabilizer bearing. Optionally, several controllable bearing units can also be added; for example, a three-stage stabilizer bearing can be provided.

[0026] The controllable bearing unit can, for example, have at least one bearing element. The bearing element can be designed such that it is permanently in contact with the stabilizer. The bearing element can, for example, be held to the stabilizer by a material-locking and / or form-locking connection. For instance, the bearing element surrounding the stabilizer can be designed as a post-vulcanized bearing. Alternatively or additionally, the at least one bearing element can be connected to the vehicle structure, for example, to the housing of the device or to a retaining bracket.

[0027] The controllable bearing unit can include a holding device or a holding element. In a first position, the holding device can connect or couple the bearing element to the vehicle body. Preferably, in a second position, the holding device can either not connect or couple the bearing element at all or only to a limited degree. In other words, the coupling can preferably be changed via the holding device. In principle, the holding device can be any means that can variably couple the first bearing element. For example, a sleeve with a variable diameter can be arranged around the bearing element. Other types of mechanical diameter variation and / or coupling are also conceivable.

[0028] Preferably, the holding device comprises at least one toggle lever mechanism and more preferably several toggle lever mechanisms.

[0029] The holding device can comprise at least one displaceable bolt and / or a wedge, wherein the bolt or wedge couples the stabilizer to the vehicle body in a first position, and wherein the bolt or wedge does not couple the stabilizer or couples it to a lesser degree in a second position. Furthermore, the holding device preferably comprises at least one displaceable bolt that can change its coupling with the at least one bearing element by means of a displacement. The holding device can also have at least one wedge-shaped section that can change the coupling by wedging with the at least one bearing element.

[0030] Preferably, the holding device comprises clamping arms or lever arms that can be arranged concentrically around the bearing element. Furthermore, the clamping arms are preferably aligned in the first position with or against the radial direction R. In the second position, the clamping arms can also be perpendicular to the radial direction R. The radial direction R is the direction perpendicular to the longitudinal axis Z and perpendicular to the circumferential surface of the stabilizer, which is surrounded by the permanent bearing unit and / or the steerable bearing unit.

[0031] Radially extending clamping arms in the coupled position enable particularly efficient force transmission. With such a toggle lever, comparatively low clamping forces from the drive are required to clamp or couple the bearing element or bearing unit. These forces can therefore be advantageously generated by a relatively compact and cost-effective drive unit. Furthermore, such an electromechanical actuator allows for relatively quick changes to the coupling between the stabilizer and the vehicle body.

[0032] Preferably, the clamping arms are connected at their radially outer end to a ring element. The ring element is preferably arranged concentrically to the stabilizer and / or the bearing element. The ring element can be designed to rotate in or against the circumferential direction U. By rotating the ring element, the clamping arms can be moved from the first position to the second position and vice versa. Preferably, the electric drive can move the ring element continuously to a desired position. A pinion gear is particularly advantageously provided on the drive, which engages with a rack mounted on the outer circumference of the ring element. Furthermore, a return spring can be provided that returns the rack to its original position after deflection. Preferably, the ring element surrounds the clamping arms, at least partially.

[0033] Due to the relatively large diameter of the ring element, a gear stage with a high transmission ratio can be implemented using simple means. This allows for the use of a smaller motor, further optimizing installation space and manufacturing costs. Preferably, the ring element is mounted in or on the housing of the device. Advantageously, the housing can accommodate both the permanent bearing unit and the controllable bearing unit. Furthermore, the housing is preferably closed by at least one cover.

[0034] A chuck can preferably be provided at the radially inner end of each clamping arm. The chuck can, for example, have a flat friction element. The contact surface of the chuck can preferably have a concave curvature that corresponds to a convex curvature of the bearing element. In addition to this friction-fit connection between the chuck and the bearing element, it is alternatively or additionally conceivable to provide a positive fit between the chuck and the bearing element. Preferably, the chuck is pivotally connected to the clamping arm. In the first position, the chuck can rest firmly against the bearing element. In the second position, the chuck can be spaced apart from or set back from the bearing element.

[0035] Preferably, at least one bearing element is designed as a rolling bearing, particularly preferably as a needle bearing. Such a rolling bearing has the advantage that the controllable bearing unit is very stiff in the coupled state (high spring rate) without transmitting disruptive frictional forces to the stabilizer. If, for example, a rubber bearing were used, the clamping forces exerted by the chuck in the first position would cause frictional forces on the stabilizer. Furthermore, rolling bearings require comparatively little maintenance. The permanent bearing unit is preferably designed as a post-vulcanized bearing, which is bonded to the stabilizer. The targeted use of the stabilizer mounted with near-free rotation further improves the vehicle's driving dynamics, especially if the permanent bearing unit is designed as a soft vulcanized rubber bearing and the controllable bearing unit is freely rotatable.

[0036] The technology disclosed herein further relates to a stabilizer for a vehicle. The stabilizer comprises at least two devices disclosed herein for attaching the stabilizer to a vehicle body. The devices, or stabilizer mounts, are spaced apart from one another and are attached to the vehicle body, holding the stabilizer. Preferably, the stabilizer mounts are spaced 50 cm to 150 cm apart, more preferably 80 cm to 120 cm apart, and particularly preferably 60 cm to 90 cm apart.

[0037] The technology disclosed herein will now be further explained with reference to the figures, whereby the description of the figures may not be used for a restrictive interpretation of the patent claims. The figures show: Fig. 1 and Fig. 2 perspective partial views of a stabilizer 200 including stabilizer bearing 100, Fig. 3 and Fig. 4 perspective exploded views of the stabilizer bearing 100, Fig. 5 a half-cut side view of the stabilizer bearing 100, Fig. 6 a half-cut front view of a stabilizer bearing 100, Fig. 7 a cutaway side view of the stabilizer bearing 100 in the second position 125", Fig. 8 a cutaway side view of the stabilizer bearing 100 in the first position 125', Fig. 9, Fig. 10 to Fig. 11 schematic representations of the stabilizer bearing 100, Fig. 12 a schematic circuit diagram of the spring elements that describe the stabilizer 200, and Fig. 13 the corresponding spring characteristics.

[0038] Fig. Figure 1 shows a stabilizer 200, the angled end 210 of which is connected to a rubber joint (not shown). The rubber joint is connected to the wheel suspension, for example, via a stabilizer link or connecting rod. The central part of the stabilizer section shown here terminates in the stabilizer bearing 100, the housing 132 of which is connected to a vehicle body (not shown) in a retaining section 133 (see Figure 1). Fig. 3) is connected.

[0039] Fig. Figure 2 shows another view of the stabilizer 200 and the stabilizer bearing 100. The stabilizer bearing 100 shown comprises a housing 132 and a ring element 134, which here obscure the permanent bearing unit 110 and the steerable bearing unit 120. The two bearing units 110 and 120 are arranged side by side in the axial longitudinal direction Z of the stabilizer 200. Furthermore, in Fig. 2 the electric servomotor 142, which drives the ring element 134, is visible. In Fig. Figure 2 shows, for simplicity, only one half of the stabilizer 200 with a stabilizer bearing 100.

[0040] Fig. 3 and Fig. Figure 4 schematically shows the following components in the axial longitudinal direction Z: cover 136 including screws, adjusting ring or holding device 124 comprising eight clamping arms 125 including chuck 127, permanent bearing unit 110, bearing element 122, another permanent bearing unit 110, ring element 134, housing 132 including recesses 138, guides 137 and holding section 133, drive 142 including pinion, and cover 136. The controllable bearing unit 120 here comprises the bearing element 122 and the holding device 124, which is arranged concentrically to and surrounds the bearing element 122.

[0041] Fig. Figure 5 shows a section through the stabilizer bearing 100 in the area of ​​the controllable bearing unit 120. The clamping arms 125 are shown here in the second position 125". An air gap S is provided between the concave contact surface of the clamping chuck 127 and the outer circumferential surface of the bearing element 122, which is designed here as a needle bearing 110. The clamping chuck 127 and the needle bearing 122 are not mechanically coupled to each other. Thus, the stabilizer 200 is also not coupled to the vehicle body via the controllable bearing unit 120. In the second position 125", the clamping arm 125 forms a flexible stabilizer bearing 100, whose spring rate generally depends significantly on the particularly flexible permanent bearing 110. This results in a flexible connection, especially around the neutral (zero) position of the stabilizer.

[0042] Fig. Figure 6 shows a sectional longitudinal view of the stabilizer bearing 100. The permanent bearing unit 110 is designed here as a post-vulcanized bearing 110. A second post-vulcanized bearing 110 is concealed here by the ring element 134 or by the housing 132. The needle bearing 122 is laterally bounded by the post-vulcanized bearings 110, 110. A gap may also be arranged between the post-vulcanized bearings 110, 110 and the needle bearing 122. Fig. Figure 6 shows the controllable bearing unit 120 in the second position 125", in which the needle bearing 122 is not coupled or only to a small degree. Here, the chuck 127 is arranged at a distance S from the outer surface of the needle bearing 122. Consequently, the needle bearing 122 and the holding device 124 are completely decoupled.

[0043] Fig. Figure 7 shows another partial view of the stabilizer bearing 100, as already shown in the Fig. Figure 5 shows the holding device 124 being radially offset from the needle bearing 122, creating an air gap S between the needle bearing 122 and the holding device 124. The diameter D", which marks the inner diameter of the holding device 124, is larger than the outer diameter of the bearing element 122. The chucks 127 are arranged in recesses 138. In the embodiment shown here, a substantially closed inner wall with inner diameter D" is formed by the chucks 127 and the guides 137.

[0044] Fig. Figure 8 shows another cross-sectional view of the stabilizer bearing 100. Compared to the view of the Fig. 7 was in the Fig. 8 The ring element 134 is rotated circumferentially U, i.e., counterclockwise, by the drive 142. The rotation of the ring element 134 moved the clamping arms 125 from their second position 125'' to the first position 125'. When the clamping arms were in the Fig. 7 still arranged at an angle to the radial direction R, the clamping arms 125 now extend in the Fig. In the first position 125' shown in Figure 8, the chuck 127 is now connected to the needle bearing 122 in the radial direction R. The adjusting levers 125 are positioned in this first position 125'. This results in a high spring rate for the controllable bearing unit 120 and the stabilizer bearing 100, and thus a stiff bearing. A rigid connection is achieved. Around the coaxial position, the system acts as a stiff rolling bearing.

[0045] Due to the toggle lever mechanism, only a comparatively low drive torque is required to rotate the ring element 134, which generates the comparatively high clamping forces. Furthermore, it is advantageously possible to change the coupling between the needle bearing 122 and the holding device 124 relatively quickly. The housing 132, in particular the guides 137, is / are designed such that it / they guide the chucks 127 in or against the radial direction. The electromechanical actuator disclosed here is of a comparatively simple design. It is relatively robust and inexpensive to manufacture.

[0046] In the first position 125', the system locks itself due to the extended clamping arms 125. The actuator 142, for example, can only be engaged between the first position 125' and the second 125''. No additional power supply is required. The efficiency of the stabilizer bearing remains virtually unaffected or is even improved through enhanced driving dynamics. The mechanical stiffening makes the stabilizer bearing very robust and, at the same time, cost-effective to implement.

[0047] Fig. Figure 9 discloses a stabilizer bearing 100 that controllably couples the stabilizer 200 to a retaining section or retaining bracket 133. The retaining device 124 comprises at least one displaceable wedge 126, which is displaceable in the radial direction R. The wedge 126 is, for example, made of a relatively stiff material, preferably a metal. The retaining device 124 is designed to press the at least one wedge 126 into the bearing element 122. The inner surface of the bearing 122 can be connected to the stabilizer 200. The wedge 126 can, for example, be uncoupled in the second position shown here. In other words, the wedge 126 can be arranged at a distance from the receiving cone of the bearing element 122. If the wedge 126 is now moved in radial direction R towards the stabilizer 200, it presses into the bearing element 122, which can be a soft bearing element, for example a post-vulcanized bearing.This changes the coupling between holding section 133 and bearing element 122. The stiffness of the bearing element 122 itself may change, and / or the coupling may be made via the holding device 124.

[0048] The bearing element 122 can be permanently connected directly to the holding section 133, for example by lateral areas 123. However, it is also possible that the bearing 122 is not permanently connected to the holding section 133.

[0049] Fig. Figure 10 shows a stabilizer bearing 100 with a permanent bearing unit 110 and a controllable bearing unit 120. The controllable bearing unit 120 comprises a bearing element 122, which is fixedly connected to the mounting section 133 and thus to the vehicle body. A longitudinal displacement Z of the stabilizer 200 changes the coupling of the controllable bearing unit 120. In the second position shown here, the stabilizer 200 and the vehicle body or the mounting section 133 are decoupled. By axially displacing the stabilizer 200 in the Z direction, the wedge 126 is pushed under the bearing element 122. A friction-fit connection is created between the wedge element 126 and the bearing element 122, which transmits the forces and / or moments of the stabilizer. Instead of a friction-fit connection, a positive-locking connection can also be provided, for example, a spring can engage in a groove.

[0050] Fig. Figure 11 shows a stabilizer bearing 100 in which a coupling between the stabilizer 200 and the vehicle body or mounting section 133 is established by a bolt 128. The bolt 128 is shown here in its second coupled position. If the bolt 128 is moved axially, the bearing element 122 is released. The bolt 128 can be guided in a flexible bearing unit. The flexible bearing unit can also permanently connect the mounting section 133 to the stabilizer 200. Other guide configurations are also conceivable.

[0051] The Fig. 9, Fig. 10 to Fig. Figure 11 shows only the upper part. The corresponding lower part of the stabilizer bearing has been omitted. In the Fig. 9, Fig. 10 to Fig. In addition to 11 permanent storage units, 110 may also be provided.

[0052] Fig. Figure 12 shows an equivalent circuit diagram representing the spring characteristic of the stabilizer 200 revealed here. The pendulum support force F Pst,z This shows the excitation that is transmitted from the tire, via any chassis components and the joint, to a connecting section 210. The spring constant C 200 This represents the spring effect of the stabilizer 200 itself. With this spring constant C 200 The spring action of the stabilizer bearings 100 is connected in series. According to the embodiment shown here, the stabilizer 200 is connected to the vehicle body by means of two stabilizer bearings 100. Each stabilizer bearing 100 comprises a permanent bearing unit 110 with a spring constant C. 110 and a controllable bearing unit 120 with a spring constant C 120The controllable bearing units 120 can be connected to the permanent bearing units 110. The permanent bearing unit 110 and the controllable bearing unit 120 of a stabilizer bearing are connected in parallel. The two stabilizer bearings 100 themselves are also connected in parallel. The stabilizer bearings 100 are connected via retaining sections 133 with a spring constant C. HB attached to the vehicle body. The following relationship results from the equivalent circuit diagram: cges=11c200+12⋅c110+2⋅c120+12⋅cHB where: C ges the overall spring rate of the stabilizer system, C 200 the spring rate of the stabilizer (rod) 200, C 110 the spring rate of a permanent bearing unit 110 C 120 the spring rate of a controllable bearing unit 120, and C HB The spring rate of a holding section 133 is represented.

[0053] It is evident that the controllable spring rate C 120 The overall spring rate can be significantly influenced, especially if C 120 compared to C 110 assumes high values.

[0054] Fig. Figure 13 shows the spring characteristics of the stabilizer bearing 100, where S represents the excitation exerted on the stabilizer 200 by the steering input of a wheel. In other words, S describes the distance by which a wheel is deflected. The force-displacement curve shown with a dashed line represents the force-displacement curve that results when only the soft permanent bearing unit 110 supports the stabilizer 200. Particularly with a small excitation S, a very soft characteristic curve C is obtained. 110, since initially the stabilizer bearing(s) 100 themselves yield, and only a small percentage of the excitation is transmitted to the other wheel. If the controllable bearing unit 120 with the needle bearing 122 is now engaged, the resulting characteristic curve C is obtained. 110+120 , a comparatively harsh characteristic curve. Even small impulses S are transmitted by the stabilizer 200 to the other wheel without the stabilizer bearing 100 providing damping.

[0055] The description discusses the elements and units of the device primarily in the singular. However, it also includes the plural of elements and units, such as a plurality of permanent and / or controllable bearing units 110, 120 or a plurality of actuators 124, 134, 142 that interact with a plurality of bearing elements 122.

[0056] The preceding description of the present invention serves only for illustrative purposes and not to limit the invention. Various changes and modifications are possible within the scope of the invention without departing from the scope of the invention and its equivalents.

Claims

[1] Device (100) for attaching a stabilizer (200) to a vehicle body, comprising a permanent bearing unit (110) and a controllable bearing unit (120), wherein the permanent bearing unit (110) and the steerable bearing unit (120) surround the stabilizer (200), wherein the permanent storage unit (110) and the controllable storage unit (120) are arranged side by side and immediately adjacent to each other, wherein the stabilizer (200) can be permanently connected to the vehicle body via the permanent bearing unit (110), and wherein the controllable bearing unit (120) is designed to change a coupling between stabilizer (200) and vehicle body, wherein the controllable bearing unit (120) has an actuator (124) that is suitable for changing the coupling between stabilizer (200) and vehicle body, and wherein the actuator (124) is a purely mechanical actuator (124). [2] Device (100) according to claim 1, wherein the spring rate (C 110 ) of the permanent bearing unit (110) is less than the spring rate (C 120 ) of the controllable storage unit (120). [3] Device (100) according to one of the preceding claims, wherein the controllable bearing unit (120) has at least one bearing element (122), and wherein the controllable bearing unit (120) has a holding device (124), wherein the holding device (124) couples the stabilizer (200) to the vehicle body in a first position (125'), and wherein the holding device (124) does not couple the stabilizer (200) or to a lesser degree in a second position (125''). [4] Device (100) according to claim 3, wherein the holding device (124) comprises clamping arms (125) arranged concentrically around the bearing element (122). [5] Device (100) according to claim 3 or 4, wherein the clamping arms (125) are aligned in the radial direction (R) in the first position (125') and wherein the clamping arms (125) are angled to the radial direction (R) in the second position (125''). [6] Device (100) according to any one of the preceding claims 3 to 5, wherein the clamping arms (125) are connected at their radial outer end to a ring element (134), wherein the ring element (134) is rotatable, wherein by rotating the ring element (134) the clamping arms (125) can be moved from the first position (125') to the second position (125''). [7] Device (100) according to any one of the preceding claims 3 to 6, wherein the bearing element (122) is designed as a rolling bearing (122). [8] Device (100) according to any one of the preceding claims 3 to 7, wherein the holding device (124) comprises at least one movable bolt (128) or wedge (126), wherein the bolt (128) or wedge (126) couples the stabilizer (200) to the vehicle body in a first position (125'), and wherein the bolt (128) or wedge (126) does not couple the stabilizer (200) or to a lesser degree in a second position (125''). [9] Stabilizer (200) for a motor vehicle, comprising two devices (100) for attaching a stabilizer (200) to a vehicle body according to one of the preceding claims, wherein the devices (100) are spaced apart from each other and are attached to the vehicle body and hold the stabilizer (200).

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