Heave-roll system for influencing a vehicle chassis subjected to heave and / or roll movements

Abstract

A lift-roll system (16) for influencing a vehicle chassis (2) subjected to lifting and / or roll movements, having at least one front and one rear axle (4, 6) during vehicle operation, wherein a lift-spring system (18, 20) for influencing the lifting movements and at least one roll system (22, 24) for influencing the roll movements of the vehicle chassis (2) are provided for each vehicle axle, wherein the lift-spring system (18, 20) and the roll system (22, 24) of a vehicle axle (4, 6) of the vehicle chassis (2) are mechanically decoupled, characterized in that the roll systems (22, 24) of the vehicle axles (4, 6) are operatively connected via coupling means (26), wherein each wheel (8, 10, 12, 14) of a vehicle axle (4, 6) is assigned a wheel damper arrangement (42, 44, 46, 48).

Description

[0001] The invention relates to a heave-roll system for influencing a vehicle chassis subjected to heave and / or roll movements, having at least one front and one rear axle, during the use of a vehicle, wherein a heave-spring system for influencing the heave movements and at least one roll system for influencing the roll movements of the vehicle chassis are provided for each vehicle axle, wherein the heave-spring system and the roll system of a vehicle axle of the vehicle chassis are mechanically decoupled.

[0002] Heave-roll systems are used to influence heave and / or roll movements occurring in a vehicle during its movement. To ensure that the individual components of the heave-spring system and the roll system do not influence each other, it is already known from German patent application DE 10 2009 075 194 A1 to mechanically decouple the two systems at one axle of the vehicle chassis. This already enables independent control and reaction to heave and roll movements of the vehicle chassis.To compensate for so-called cross loads in the vehicle chassis when driving over uneven or curved road surfaces—meaning that the wheels on one diagonal axle experience higher wheel loads than the wheels on the other diagonal axle—it is already known from DE 10 2009 060 463 A1 that the roll systems of the two vehicle axles are operatively connected via coupling means. Both described roll-to-steer systems already ensure very good coordination and road holding of the chassis of a conventional motor vehicle. However, for vehicles subjected to extreme chassis loads, such as so-called "rock crawlers" or military vehicles, the measures of the described roll-to-steer systems proved insufficient.

[0003] The object of the invention is therefore to avoid the disadvantage described above in a simple and cost-effective way.

[0004] This problem was solved by connecting the roll systems of the vehicle axles via coupling devices, with each wheel of a vehicle axle assigned a wheel-damper assembly. It has been found that such a roll-helix system is exceptionally well-suited for extreme off-road driving, where individual wheels of a vehicle axle are subjected to extreme heaving and rolling loads. Naturally, each wheel-damper assembly can also incorporate an additional spring.

[0005] In a particularly advantageous embodiment, more than two vehicle axles are provided, with the successive axles being connected via an intermediate rocker arm. Such an embodiment is particularly suitable for off-road vehicles (e.g., construction vehicles or military vehicles).

[0006] Advantageously, at least one roll control system is provided per vehicle axle, wherein the roll control systems are operatively interconnected via the coupling means such that a roll movement at the front axle causes an opposite roll movement at the rear axle and vice versa. In a first embodiment, the coupling means are designed as hydraulic connecting lines.

[0007] In a second particularly advantageous embodiment, the coupling means are designed as a connecting rod assembly with at least one connecting rod. The at least one connecting rod can be connected to the respective roll control system and an axle link via a coupling lever. In order to make optimal use of the available installation space, several connecting rods of the connecting rod assembly can be coupled to each other via cam guides.

[0008] The invention is explained in more detail with reference to a drawing, which shows: Fig. 1 a perspective view of a vehicle chassis with two vehicle axles, and Fig. 2 a detailed view of the front vehicle axle Fig. 1.

[0009] Fig. Figure 1 shows a schematic representation of a vehicle chassis 2 of a vehicle not shown in further detail. The vehicle has a front axle 4 and a rear axle 6 of which, for the sake of clarity, only attachments are shown in the present embodiment. Each of the vehicle axles has four wheels in a known manner. 8 , 10 , 12 , 14 To now account for the various lifting and tilting movements of the wheels 8 , 10 , 12 , 14to compensate particularly effectively, so that the vehicle maintains good suspension tuning even under the most difficult terrain conditions. 2 learns, is a lift-roll system according to the invention. 16 This is provided for each vehicle axle. 4 , 6 a lifting spring system 18 , 20 and each a roll control system 22 , 24 assigned. These systems 18 , 20 , 22 , 24 are in connection with Fig. 2 explained in more detail. The two roll systems 22 , 24 are via coupling means 26 in a functional relationship. The coupling agents 26 In the present embodiment, they are designed as a connecting rod arrangement, the three connecting rods 28 , 30 , 32 features, which include corresponding guided tours of the backstage area. 34 , 36 They are mechanically coupled to each other. The connecting rods 28 ,30 , 32 They can also be designed as springs, dampers, or spring-damper combinations themselves, and consequently influence roll movements. The connecting rods 28 , 32 are at their backstage tours 34 , 36 opposite end each with a coupling lever assembly 38 , 40 connected. By means of the connecting rod arrangement designed in this way. 26 This is how the mechanical coupling of the respective roll systems is achieved. 22 , 24 . The wheels 8 , 10 , 12 , 14 These are known wheel-damper arrangements for optimal damping of locally occurring lifting movements. 42 , 44 , 46 , 48 assigned.

[0010] Fig. Figure 2 now shows the front axle in a schematic, perspective view. 4 The lifting spring system 20It essentially consists of an additionally arranged shock absorber. 50 and a lifting spring 52 which are connected to the axle links in the known manner 54 , 56 are connected. This has a particular impact on the vehicle axle. 4 The system compensates for the resulting lifting movements. 22 It essentially features a seesaw. 58 which also attach to the wheel suspension in a known manner 54 , 56 the wheels 8 , 10 supports itself and in this way rests on the front axle 4 acting rocking movements on the coupling lever mechanism 38 transfers.

[0011] The coupling lever assembly is also clearly visible in this detailed view. 38 , which is articulated in the coupling lever mechanism 38 mounted rocker 58 and one pole each 60 , 62 on the axle links 54 , 56supported. The wheel damper arrangements can also be seen here. 42 , 44 with the additional springs.

[0012] For vehicles with more than two axles, the roll control systems of each pair of consecutive axles can be additionally interconnected via an intermediate rocker arm. The connecting rod assembly can then act on the intermediate rocker arm via a further connecting lever. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 102009075194 A1

[0002] DE 102009060463 A1

[0002]

Claims

[1] A lift-roll system (16) for influencing a vehicle chassis (2) subjected to lift and / or roll movements, having at least one front and one rear axle (4, 6) during the use of a vehicle, wherein a lift-spring system (18, 20) for influencing the lift movements and at least one roll system (22, 24) for influencing the roll movements of the vehicle chassis (2) are provided for each vehicle axle, wherein the lift-spring system (18, 20) and the roll system (22, 24) of a vehicle axle (4, 6) of the vehicle chassis (2) are mechanically decoupled, characterized by , that the roll systems (22, 24) of the vehicle axles (4, 6) are operatively connected via coupling means (26), wherein each wheel (8, 10, 12, 14) of a vehicle axle (4, 6) is assigned a wheel damper arrangement (42, 44, 46, 48). [2] Heave-roll system (16) according to claim 1, characterized by, that more than two vehicle axles (4, 6) are provided, wherein the roll systems (22, 24) of each of two successive vehicle axles (4, 6) are additionally connected via an intermediate rocker element. [3] Lift-roll system (16) according to claim 1 or 2, characterized by , that at least one roll damper (58) is provided per vehicle axle (4, 6), wherein the roll systems are operatively connected via the coupling means (26) such that a roll movement on the front axle (4) causes an opposite roll movement on the rear axle (6) and vice versa. [4] Heave-tilt system (16) according to one of claims 1-3, characterized by , that the coupling means (26) are designed as a hydraulic connecting line. [5] Heave-roll system (16) according to one of claims 1-3, characterized by , that the coupling means (26) are designed as a connecting rod arrangement with at least one connecting rod (28, 30, 32). [6] Lift-roll system (16) according to claim 4, characterized by , that the at least one connecting rod (28, 32) is connected via a connecting lever assembly (38, 40) to the respective roll system (22, 24) and the axle links (54, 56). [7] Lift-roll system (16) according to claim 4 or 5, characterized by , that several connecting rods (28, 30, 32) of the connecting rod arrangement (26) are each coupled to each other via cam guides (34, 36).

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