Roll stabilization system for a vehicle

Abstract

Roll stabilization system (120) for a vehicle (100), wherein the roll stabilization system (120) has the following features: a hollow shaft (121) comprising a first support element (210) and a second support element (212), which are cylindrical and made of a laser-weldable material, and a cylindrical central element (214) which is arranged between the first support element (210) and the second support element (212) and is joined to the first support element (210) using a friction welding process and is connected to the second support element (212), wherein the central element (214) is deformable by a torque acting between the support elements (210, 212), and has a magnetostrictive material for detecting a deformation of the central element (214) using a sensor device (300); a connecting element (200) which is arranged on the first support element (210) and has a mechanical interface (202) to a wheel suspension unit of the vehicle (100); and a control unit (204) comprising a mounting section (206) designed to attach the control unit (204) to the second carrier element (212) and comprising an electronics section (208) that is inserted or can be inserted into the hollow shaft (121).

Description

[0001] The present invention relates to a roll stabilization system for a vehicle.

[0002] A motor vehicle may have an active, controlled roll stabilizer on one axle for active roll stabilization. Such a roll stabilizer is described in DE 10 2018 218 598 A1.

[0003] JP H11-333 542 A discloses a hollow shaft with a first and a second support element, which are cylindrical and made of a laser-weldable material, and a cylindrical central element. This central element is arranged between the first and second support elements and is thus friction-welded. The central element is deformable under the influence of a torque existing between the support elements. Deformation can be detected using a sensor device made of a magnetostrictive material.

[0004] Against this background, the present approach provides an improved roll stabilization system for a vehicle according to the main claim. Advantageous embodiments are described in the dependent claims and the following description.

[0005] A roll stabilization system for a vehicle according to the features of claim 1 is presented. This system has the following features: a hollow shaft comprising a first support element and a second support element, which are cylindrical and formed from a laser-weldable material, and a cylindrical central element which is arranged between the first support element and the second support element and is connected to the first support element and the second support element using a friction welding process, wherein the central element is deformable by a torque acting between the support elements, and comprises a magnetostrictive material for detecting a deformation of the central element using a sensor device; a connecting element that is arranged on the first support element and has a mechanical interface to a wheel suspension unit of the vehicle; and a control unit comprising a mounting section designed to attach the control unit to the second support element and comprising an electronics section that is inserted or insertable into the hollow shaft.

[0006] The vehicle can be, for example, a passenger car or a commercial vehicle. The hollow shaft can be arranged between two stabilizer sections as part of the vehicle's roll stabilization system. During operation of the roll stabilization system, torque can be transmitted between the stabilizer sections via the hollow shaft. This torque can cause deformation of the hollow shaft. This deformation can be detected using a sensor unit, which can optionally be located on or adjacent to the central element of the hollow shaft. The sensor unit can be designed to perform a measurement based on the principle of inverse magnetic restriction. For this purpose, it is advantageous that the central element is made of a material suitable for such a measurement. Such a material is typically not suitable for laser welding.The support elements, in turn, can be made of a material that allows for optimal connection of the hollow shaft to adjacent elements and is suitable, for example, for laser welding. Friction welding can achieve a reliable bond between the material of the central element and the material of the support elements. Advantageously, the support elements and the central element can have the same diameter, so that their outer surfaces can form a flush surface.

[0007] Furthermore, according to one embodiment, the hollow shaft can have the sensor device for detecting the deformation of the central section, wherein the sensor device can be arranged on an inner wall of the hollow shaft. Advantageously, the sensor device can be arranged on the inner wall of the central element, so that the sensor device is protected from external influences by the central element and additionally or alternatively by the hollow shaft.

[0008] According to one embodiment, the central element can be made of a different material than the first and second support elements. The first and second support elements can be made of the same material, which is advantageously weldable. The different materials of the support elements and the central element advantageously allow desired properties to be achieved for the respective element.

[0009] The roll stabilization system can advantageously be implemented in a vehicle to, for example, compensate for vehicle roll movements and additionally or alternatively measure them. Advantageously, an actuator can be controlled via the electronics section to provide torque for compensating the roll movements.

[0010] According to one embodiment, the connection element can have a through-opening. The electronic section of the control unit can have at least one plug element, which can engage in the through-opening. Advantageously, the electronic section can thus be electrically contacted through the connection element.

[0011] The invention is explained in more detail by way of example with reference to the accompanying drawings. These show: Fig. 1 a schematic representation of a vehicle 100 with a roll stabilization system according to an exemplary embodiment; Fig. 2 a schematic representation of a roll stabilization system according to an exemplary embodiment; Fig. 3 a schematic representation of an embodiment of a roll stabilization system; and Fig. 4 a flowchart of a method for manufacturing a hollow shaft according to an exemplary embodiment.

[0012] In the following description of preferred embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and having a similar effect, without repeating these elements.

[0013] Fig. Figure 1 shows a schematic representation of a vehicle 100 with a roll stabilization system 120 according to an exemplary embodiment. The vehicle 100 is, for example, a motor vehicle, in particular a passenger car. The purely schematic representation shows a section through the vehicle 100 along a vertical axis and a transverse axis of the vehicle 100. A chassis 110, for example in the area of ​​a front axle, and the roll stabilization system 120 are shown.

[0014] The roll stabilization system 120, according to the embodiment shown here, is implemented as a two-part torsion bar with a hollow shaft 121, as explained in more detail in one of the following figures, which optionally includes a drive unit 122 and a transmission unit 124, a stabilizer element 126, and a further stabilizer element 128. One end of the stabilizer element 126 is connected to a first wheel suspension element 113 of the chassis 110, which is provided for suspending a first wheel 111 of the vehicle 100, and one end of the further stabilizer element 128 is connected or coupled to a second wheel suspension element 114 of the vehicle 100, which is provided for suspending a second wheel 112 of the vehicle 100. The wheel suspension elements 113 and 114 can each be described, for example, as part of a wheel suspension unit.For example, the ends of the stabilizer elements 126, 128 are designed as arms, preferably bent or cranked in the direction of travel, which are connected to the wheel suspension elements 113, 114 by means of pivotally mounted pendulum supports 115, 116. The wheel suspension elements 113, 114 are, for example, opposing control arms of the vehicle 100. The stabilizer elements 126, 128 are each rotatably mounted to a chassis or the body of the vehicle 100 about a common axis of rotation DD by means of a mounting bearing 117. The axis of rotation DD extends, for example, along the transverse axis of the vehicle 100.

[0015] Each end of the stabilizer elements 126, 128, facing the center of the vehicle 100, is mechanically coupled to at least one drive unit 122 serving as an actuator, in particular a three-phase drive unit or another electric motor. The drive unit 122 is designed to rotate the stabilizer elements 126, 128 in opposite directions about the axis of rotation DD using the gear unit 124. This counter-rotation of the stabilizer elements 126, 128 moves the wheel suspension elements 113, 114, and the resulting stabilizing moment counteracts body roll, for example, when cornering.

[0016] A roll stabilization system for a rear axle of vehicle 100 can be designed in accordance with the roll stabilization system 120 shown here as an example for the front axle.

[0017] In order to optimally measure the torque transmitted via the hollow shaft 121, the hollow shaft 121 is designed in segments, as can be seen, for example, from the following: Fig. 2 is described in more detail.

[0018] Fig. Figure 2 shows a schematic representation of a roll stabilization system 120 according to an exemplary embodiment. The roll stabilization system 120 shown here corresponds to, or at least resembles, the one described in Figure 2. Fig. The roll stabilization system 120 described in Section 1 comprises the hollow shaft 121, a connecting element 200, and a control unit 204. The connecting element 200 has a mechanical interface 202 to at least one wheel suspension element of a wheel suspension unit, as is the case, for example, in Fig. Figure 1 shows the control unit 204, which has a mounting section 206 and an electronics section 208. The mounting section 206 is designed to attach the control unit 204 to the hollow shaft 121, more precisely to the second support element 212. The electronics section 208 can be inserted into the hollow shaft 121 and comprises at least one electrical circuit for controlling a function of the roll stabilization system 120.

[0019] The hollow shaft 121 is segmented. It comprises a first support element 210, a second support element 212, and a central element 214, each cylindrically shaped. According to one embodiment, the first support element 210 and the second support element 212 are made of a laser-weldable material. The central element 214 is arranged between the first support element 210 and the second support element 212 and is connected to them using a friction welding process. The central element 214 is deformable by a torque acting between the support elements 210 and 212 and comprises at least one magnetostrictive material, enabling the deformation to be detected via a measurement based on magnetic restriction. A sensor device attached to the hollow shaft 121 or the control unit 204 can be used for this purpose.

[0020] According to this embodiment, the hollow shaft 121 is cylindrical. The support elements 210, 212, and the central element 214 are formed as three individual parts that have been joined together to form a tube. The central element 214 is made of a different material than the first support element 210 and the second support element 212. These individual parts can be joined together, for example, by a welding process such as friction welding. Fig. 2 shown in the already connected state.

[0021] The connection element 200, which is connected to the first support element 210, optionally has a through-opening 216. Accordingly, the electronics section 208, according to one embodiment, optionally has at least one plug element 218, which engages in the through-opening 216 when the roll stabilization system 120 is mounted. The control unit 204 can be supplied with power and data can be transmitted via the plug element 218.

[0022] According to one embodiment, the electronics section 208 comprises a sensor device which, in the assembled state of the roll stabilizer system 120, is arranged opposite the central element 214 and is designed to detect a deformation of the central element 214 using a measurement based on the principle of magnetic restriction. Based on the detected deformation, a suitable determination procedure can be used to infer the torque causing the deformation, which is transmitted via the hollow shaft 121.

[0023] Additionally or alternatively, a suitable sensor device can be attached directly to the hollow shaft 121, for example to an inner wall of the hollow shaft 121.

[0024] In other words, the approach described here presents the use of a three-part hollow shaft 121 to improve a magnetic measuring principle, which is manufactured, for example, by friction welding.

[0025] Fig. Figure 3 shows a schematic representation of an embodiment of a roll stabilization system 120. The roll stabilization system 120 shown here is at least similar to the one described in Fig. 1 or Fig. 2 described roll stabilizer system 120 and is accordingly considered an alternative example of the one described in Fig. The roll stabilizer system 120 is formed as shown in Figure 2. The hollow shaft 121 is still designed in three segments. According to this embodiment, the only difference is to Fig. 2 A sensor device 300 for detecting the deformation of the hollow shaft 121 is arranged on an inner wall 302 of the hollow shaft 121. Advantageously, the sensor device 300 is attached to the central element of the hollow shaft 121.

[0026] The sensor device 300, for example, has a plurality of planar coils for generating and evaluating a magnetic field that interacts with the material of the central element.

[0027] The sensor device 300 can be arranged at a suitable position inside the hollow shaft 121, for example also further away from the edge of the hollow shaft 121 inside the hollow shaft 121.

[0028] Fig. Figure 4 shows a flowchart of a method 400 for manufacturing a hollow shaft according to an exemplary embodiment. Method 400 can, for example, produce a hollow shaft as described in one of the Fig. 1 to 3 were described.

[0029] Method 400 comprises a provisioning step 402, an arranging step 404, and a joining step 406. In provisioning step 402, the first support element, the second support element, and the center element are provided, wherein the support element and the second support element are cylindrical and formed from a laser-weldable material, and the center element is cylindrical and formed at least partially from a magnetostrictive material. In arranging step 404, the center element is positioned between the first support element and the second support element. In joining step 406, the first support element and the second support element are joined to the center element using a friction welding process. Reference sign 100 vehicles 110 chassis 111 first wheel 112 second wheel 113 first wheel suspension element 114 second wheel suspension element 115 Pendulum support 116 Pendulum support 117 Construction Camp 120 roll stabilizer system 121 Hollow shaft 122 Drive unit 124 Gear unit 126 Stabilizer element 128 additional stabilizer element DD rotary axis 200 connection element 202 mechanical interface 204 Control unit 206 Fastening section 208 Electronics section 210 first support element 212 second support element 214 Middle element 216 Passage opening 218 Plug element 300 sensor device 302 Interior wall 400 methods for manufacturing a hollow shaft Step 402: Providing the support elements and the central element Step 404 of arranging the central element Step 406: Connecting the support elements to the central element

Claims

[1] Roll stabilization system (120) for a vehicle (100), wherein the roll stabilization system (120) has the following features: a hollow shaft (121) comprising a first support element (210) and a second support element (212), which are cylindrical and formed from a laser-weldable material, as well as a cylindrical central element (214) which is arranged between the first support element (210) and the second support element (212) and is joined to the first support element (210) using a friction welding process and is connected to the second support element (212), wherein the central element (214) is deformable by a torque acting between the support elements (210, 212), and has a magnetostrictive material for detecting a deformation of the central element (214) using a sensor device (300); a connecting element (200) which is arranged on the first support element (210) and has a mechanical interface (202) to a wheel suspension unit of the vehicle (100); and a control unit (204) comprising a mounting section (206) designed to attach the control unit (204) to the second carrier element (212) and comprising an electronics section (208) that is inserted or can be inserted into the hollow shaft (121). [2] Roll stabilizer system (120) according to claim 1, with the sensor device (300), wherein the sensor device (300) is arranged on an inner wall (302) of the hollow shaft (121). [3] Roll stabilizer system (120) according to claim 1 or 2, wherein the central element (214) is formed from a different material than the first support element (210) and the second support element (212). [4] Roll stabilization system (120) according to one of the preceding claims, wherein the connection element (200) has a through-opening (216), and wherein the electronic section (208) of the control unit (204) has at least one plug element (218), wherein the plug element (218) engages in the through-opening (216).

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