Decoupling unit

Abstract

A decoupling unit (10) for a chassis actuator (2) of a motor vehicle, comprising a drive part (11) rotatable about an axis of rotation (5), an output part (12) rotatable about the axis of rotation (5), and a coupling acting between them, is characterized in that a plurality of drive elements (14) associated with the drive part (11) are arranged on the drive part (11), and a plurality of drive elements (15) associated with the output part (12) are arranged on the output part (12), wherein the drive elements (14) of the drive part (11) and the drive elements (15) of the output part (12) overlap in a radial plane, and the coupling comprises a traction element (13) that encircles the drive elements (14) of the drive part (11) and the drive elements (15) of the output part (12) in order to couple the drive part (11) and the output part (12) in a rotationally elastic manner.

Description

[0001] The invention relates to a decoupling unit for a chassis actuator of a motor vehicle according to the features of the preamble of claim 1. Furthermore, the invention relates to an actuator for an actively adjustable roll stabilizer of a motor vehicle according to the features of the preamble of claim 14. Furthermore, the invention relates to an adjustable roll stabilizer for a motor vehicle according to the features of claim 15.

[0002] In chassis technology, it is common practice to equip motor vehicles with a so-called roll stabilizer to increase vehicle stability and ride comfort. In its simplest form, this is essentially a C-shaped torsion bar spring mounted centrally opposite the vehicle body, with its outer, opposite ends each coupled to a wheel suspension. This design ensures that when the vehicle corners, the body deflects at least slightly not only on the outside (due to centrifugal force) but also on the inside (following the roll to reduce roll).

[0003] To further increase vehicle stability and driving comfort, it is also known to make such roll stabilizers actively adjustable. For this purpose, an actively adjustable roll stabilizer for a motor vehicle comprises an actuator and is divided into two stabilizer sections that can be rotated relative to each other about a rotational axis using the actuator. By rotating the stabilizer sections relative to each other (about the rotational axis), a rolling motion of the vehicle body is deliberately generated or a rolling motion of the vehicle body caused by external influences is deliberately counteracted.The actuator of such a roll stabilizer comprises as essential elements a drive motor, preferably in the form of an electric motor, a gear driveable thereby, preferably in the form of a multi-stage planetary gear, and a clutch for damping in particular torsional vibrations within the drive train formed by the drive motor, the gear and the stabilizer section in driving connection therewith.

[0004] Decoupling units according to the preamble of patent claim 1 are known from DE 10 2020 209 788 A1 and DE 10 2021 201 025 B4. Both are based on a structural design according to which a star-shaped inner profile is formed on the drive part and a star-shaped outer profile on the output part. When inserted into one another, an elastomer body with a star-shaped contour acts between the drive part and output part to dampen torsional vibrations. In practice, it has been shown that such elastomer bodies are complex to manufacture due to their complex geometry. Furthermore, due to their material properties, they have the disadvantage of being sensitive to temperature. In concrete terms, this means that the decoupling behavior, such as the damping effect and deformation behavior, changes depending on the temperature.This makes it more difficult, among other things, to control an adjustable roll stabilizer equipped with it, particularly with regard to positioning (attitude control).

[0005] It is an object of the present invention to provide a decoupling unit that is easier to manufacture and less susceptible to temperature changes. Furthermore, an actuator for an adjustable roll stabilizer and an adjustable roll stabilizer for a motor vehicle are to be provided, which achieve corresponding advantages.

[0006] The stated object is achieved by a decoupling unit according to the features of claim 1. This is a decoupling unit for a chassis actuator of a motor vehicle, comprising a drive part rotatable about a rotational axis, an output part rotatable about the rotational axis, and a coupling acting therebetween. According to the invention, the decoupling unit is characterized in that a plurality of driver elements associated with the drive part are arranged on the drive part, a plurality of driver elements associated with the output part are arranged on the output part, wherein the driver elements of the drive part and the driver elements of the output part overlap in a radial plane, and the coupling comprises a traction means that wraps around driver elements of the drive part and driver elements of the output part in order to torsionally elastically couple the drive part and output part.By arranging carrier elements on both the drive and driven parts that overlap in a radial plane, and by providing a traction mechanism that wraps around the carrier elements for a torsionally flexible coupling of the drive and driven parts, a decoupling unit suitable for the stated application is created between the drive and driven parts in a structurally simple manner and is easy to manufacture. The traction mechanism can be any desired belt, cable, or chain, as will be explained in more detail below. The coupling can be designed in various ways.

[0007] According to a preferred development of the decoupling unit, the traction means extends circumferentially around the rotational axis of the decoupling unit and is preferably designed to be endless. By preferably pre-tensioning the traction means at least slightly, the decoupling unit can operate virtually play-free.

[0008] In order to achieve a torsionally elastic coupling, the traction means wraps around the driver elements in a meandering manner, which means in particular that the traction means wraps around the driver elements of the drive part and the driven part with alternating curvature.

[0009] The traction element used in the decoupling unit according to the invention can fundamentally be of different designs and made of different materials. The traction element can, for example, be in the form of a chain, a rope, a flat belt, a V-belt, a toothed belt, or combinations thereof. The traction element is expediently designed to have inherent friction, which exerts a damping effect upon movement (deformation) of the traction element. The latter can be achieved, for example, by a crossed, braided, woven, or otherwise overlapping arrangement of components or inserts such as fibers, wires, or the like of the traction element. To ensure coupling characteristics that are as temperature-independent as possible, the traction element is advantageously made of metal or contains at least metallic reinforcements or at least synthetic fiber reinforcements, such as preferably Kevlar.If the traction device is designed as a flat belt, V-belt, or toothed belt, it is advisable to manufacture it from a polymer material, preferably steel- or fiber-reinforced. These measures each contribute to ensuring that temperature has only a relatively minor influence on the suspension and / or damping characteristics during operation of the decoupling unit. When used on an adjustable roll stabilizer, this offers the advantage that an otherwise necessary temperature calibration step for achieving sufficient accuracy of an actuator equipped with the decoupling unit can be eliminated.

[0010] The traction means used according to the invention can, in principle, have a variety of geometries, particularly with regard to its cross-section. According to a preferred embodiment, the traction means is manufactured as a flat strip, i.e., it has a substantially rectangular cross-section with a relatively small height compared to its width.

[0011] Various designs are conceivable with regard to the geometry of the drive part and the driven part. An advantageous embodiment of the decoupling unit provides for the drive part and the driven part to be at least partially plugged into one another. Accordingly, the decoupling unit can be assembled by joining the drive part and the driven part along a joining direction.

[0012] Advantageously, the output part has a particularly cylindrical interior space accessible via an opening into which a head portion of the drive part can be inserted. This allows the decoupling unit to have a relatively small axial depth.

[0013] According to a preferred embodiment, the coupling, in particular the driver elements and the traction mechanism, are located within the interior space in the assembled state of the decoupling unit, which is preferably closed off from the outside by the drive element. Accordingly, the traction mechanism and the driver elements are protected from the external environment, thus protected from contamination, moisture, and other disruptive mechanical influences, for example, due to the operation of a vehicle equipped with them.

[0014] To achieve their function, the driver elements can be designed in different ways. A preferred embodiment of the decoupling unit provides for the driver elements to be finger-shaped and protrude in an axial direction from the drive part or the output part.

[0015] Advantageously, the driver elements are arranged on a circular path relative to the axis of rotation.

[0016] To increase the rigidity of the coupling, it can be provided with several traction elements that wrap around the driver elements of the drive and driven parts. By selecting a suitable number of traction elements, the characteristics of the coupling can also be easily adjusted.

[0017] The coupling used in the decoupling unit according to the invention, with the traction means wrapping around the driver elements, already has a damping effect in addition to a spring effect due to its design. To increase the damping effect, one or more driver elements can be additionally provided with a metal mesh and / or the traction means can be provided with a metal mesh at contact areas.

[0018] The object mentioned at the outset is further achieved by an actuator according to the features of claim 14. This is an actuator for an actively adjustable roll stabilizer of a motor vehicle, comprising a drive train which is suitable for rotating a stabilizer section which can be connected to the actuator for the purpose of influencing the roll behavior of the motor vehicle about an axis of rotation, wherein the drive train has a decoupling unit with a drive part which can be rotated about the axis of rotation, an output part which can be rotated about the axis of rotation and a clutch acting therebetween.According to the invention, the actuator is characterized in that a plurality of associated driver elements are arranged on the drive part, and a plurality of associated driver elements are arranged on the output part, wherein the driver elements of the drive part and the driver elements of the output part overlap in a radial plane, and the coupling comprises a traction means that wraps around the driver elements of the drive part and the driver elements of the output part in order to torsionally elastically couple the drive part and output part. For the effects and advantages achievable thereby, as well as related advantageous embodiments, reference is made to the explanations regarding the decoupling unit according to the invention, which also apply correspondingly to the actuator.

[0019] The object mentioned at the outset is further achieved by an adjustable roll stabilizer for a motor vehicle according to the features of claim 15. This comprises a first stabilizer section which can be coupled to a first wheel suspension and a second stabilizer section which can be coupled to a second wheel suspension, wherein the first stabilizer section and the second stabilizer section can be rotated relative to one another about the axis of rotation by means of an actuator of the type described above acting therebetween in order to influence a roll behavior of the motor vehicle.

[0020] The invention is explained in more detail below with reference to the accompanying drawings. Further effects and advantages of the invention emerge from these. The drawing shows: Fig. 1 an adjustable roll stabilizer for a motor vehicle in a simplified schematic representation from above, Fig. 2 a decoupling unit according to the invention in a simplified schematic exploded view from above.

[0021] Fig. 1 shows a schematic view of an actively adjustable roll stabilizer 1 for a motor vehicle. The adjustable roll stabilizer 1 can be installed in a manner not shown in detail here in the area of ​​the front axle and / or in the area of ​​the rear axle on the vehicle body (body) of a motor vehicle to be equipped with it. The essential elements of the adjustable roll stabilizer comprise a first stabilizer section 3a and a second stabilizer section 3b, which can be rotated relative to one another about a rotation axis 5 by means of an actuator 2 arranged therebetween. In a manner known per se, the first stabilizer section 3a is coupled at its end facing away from the actuator 2 to a simplified first wheel suspension 9a, which rotatably supports a first wheel 4a.Likewise, the second stabilizer section 3b is coupled at its end facing away from the actuator 2 to a second wheel suspension 9b, which rotatably receives a second wheel 4b.

[0022] The wheel suspensions 9a and 9b fundamentally enable independent vertical movements of the wheels 4a and 4b in a vehicle vertical direction z, for example, to compensate for uneven road surfaces when the motor vehicle is moving. However, the wheel suspensions 9a and 9b of the wheels 4a and 4b are coupled to one another via the actively adjustable roll stabilizer 1. The C-shaped arrangement formed by the first stabilizer section 3a, the actuator 2, and the second stabilizer section 3b serves, in a manner known per se, to couple the lifting movements of the wheels 4a and 4b (copying behavior). In addition, the actuator 2 can be used to actively cause a relative rotation of the stabilizer sections 3a and 3b to one another, thus influencing the rolling behavior of the motor vehicle.

[0023] The actuator 2, shown here in simplified form as a cylindrical body, comprises as essential elements a drive motor 7, preferably designed as an electric motor, a gear 8, preferably designed as a multi-stage planetary gear, and a decoupling unit 10. The drive motor 7, the gear 8 and the decoupling unit 10 are arranged coaxially with respect to the rotation axis 5 and are located within a housing 6 of the actuator 2.

[0024] Accordingly, the actuator 2 has a drive train, comprising a drive unit formed by the drive motor 7 and the gear 8 driven thereby, which reduces a motor speed provided by the drive motor 7 into a relatively lower gear output speed, with which a Fig. 2, the drive part 11 of the decoupling unit 10 is drivable. The drive train of the actuator 2 is suitable for rotating the stabilizer section 3b, which can be connected to the actuator 2, about the rotation axis 5 for the purpose of influencing the rolling behavior of the motor vehicle equipped therewith. Fig. 2, the drive train of the actuator 2 comprises the decoupling unit 10.

[0025] Fig. Figure 2 shows a simplified schematic exploded view of a decoupling unit 10 according to the invention for a chassis actuator of a motor vehicle. The decoupling unit 10 can be advantageously integrated as a decoupling unit in a Fig. 1, install the chassis actuator 2 of a roll stabilizer 1. For orientation, Fig. 2 the rotation axis 5 is indicated, which is aligned parallel to the rotation axis 5 of the actuator 2 of the Fig. 1. The decoupling unit 10 comprises as essential elements a drive part 11 rotatable about the rotation axis 5, an output part 12 also rotatable about the rotation axis 5 and a coupling acting therebetween, which will be explained later.

[0026] As in Fig. 2, the drive part 11, when installed within a chassis actuator 2, is adjacent to the transmission 8 and is in drive connection with the latter in order to be driven by the latter. The output part 12 of the decoupling unit 10, in turn, is connected in a rotationally fixed manner to the stabilizer section 3b in order to drive the latter.

[0027] According to the Fig. In the embodiment of the decoupling unit 10 shown in Figure 2, the drive part 11 and the driven part 12 are designed as bodies that can be plugged into one another. For this purpose, the driven part 12 has a cylindrical interior 18 accessible via an opening 16, which is rotationally symmetrical to the rotation axis 5. Parallel to a joining direction 17, a head region of the drive part 11 facing the driven part 12 can be inserted into the driven part 12, so that in an assembled state ( Fig. 2 shows the separated state) the drive part 11 is at least partially immersed in the driven part 12.

[0028] On the drive part 11, several driver elements 14 are arranged on an (imaginary) circular path extending around the rotation axis 5. These driver elements 14 point from a rear wall of the drive element 11 facing the gear 8 toward the output element 12. The driver elements 14 are finger-shaped and protrude in an axial direction from the drive part 11 toward the output part 12. In the example shown, there are three driver elements 14.

[0029] In a similar manner, several driver elements 15 are arranged on the output part 12 on an (imaginary) circular path extending around the rotation axis 5, on a rear side of the output part 12 facing the stabilizer section 3b. The driver elements 15 are also finger-shaped, but protrude in an axial direction from the output part 12 toward the drive part 11. In the example shown, there are three driver elements 15.

[0030] As the graphic representation of the Fig. As can be seen in Figure 2, the driver elements 14 of the drive part 11 are arranged offset—with respect to the rotational axis 5—from the driver elements 15 of the output part 12. In an assembly state not shown but conceivable, i.e., with the drive part 11 inserted into the output part 12, the driver elements 14 of the drive part 11 and the driver elements 15 of the output part 12 overlap in at least one radial plane. Following a circumferential direction around the rotational axis 5, the driver elements 14 of the drive part 11 and the driver elements 15 of the output part 12 alternate.

[0031] To establish a drive connection between the drive part 11 and the driven part 12, a traction element 13 is arranged within the interior space 18 (indicated in the drawing). The traction element 13 is installed in such a way that it meanders around the driver elements 14 of the drive part 11 and the driver elements 15 of the driven part 12. For this purpose, the traction element 13 runs circumferentially in a radial plane.

[0032] The traction element 13 is an endless flat belt made of metal. When installed in the decoupling unit 10, the traction element 13 extends circumferentially around the rotation axis 5 and wraps itself with alternating curvatures around the driver elements 14 of the drive part 11 and the driver elements 15 of the output part 12.

[0033] In the installed state, the traction element 13 is at least slightly pre-tensioned. The traction element 13, which wraps around the driver elements 14 and driver elements 15, thereby torsionally elastically couples the drive part 11 and the output part 12. Since the traction element 13 in the exemplary embodiment is made of a metallic material, the decoupling unit 10 has a transmission characteristic that is significantly less sensitive to temperature changes compared to a conventional damping device made of elastomer material.

[0034] Since the coupling, in particular the driver elements 14 and 15 and the traction means 13, are arranged in the assembled state of the decoupling unit 10 within the interior space 18, which is closed to the outside by the inserted drive element 11, the coupling is advantageously protected against external influences such as moisture or contamination and is axially compact.

[0035] It is understood that the Fig. The decoupling unit 10 explained in Figure 2 can be modified in a variety of ways using the effects and advantages according to the invention. Among other things, different numbers of drivers can be used. Deviating from the example shown, more than one traction device can be used. The coupling could additionally be provided with a separate damping device, for example made of metal mesh. A significant advantage of the decoupling unit is its reduced temperature dependence with regard to the damping characteristics. An actuator equipped with the decoupling unit according to the invention or an actively adjustable roll stabilizer equipped therewith can be controlled accordingly more easily (elimination of additional calibration) and / or more precisely (smaller positional deviation). Reference symbol 1 adjustable roll stabilizer 2 actuators 3a; 3b first stabilizer section; second stabilizer section 4a; 4b first wheel; second wheel 5 Rotation axis 6 housings 7 Drive motor 8 (multi-stage planetary) gear 9a; 9b first wheel suspension; second wheel suspension 10 Decoupling unit 11 Drive part 12 Stripping section 13 traction devices 14 Driving element (drive side) 15 Driving element (output side) 16 Opening 17 Joining direction 18 Interior M1 drive torque M2 output torque x Vehicle longitudinal direction y vehicle transverse direction z Vehicle vertical direction QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] DE 10 2020 209 788 A1

[0004] DE 10 2021 201 025 B4

[0004]

Claims

[1] Decoupling unit (10) for a chassis actuator (2) of a motor vehicle, with a drive part (11) rotatable about a rotational axis (5), an output part (12) rotatable about the rotational axis (5) and a coupling acting therebetween, characterized by that a plurality of driver elements (14) assigned to the drive part (11) are arranged, a plurality of driver elements (15) assigned to the drive part (11) are arranged on the drive part (12), wherein the driver elements (14) of the drive part (11) and the driver elements (15) of the drive part (12) overlap in a radial plane and the coupling comprises a traction means (13) which wraps around the driver elements (14) of the drive part (11) and the driver elements (15) of the drive part (12) in order to couple the drive part (11) and the drive part (12) in a torsionally elastic manner. [2] Decoupling unit according to claim 1, characterized bythat the traction means (13) extends circumferentially around the axis of rotation (5) and is preferably endless. [3] Decoupling unit according to claim 1 or 2, characterized by that the traction means (13) meanders around the driver elements (14, 15). [4] Decoupling unit according to one of the preceding claims, characterized by that the traction means (13) is made as a chain or rope, in particular from metal and / or synthetic fiber, such as preferably from Kevlar. [5] Decoupling unit according to one of the preceding claims, characterized by that the traction means (13) is made as a flat belt, V-belt or toothed belt, in particular from polymer material, preferably steel or fiber reinforced. [6] Decoupling unit according to one of the preceding claims, characterized by that the drive part (11) and the output part (12) are designed to be at least partially pluggable into one another. [7] Decoupling unit according to one of the preceding claims, characterized by that the output part (11) has a particularly cylindrical interior space (18) accessible via an opening (16) into which a head region of the drive part (11) can be inserted. [8] Decoupling unit according to claim 7, characterized by that the coupling, in particular the driver elements (14, 15) and the traction means (13) are located in the assembled state of the decoupling unit (10) within the interior space (18), which is preferably closed to the outside by the drive element (11). [9] Decoupling unit according to one of the preceding claims, characterized by that the driver elements (14, 15) are finger-shaped and protrude in an axial direction from the drive part (11) or from the output part (12). [10] Decoupling unit according to one of the preceding claims, characterized by that the driver elements (14, 15) are arranged on a circular path relative to the axis of rotation (5). [11] Decoupling unit according to one of the preceding claims, characterized by that the coupling comprises several traction means which wrap around the driver elements of the drive part and the driven part. [12] Decoupling unit according to one of the preceding claims, characterized by that the coupling comprises a damping device made of metal mesh. [13] Decoupling unit according to one of the preceding claims, characterized by that one or more driving elements are provided with a metal mesh and / or the traction means is provided with a metal mesh at contact areas. [14] Actuator (2) for an actively adjustable roll stabilizer (1) of a motor vehicle, comprising a drive train which is suitable for rotating a stabilizer section (3b) connectable to the actuator (2) about a rotational axis (5) for the purpose of influencing the rolling behavior of the motor vehicle, wherein the drive train has a decoupling unit (10) with a drive part (11) rotatable about the rotational axis (5), an output part (12) rotatable about the rotational axis (5) and a clutch acting therebetween, characterized bythat a plurality of driver elements (14) assigned to the drive part (11) are arranged, a plurality of driver elements (15) assigned to the drive part (11) are arranged on the drive part (12), wherein the driver elements (14) of the drive part (11) and the driver elements (15) of the drive part (12) overlap in a radial plane and the coupling comprises a traction means (13) which wraps around the driver elements (14) of the drive part (11) and the driver elements (15) of the drive part (12) in order to couple the drive part (11) and the drive part (12) in a torsionally elastic manner. [15] Adjustable roll stabilizer (1) for a motor vehicle, comprising a first stabilizer section (3a) which can be coupled to a first wheel suspension (9a) and a second stabilizer section (3b) which can be coupled to a second wheel suspension (9b), wherein the first stabilizer section (3a) and the second stabilizer section (3b) can be rotated relative to one another about the rotation axis (5) by means of an actuator (2) acting therebetween according to claim 14 in order to influence a roll behavior of the motor vehicle.

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