Stabilizer arrangement and vehicle

Abstract

A stabilizer assembly (20) for a chassis (12) of a motor vehicle (10) has two bearing points (21, 22) and a connecting assembly (30), wherein the bearing points (21, 22) each have a first bearing point part (40), a second bearing point part (60) and a main rubber bearing element (80), wherein the first bearing point part (40) defines a first bearing seat part section (42), wherein the second bearing point part (60) defines a second bearing seat part section (62), wherein the first bearing point part (40) and the second bearing point part (60) are connected to each other, wherein the first bearing seat part section (42) and the second bearing seat part section (62) together form a first bearing seat (79) for the associated main rubber bearing element (80), wherein the associated main rubber bearing element (80) is located between the first bearing seat part section (42) and the second bearing seat part section (62) is heldwherein the main rubber bearing elements (80) each have a first opening (81) through which the connecting arrangement (30) extends in order to form an operative connection between the respective main rubber bearing element (80) and the connecting arrangement (30).

Description

[0001] The invention relates to a stabilizer arrangement and a vehicle.

[0002] DE 10 2012 110 656 A1 shows a bearing unit for a stabilizer.

[0003] The nearest prior art DE 10 2005 047 990 B4 shows a combination of a stabilizer bushing arrangement and a stabilizer with an outwardly extending projection.

[0004] DE 10 2012 107 507 A1 discloses a stabilizer arrangement for a chassis of a motor vehicle with at least one element compensating for vehicle movements.

[0005] US 2003 / 0 111 818 A1 shows a variable bearing bushing for passive control of the stiffness of a stabilizer.

[0006] It is therefore an object of the invention to provide a new stabilizer arrangement and a new vehicle.

[0007] This task is solved by the independent claim and by the subordinate claims.

[0008] A stabilizer assembly for a motor vehicle chassis has two bearing points and a connecting arrangement, wherein each bearing point has a first bearing point part, a second bearing point part, and a main rubber bearing element, wherein the first bearing point part defines a first bearing seat section, wherein the second bearing point part defines a second bearing seat section, wherein the first bearing point part and the second bearing point part are connected to each other, wherein the first bearing seat section and the second bearing seat section together form a first bearing seat for the associated main rubber bearing element, wherein the associated main rubber bearing element is held between the first bearing seat section and the second bearing seat section, wherein the main rubber bearing elements each have a first opening through which the connecting arrangement extends.to form a functional connection between the respective main rubber bearing element and the connection assembly. This allows the connection assembly to be mounted in a vibration-isolated manner, and the joint formation of the first bearing seat by the two bearing components results in a compact design.

[0009] According to a preferred embodiment, the first opening extends in a first direction, and the first bearing seat is designed to limit movement of the main rubber bearing element in the first direction and opposite to the first direction by means of first stops. This prevents axial slippage of the main rubber bearing element.

[0010] According to a preferred embodiment, the first opening extends in a first direction, and the first bearing seat is configured to limit movement of the main rubber bearing element perpendicular to the first direction by means of second stops. This limits radial displacement of the main rubber bearing element.

[0011] According to a preferred embodiment, the main rubber bearing elements have at least one second opening, which is empty, to achieve pulsation damping. The pulsation damping can be advantageously influenced by the second opening.

[0012] The connecting assembly includes an electric motor assembly, a hydraulic pump assembly, and hydraulic lines. This enables the formation of an active suspension system.

[0013] According to a preferred embodiment, the main rubber bearing elements have at least one third opening, with at least one of the hydraulic lines extending through the third opening. This also provides vibration-isolation for the hydraulic lines.

[0014] According to a preferred embodiment, the main rubber bearing elements have at least one slot extending from the at least one third opening to the edge of the main rubber bearing element to allow one of the hydraulic lines to be inserted through the slot. This allows the hydraulic line to be inserted radially and eliminates the need to thread it longitudinally.

[0015] According to a preferred embodiment, the at least one third opening has lamellae to influence pulsation damping.

[0016] According to a preferred embodiment, the at least one third opening extends in a second direction, and the lamellae also extend in the second direction. This is advantageous for pulsation damping.

[0017] At least one of the second bearing components forms a second bearing seat, wherein the second bearing seat is spaced apart from the first bearing seat, wherein a secondary rubber bearing element is arranged in the second bearing seat, and wherein the electric motor assembly has a support element which is connected to the secondary rubber bearing element to provide torque support for the electric motor assembly. Torque support at the main rubber bearing element alone would exert a high torque on the main rubber bearing element and could lead to damage and / or large vibration amplitudes. In contrast, the additional secondary rubber bearing element effectively provides support such that the respective electric motor can transmit forces via both the main rubber bearing element and the secondary rubber bearing element.

[0018] According to a preferred embodiment, the secondary rubber bearing element has a fourth opening, and a support element section of the support element engages in this fourth opening. This results in a secure connection and force transmission.

[0019] According to a further preferred embodiment, the connection arrangement has a central section and two end sections connected to the central section, the central section extending through the first two openings of the main rubber bearing elements, the end sections each running at least partially transversely to the central section to allow the introduction and transmission of forces from the chassis into the end sections in the manner of a mechanical roll stabilizer. The main rubber bearing element can have a different geometric design for this embodiment (conventional stabilizer).

[0020] According to a preferred embodiment, a vehicle comprises a body shell and such a stabilizer arrangement, wherein the first bearing element is connected to the body shell. Such a vehicle provides good stabilization.

[0021] According to a preferred embodiment, several vehicles are provided, at least one of which has an active stabilizer arrangement or active suspension, and at least one of which has a conventional passive stabilizer arrangement, with the vehicles having the same first bearing component. The first bearing component is freed from all features required for active or passive stabilization by the design of the second bearing component. Both the design and the position of the first bearing component can be identical in both vehicles. In other words, the first bearing component with a uniform geometry can serve to mount both embodiments.

[0022] Further details and advantageous embodiments of the invention will become apparent from the exemplary embodiments described below and illustrated in the drawings, which are in no way to be understood as limiting the invention, as well as from the dependent claims. It is understood that the features mentioned above and those to be explained below can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the present invention. It shows: Fig. 1 in a schematic representation from below a vehicle with a chassis and with a first embodiment of a stabilizer arrangement, or of an active chassis with electro-hydraulic energy supply, Fig. 2. In a spatial representation, the mounting of a motor-pump unit of an active suspension system of Fig. 1 at a storage site, Fig. 3. In a spatial representation, the stabilizer arrangement of Fig. 1, Fig. 4 in a spatial representation a bearing point part of the stabilizer arrangement, Fig. 5 in a side view the bearing part of Fig. 4 with a main rubber bearing element and with a secondary rubber bearing element, Fig. 6 in a spatial representation the storage area part of Fig. 4 and Fig. 5 with an attached connecting arrangement, as well as with retained hydraulic lines, Fig. 7 in a spatial representation the main rubber bearing element, Fig. 8 in a cross-section the main rubber bearing element of Fig. 7, Fig. 9 in a schematic representation from below a vehicle with a chassis and with a second embodiment of the conventional stabilizer arrangement, and Fig. 10. In a three-dimensional representation, the stabilizer arrangement of Fig. 9 at a bearing point and attached with a clamp.

[0023] In the following, identical or similarly functioning parts are designated with the same reference symbols and are usually described only once. The description builds upon itself across figures to avoid unnecessary repetition.

[0024] Fig. Figure 1 shows a schematically indicated vehicle 10 with a schematically indicated body shell 11 and with a chassis 12 in a view from below.

[0025] The usual direction of travel, 15, is marked.

[0026] The chassis 12 of the axle shown has two wheel suspensions 13, 14, on which the position of two wheels 15, 16 is shown schematically.

[0027] The chassis 12 has a stabilizer arrangement 20 with two bearing points 21, 22 and with a connecting arrangement 30.

[0028] The stabilizer assembly 20 has an electro-hydraulic power supply for an active suspension system. This is also referred to as active damper control.

[0029] In the exemplary embodiment, the connection arrangement 30 has an electric motor arrangement 34 and a hydraulic pump arrangement 36 with hydraulic lines 38.

[0030] Preferably, the electric motor arrangement 34 has at least two electric motors 34 in order to be able to control the right and left sides of the chassis separately.

[0031] Preferably, the electric motor arrangement 34 drives the hydraulic pump arrangement 36.

[0032] Preferably the hydraulic pump arrangement 36 has at least two hydraulic pumps, one for each side of the chassis 12.

[0033] The hydraulic lines 38 can be used to control actuators (not shown) that allow for height adjustment of the wheel suspensions 13, 14 and thus influence the wheel travel of the vehicle 10. This allows, in particular, for influencing the vehicle's characteristics with regard to roll, pitch, and compensation for uneven road surfaces.

[0034] The electric motor arrangement 34 and the hydraulic pump arrangement 36 can together be referred to as the electric motor-hydraulic pump unit 33.

[0035] Such a stabilizer arrangement 20 is also referred to as active damper control or active suspension.

[0036] Fig. Figure 2 shows the stabilizer arrangement 20 in the area of ​​bearing point 21, viewed from the outside.

[0037] The stabilizer assembly 20 has an electro-hydraulic power supply for an active suspension system. This is also referred to as active damper control.

[0038] The bearing point 21 has a bearing point part 40, a bearing point part 60 and a main rubber bearing element 80.

[0039] The bearing section 40 is permanently connected to the shell construction 11 and can therefore be designed as part of the shell construction 11.

[0040] The bearing point part 40 defines a first bearing seat part section 42.

[0041] The bearing point part 60 defines a second bearing seat part section 62.

[0042] The bearing section 40 and the bearing section 60 are connected to each other.

[0043] In the exemplary embodiment, two screw points 69 are provided for the connection. Alternatively, welding is possible.

[0044] The first bearing seat section 42 and the second bearing seat section 62 together form a first bearing seat 79 for the associated main rubber bearing element 80.

[0045] The main rubber bearing element 80 is held between the first bearing seat section 42 and the second bearing seat section 62.

[0046] The main rubber bearing element 80 has an opening 81 through which the connection arrangement 30 extends to form an operative connection between the respective main rubber bearing element 80 and the connection arrangement 30.

[0047] In the exemplary embodiment, a tie rod 31 extends through the opening 81, and the tie rod 31 is secured by a nut.

[0048] An arrow 32 indicates the direction in which the opening 81 extends.

[0049] The bearing seat 79 is designed to limit movement of the main rubber bearing element 80 in the first direction 32 and opposite to the first direction 32 by means of first stops 63, 64, 65, 66, cf. Fig. 5.

[0050] The bearing seat 79 is also designed to limit movement of the main rubber bearing element 80 perpendicular to the first direction 32 by means of second stops 68, cf. Fig. 5.

[0051] The main rubber bearing element 80 is thus securely held in the bearing seat 79.

[0052] The main rubber bearing element 80 has at least one opening 83, and at least one of the hydraulic lines 38 extends through the opening 83. In the exemplary embodiment, two hydraulic lines 38 and two openings 83 are provided to enable a hydraulic circuit.

[0053] The at least one opening 83 extends in one direction 86.

[0054] The bearing section 60 forms a further bearing seat 72. The bearing seat 72 is spaced apart from the bearing seat 62.

[0055] A secondary rubber bearing element 90 is arranged in the bearing seat 72.

[0056] The secondary rubber bearing element 90 has an opening 91.

[0057] Here and in the following, bearing point 21 is described. Bearing point 22 is preferably constructed identically (possibly as a mirror image).

[0058] Fig. Figure 3 shows the bearing point 21 from the inside. The structural bearing point part 40 is not shown, and in the depicted form, the stabilizer assembly 20 can be connected to the bearing point part 40 during assembly.

[0059] The electric motor assembly 34 has a support element 35 which is connected to the secondary rubber bearing element 90 to provide torque support for the electric motor assembly 34.

[0060] A support element section 37 of the support element 35 engages in the opening 91 and thereby allows a force to be introduced.

[0061] The support element 35 is designed as a bearing tube around the support axis, the support axis extending through the opening 81.

[0062] The support element 35 protects the secondary rubber bearing element 90 from slipping outwards, and it can be inserted from the outside.

[0063] Fig. Figure 4 shows the bearing section 60.

[0064] The left section shows the bearing seat 72 for the secondary rubber bearing element 90. In this exemplary embodiment, the bearing seat 72 is ring-shaped.

[0065] The bearing component 60 can also be referred to as a clamp arrangement.

[0066] The bearing seat section 62 is visible.

[0067] The stops 63, 64, 65, 66 in the axial direction and the stops 68 in the radial direction are also shown.

[0068] By mounting the bearing part 60 on the bearing part 40, the bearing seat 79 can be completed and the bearing seat 72 can be positioned simultaneously.

[0069] A secure fit of the main rubber bearing element 80 is improved by two saddles 70. A recess is provided between the saddles 70 to allow the hydraulic lines 38 to be routed in a vibration-isolated manner.

[0070] Fig. Figure 5 shows the bearing part 60 with the main rubber bearing element 80 and secondary rubber bearing element 90 mounted on it in a cut-away state. In addition, the section shows the support element section 37 in the opening 91, the tie rod 31 in the opening 81 and the hydraulic lines 38 in the openings 83.

[0071] In addition to openings 81 and 83, the main rubber bearing element 80 has openings 82. These openings 82 influence pulsation damping and are beneficial for the damping behavior. Preferably, the openings 82 are empty; that is, in particular, no rigid rod is present in the opening 82.

[0072] Preferably, the main rubber bearing element 80 has at least one slot 84 extending from the at least one opening 83 to the edge of the main rubber bearing element 80. This allows the slot 84 to be widened during assembly, and one of the hydraulic lines can be inserted through the slot 84 into the opening 83. This enables thicker connectors to be attached to the hydraulic lines before assembly on the main rubber bearing element 80.

[0073] The openings are provided with lamellae 85 to provide additional pulsation damping to the hydraulic lines 38.

[0074] The lamellae 85 extend preferentially in the direction 86 of the openings 83, cf. Fig. 2.

[0075] The 85 lamellae allow for a positive influence on pulsation damping.

[0076] Fig. Figure 6 shows a three-dimensional view of the stabilizer assembly 20 from the outside. The hydraulic lines 38 running through the main rubber bearing element 80 are shown, as is the connection assembly 30 connected to the main rubber bearing element 80.

[0077] Fig. Figure 7 shows the main rubber bearing element 80 in a three-dimensional representation from the outside.

[0078] It has openings 81, 82, 83, which can also be described as holes or through-holes. The lamellae 85 extending in the direction 86 are visible. The lamellae 85 can also be described as elongated projections. The stiffness of the main rubber bearing element 80 is reduced by the lamellae 85 in the area where the hydraulic lines 38 pass through.

[0079] Preferably, the opening 81 is arranged outside the center of the main rubber bearing element 80. This provides additional space for the hydraulic lines 38, and the main rubber bearing element 80 can thus be designed more compactly.

[0080] Fig. Figure 8 shows a cross-section of the main rubber bearing element 80. Fig. 7, see also Fig. 5.

[0081] The main rubber bearing element 80 has recesses 87 in a central area, which correspond to the in Fig. The saddle 70 shown corresponds to the 4. This reduces the risk of the main rubber bearing element 80 twisting.

[0082] Fig. Figure 9 shows another embodiment of the chassis 12 with the bearing points 21 and 22, and Fig. Figure 10 shows storage location 21 in detail.

[0083] While in the preceding embodiments the connection arrangement 30 is actively formed with the electric motor arrangement 34 and the hydraulic pump arrangement 36, the embodiment of Fig. 9 and Fig. 10 designed as a passive mechanical roll stabilizer.

[0084] The connection arrangement 30 has a central section 130 and two end sections 131, 132 connected to the central section 130. The central section 130 extends through the openings 81 of the main rubber bearing elements 21, 22.

[0085] The end sections 131, 132 each run at least partially transversely to the middle section 130, i.e. they are oblique or perpendicular to the middle section 130.

[0086] This enables the introduction and transmission of forces from the chassis 12 into the end sections 131, 132 in the manner of a mechanical roll stabilizer.

[0087] The bearing part 60 does not have a bearing seat 72, as this is not required in the passive embodiment.

[0088] An advantage of the design with the bearing element 40 and the additional bearing element 60 is that the bearing element 40 can be used for both the passive roll stabilizer of the second embodiment and the active roll stabilizer of the first embodiment. Therefore, the vehicle 10 can be constructed identically on the body-in-white side 11, and the bearing element 60, the main rubber bearing element 80, and the appropriate connection arrangement 30 can be selected according to customer requirements.

[0089] This makes it possible to provide a plurality of vehicles 10, at least one of which has an active stabilizer arrangement, and at least one of which has a passive stabilizer arrangement. The vehicles 10 all have the same first bearing section 40.

[0090] Naturally, various variations and modifications are possible within the scope of the invention.

Claims

[1] Stabilizer arrangement (20) for a chassis (12) of a motor vehicle (10), which has two bearing points (21, 22) and a connecting arrangement (30), wherein the bearing points (21, 22) each have a first bearing point part (40), a second bearing point part (60) and a main rubber bearing element (80), wherein the first bearing point part (40) defines a first bearing seat part section (42), wherein the second bearing part (60) defines a second bearing seat part section (62), wherein the first bearing part (40) and the second bearing part (60) are connected to each other, wherein the first bearing seat section (42) and the second bearing seat section (62) together form a first bearing seat (79) for the associated main rubber bearing element (80), wherein the associated main rubber bearing element (80) is held between the first bearing seat section (42) and the second bearing seat section (62), wherein the main rubber bearing elements (80) each have a first opening (81) through which the connecting arrangement (30) extends to form an operative connection between the respective main rubber bearing element (80) and the connecting arrangement (30), characterized by , that the connection arrangement (30) comprises an electric motor arrangement (34), a hydraulic pump arrangement (36) and hydraulic lines (38), wherein at least one of the second bearing parts (60) forms a second bearing seat (72), wherein the second bearing seat (72) is spaced apart from the first bearing seat (62), wherein a secondary rubber bearing element (90) is arranged in the second bearing seat (72), and wherein the electric motor arrangement (34) comprises a support element (35) which is connected to the secondary rubber bearing element (90) to provide torque support for the electric motor arrangement (34). [2] Stabilizer arrangement (20) according to claim 1, in which the first opening (81) extends in a first direction (32), and in which the first bearing seat (79) is designed to limit a movement of the main rubber bearing element (80) in the first direction (32) and opposite to the first direction (32) by means of first stops (63, 64, 65, 66). [3] Stabilizer arrangement (20) according to claim 1 or 2, wherein the first opening (81) extends in a first direction, and wherein the first bearing seat (79) is configured to limit a movement of the main rubber bearing element (80) perpendicular to the first direction (32) by means of second stops (68). [4] Stabilizer arrangement (20) according to one of the preceding claims, wherein the main rubber bearing elements (80) have at least one second opening (82) which is empty in order to achieve pulsation damping. [5] Stabilizer arrangement (20) according to one of the preceding claims, wherein the main rubber bearing elements (80) have at least one third opening (83), wherein at least one of the hydraulic lines (38) extends through the third opening (83). [6] Stabilizer arrangement (20) according to claim 5, wherein the main rubber bearing elements (80) have at least one slot (84) which extends from the at least one third opening (83) to the edge of the main rubber bearing element (80) to allow the insertion of one of the hydraulic lines through the slot (84). [7] Stabilizer arrangement (20) according to claim 5 or 6, wherein the at least one third opening (83) has lamellae (85) to influence pulsation damping. [8] Stabilizer arrangement (20) according to claim 7, wherein the at least one third opening (83) extends in a second direction (86), and wherein the lamellae (85) also extend in the second direction (86). [9] Stabilizer arrangement (20) according to one of the preceding claims, wherein the secondary rubber bearing element (90) has a fourth opening (91), and wherein a support element section (37) of the support element (35) engages in the fourth opening (91). [10] Vehicle (10) comprising a body shell (11) and a stabilizer arrangement (20) according to one of the preceding claims, wherein the first bearing point part (40) is connected to the body shell (11). [11] Vehicles (10), each having two bearing points (21, 22) and a connecting arrangement (30), wherein the bearing points (21, 22) each have a first bearing point part (40), a second bearing point part (60) and a main rubber bearing element (80), wherein the first bearing point part (40) defines a first bearing seat part section (42), wherein the second bearing part (60) defines a second bearing seat part section (62), wherein the first bearing part (40) and the second bearing part (60) are connected to each other, wherein the first bearing seat section (42) and the second bearing seat section (62) together form a first bearing seat (79) for the associated main rubber bearing element (80), wherein the associated main rubber bearing element (80) is held between the first bearing seat section (42) and the second bearing seat section (62), wherein the main rubber bearing elements (80) each have a first opening (81) through which the connecting arrangement (30) extends to form an operative connection between the respective main rubber bearing element (80) and the connecting arrangement (30), wherein the vehicles (10) have the same first bearing part (40), characterized by , that - a first part of the vehicles (10) has a stabilizer arrangement, wherein the connecting arrangement (30) has an electric motor arrangement (34), a hydraulic pump arrangement (36) and hydraulic lines (38), and - a second part of the vehicles (10) has a stabilizer arrangement in which the connecting arrangement (30) has a central section (130) and two end sections (131, 132) connected to the central section (130), wherein the central section (130) extends through the two first openings (81) of the main rubber bearing elements (21, 22), wherein the end sections (131, 132) each extend at least partially transversely to the central section (130) in order to enable the introduction and transmission of forces from the chassis (12) into the end sections (131, 132) in the manner of a mechanical roll stabilizer. [12] Vehicles (10) according to claim 11, in which the main rubber bearing elements (80) of the first part of the vehicles (10) have at least one third opening (83), wherein at least one of the hydraulic lines (38) extends through the third opening (83). [13] Vehicles (10) according to claim 12, in which the first part of the vehicles (10) has at least one third opening (83) louvers (85) to influence pulsation damping. [14] Vehicles (10) according to any one of claims 11 to 13, wherein in the first part of the vehicles (10) at least one of the second bearing parts (60) forms a second bearing seat (72), wherein the second bearing seat (72) is spaced apart from the first bearing seat (62), wherein a secondary rubber bearing element (90) is arranged in the second bearing seat (72), and wherein the electric motor assembly (34) has a support element (35) which is connected to the secondary rubber bearing element (90) to enable torque support for the electric motor assembly (34).

Images