Running gear assembly with an adjusting device for a stabilizer device

Abstract

To provide a highly reliable vehicle having an improved traveling device assembly.SOLUTION: The running gear assembly has at least one vibration damping unit 10 which is penetrated by a longitudinal axis LA and which comprises a damper 12, a spring 22 which surrounds at least part of the damper, and a counter mount 18 which is arranged directly or indirectly on the vehicle frame 66 and against which the spring bears. The running gear assembly has a stabilizer device provided with a stabilizer member 46 rotatably attached to a vehicle frame around a stabilizer rotation axis, and at least one coupling member 48 attached to the stabilizer member in an articulated manner by a first end 62 at a position away from the stabilizer rotation axis and attached to the vibration damping unit in an articulated manner by a second end 64. The coupling member is attached to an adjusting device 24 for moving the coupling member at least partially in an axial adjusting direction VR with respect to the damper.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a running gear assembly. [Background technology]

[0002] The running gear assembly includes at least one vibration damping unit and a stabilizer device. A longitudinal axis extends through the vibration damping unit. The vibration damping unit includes a damper, a spring surrounding at least a portion of the damper, and an opposing mount disposed directly or indirectly on the vehicle frame. The damper is attached to the opposing mount. The opposing mount forms a first spring contact surface against which the spring abuts. The stabilizer device includes a stabilizer member attached to the vehicle frame so as to be rotatable about a stabilizer rotation axis, and at least one coupling member. A first end of the coupling member is articulated to the stabilizer member at a position spaced from the stabilizer rotation axis, and a second end of the coupling member is articulated to the vibration damping unit.

[0003] This type of running gear assembly is known in the art. In use, this running gear assembly is used to form, in particular, a McPherson running gear assembly. In the known running gear assembly, the second end of the coupling member is articulated to the damper tube of the damper. Therefore, when the running gear assembly is in use, the second end of the coupling member is in a fixed position relative to the rotation axis of the running gear wheel.

[0004] A stabilizer bar is a device used to reduce roll angles that occur during cornering. Stabilizer bar members typically torsionally counteract differential inward deflection of the front wheels. To provide additional torsional flexibility, stabilizer bar members are attached to the vehicle frame by resilient stabilizer mounts that, in use, allow rotational movement about the stabilizer axis of rotation. Summary of the Invention

[0005] This mounting configuration of the coupling member to the vibration-damping unit, on the one hand, and the mounting configuration of the stabilizer member to the vehicle frame, on the other hand, necessarily leads to the following: regardless of torsion of the stabilizer member, every change in the height of the vehicle frame, in particular each quasi-static change in the height of the vehicle frame, for example related to getting on and off passengers, a change in the vehicle load, or, in the case of electric vehicles, an adjustment of the ground clearance to adjust battery cooling by airflow along the underbody, is associated with at least a partial rotation of the stabilizer member about the stabilizer rotation axis. Each rotational movement generates shear loads in the elastic stabilizer mount. Known running gear assemblies have the disadvantage of experiencing particularly high shear loads resulting from quasi-static height changes and dynamic height changes occurring during driving, which in the worst case can lead to premature failure of the stabilizer mount.

[0006] An object of the present invention is, on the one hand, to provide an improved running gear assembly that can reduce the possibility of breakage of the stabilizer mount, and, on the other hand, to provide a more reliable vehicle with an improved running gear assembly.

[0007] To this end, according to the present invention, a running gear assembly is first configured such that the coupling member is attached by its second end to an adjustment device designed to move the coupling member at least partially in an axial adjustment direction relative to the damper. In particular, the adjustment device is surrounded by a vibration-damping unit. The adjustment device releases the fixed arrangement of the second end of the coupling member relative to the rotation axis, making it possible to actively influence the rotation of the stabilizer member about the stabilizer rotation axis, in particular its torsion. In particular, the adjustment device compensates for rotational movements that, in the prior art, are caused by quasi-static changes in the vehicle frame height. As a result, the load on the mount between the vehicle frame and the stabilizer member can be significantly reduced. This significantly reduces the probability of failure of the stabilizer mount and, therefore, the probability of failure of the running gear assembly.

[0008] In particular, the vibration-damping unit is designed as a spring strut. The vibration-damping unit is preferably designed as a MacPherson strut and is specifically designed to absorb forces exerted on the vibration-damping unit by the wheel during use in addition to the simple spring and damper effect. In this case, the spring extends in a spiral shape around its longitudinal axis and is preferably arranged at an angle to the longitudinal axis of the vibration-damping unit, in particular the damper. The angle of the longitudinal axis of the spring to the longitudinal axis of the damper ensures that the spring is optimally designed for absorbing the aforementioned forces and for good axle kinematics.

[0009] In particular, the damper comprises a damper rod and a damper tube, which are movable relative to each other, preferably in the adjustment direction. The damper rod is preferably arranged on the counter mount. The damper tube is preferably arranged or adapted to be arranged on the wheel carrier. In particular, the damper comprises a cover arranged on the end of the damper tube facing the counter mount. At least a portion of the damper rod is preferably surrounded by an additional spring, which in particular abuts against the counter mount.

[0010] Countermounts are used to attach vibration damping units to the vehicle frame, in particular to the vehicle chassis. Countermounts are commonly called "top mounts." They are preferably of a multi-component design and particularly preferably comprise at least one elastic mount and / or a rotational bearing, which allows for absorbing axial and radial forces and also provides a certain degree of torsional freedom. The countermount is preferably designed so that at least the first spring contact surface can rotate relative to a countermount mounting surface, which faces away from the first spring contact surface and is arranged on the vehicle chassis, in particular around a longitudinal axis. Theoretically, it is also conceivable to integrate the unit in an adjustment device, for example, to achieve rotational decoupling at another position of the vibration damping unit.

[0011] In particular, the adjustment device is at least partially arranged on the damper, preferably on the damper tube. The adjustment device is preferably configured so that the adjustment direction is (exclusively) axially aligned and thus parallel to the longitudinal axis. The adjustment device is particularly designed to activate or be activated to move the coupling member independently of the movement of the damper or damper tube relative to the vehicle frame or other components of the running gear assembly. In particular, the adjustment device allows for optional movement of the coupling member and / or automatic movement as a function of the actual and / or desired height of the vehicle frame, in particular by axial displacement of the connecting member relative to the wheel carrier, as will be described in more detail below. In particular, this movement is effected at least relative to the damper and / or the counter mount and / or the wheel carrier of the vibration damping unit.

[0012] The adjustment device preferably comprises a control unit for controlling the movement of the coupling member, preferably without the position of the coupling member being directly mechanically dependent on the positions of other components of the carriage assembly. As an alternative to a control unit, the adjustment device may be of purely mechanical design.

[0013] The stabilizer member is at least substantially U-shaped and is particularly of one-piece construction. The stabilizer member is also called a stabilizer rod. The coupling member preferably forms ball joints and / or elastomer mounts at both ends. In particular, the coupling member is called a stabilizer coupling rod. The first end is located opposite the second end.

[0014] The adjusting device preferably comprises at least one first adjusting component and at least one second adjusting component. In particular, the first adjusting component is arranged in a fixed position relative to at least a part of the damper, in particular the damper housing. The second adjusting component is movable in the adjusting direction relative to the first adjusting component. The coupling element is attached to the second adjusting component. During use of the running gear assembly, the first adjusting component is arranged in particular to abut against the wheel carrier. This two-component arrangement of the adjusting device allows for particularly high reliability.

[0015] The adjusting device preferably forms a variable-volume fluid chamber between the first adjusting component and the second adjusting component. The fluid chamber is preferably designed to hold a gas or liquid used to expand the fluid chamber. A change in the volume of the fluid chamber preferably necessarily involves movement of the coupling member in the adjusting direction or in the direction opposite to the adjusting direction. The adjusting device preferably has at least one valve for filling and / or emptying the fluid chamber. The first adjusting component and / or the second adjusting component preferably completely surround the longitudinal axis. Therefore, in terms of structure, adjusting devices that have basically been proven in the vehicle field should be adopted.

[0016] The adjusting device preferably comprises at least one roll bellows for forming the fluid chamber. The roll bellows is fixed to the first adjusting component and the second adjusting component. Particularly preferably, the roll bellows forms at least one roll fold. As a result, the variable-volume fluid chamber has a structurally simple and reliable design. In use, the roll bellows unfolds when the fluid chamber is filled, and unwinds when the fluid chamber is emptied. Instead of a roll bellows with a roll fold, a fluid cushion can also be used.

[0017] The adjusting device is preferably designed so that the fluid chamber is formed offset in the adjustment direction relative to the second end of the coupling element. This applies particularly to each position of the adjusting device. This means that the fluid chamber is located entirely on one side of a plane perpendicular to the longitudinal direction, and the second end is located on the other side of this plane. The adjusting device, particularly the second adjusting element, preferably has a connecting element that protrudes radially from the longitudinal axis, to which the second end of the coupling element is articulated. Particularly preferably, the connecting element is located entirely on the other side of the plane. This ensures that the second end of the coupling element is located at the desired proximity relative to the longitudinal axis, even if the fluid chamber is present. As a result, the optimized effectiveness of the stabilizer device is not impaired during use.

[0018] Regardless of the above-described arrangement of the connecting member of the second adjustment component, the connecting member is preferably designed for attachment of the second end of the coupling component such that a first distance between the second end of the coupling component and the longitudinal axis is smaller than a second distance between the longitudinal axis and an outer surface of the second adjustment component facing away from the longitudinal axis. A line parallel to the longitudinal axis and tangent to the outer surface of the second adjustment component preferably intersects the second end of the coupling component and / or the connecting member. This allows for the dimensioning of the adjustment device to obtain sufficient force for moving the coupling component.

[0019] The second adjustment component preferably has a tubular bridge element. Particularly preferably, a coupling element is arranged on the bridge element, either directly or via a connecting element. Alternatively or in addition to the bridge element, the second adjustment component is provided with a force absorbing element at its end facing the first adjustment component, in particular protruding radially from the bridge element and having the above-mentioned outer surface. In particular, the force absorbing element is in the form of a flange or a perforated disk. In particular, the connecting element is arranged between the force absorbing element and the spring.

[0020] The adjusting device is preferably designed as a base-point adjusting device, which means that it is designed to change the position of at least a part of the spring, in particular relative to the counter mount and / or the damper housing. The part of the spring is in particular the end of the spring facing away from the counter mount. In particular, the adjusting device is designed so that the distance measured in the adjustment direction between the end of the spring facing away from the counter mount and the second end of the coupling element remains constant, while the distance between the connecting element and the wheel carrier is adjustable.

[0021] One end of the second adjustment component facing away from the first adjustment component is formed by a radially protruding spring contact element with a second spring contact surface, which in particular supports the spring and in particular forms a spring plate. The spring contact element is also preferably in the form of a flange or a perforated disk. In particular, the spring contact element, which has a second spring contact surface on which the spring is supported, preferably by force and / or form engagement, is rigidly connected to the connecting component. In particular, the spring contact element is designed so that its outer surface facing away from the longitudinal axis is further away from the longitudinal axis than the second end of the coupling component.

[0022] Due to the design of the adjuster as a pivot adjuster, it combines two functions. On the one hand, it protects the elastic stabilizer mount by reducing the shear loads caused by quasi-static height changes, and can be used to influence the torsion of the stabilizer members, particularly during dynamic height changes, thereby changing the stabilizing effect. On the other hand, it can be used to change the ground clearance of the vehicle frame, for example, to change the aerodynamic characteristics or cooling effect. This combination makes it possible to change the height with little or no load on the stabilizer mount.

[0023] Apart from the vibration damping unit, the running gear assembly preferably comprises a wheel carrier, a wheel hub rotatably mounted on the wheel carrier about a rotation axis, and a wheel arranged on the wheel hub. The wheel has a wheel rim with a rim ring extending rotationally symmetrically about the rotation axis. In this embodiment of the invention, one end of the damper facing away from the opposing mount is arranged on the wheel carrier. The coupling member is arranged such that its longitudinal axis extends between the second end of the coupling member and at least a part of the rim ring. This structure achieves a conventional and reliable mounting of the stabilizer device, even in the presence of adjustment devices, in particular base point adjustment devices. The running gear assembly is preferably formed mirror-symmetrically about a longitudinal center axis perpendicular to the stabilizer rotation axis.

[0024] Second, to achieve the objective, a vehicle is provided. The vehicle includes a vehicle frame and the running gear assembly described above. The vehicle also includes at least one mount member surrounding the stabilizer member and fixed to the stabilizer member. The mount member is used to rotate the stabilizer member about the stabilizer rotation axis. The mount member is preferably disposed between the stabilizer member and the vehicle frame and / or is made of an elastically deformable material, particularly plastic. The vehicle also includes at least one mount clamp member preferably disposed at a fixed position on the vehicle frame. The mount clamp member has an opening, which is a through hole, extending in the direction of the stabilizer rotation axis and in which the stabilizer member is disposed. In particular, the stabilizer member is disposed within the opening such that the mount member is disposed between the mount clamp member and the stabilizer member. The mount member and the mount clamp member together form an elastic stabilizer mount. This structure allows rotation of the stabilizer member relative to the vehicle frame to be particularly related to shear loads on the mount member, specifically strains induced in its elastomer, which strains are reduced by the adjustment device, thereby extending the life of the mount member.

[0025] The opposing mount, as well as the mount clamp member in particular, is disposed on the vehicle frame. The opposing mount is preferably supported on the vehicle frame via a mounting surface. Disposing the opposing mount on the vehicle frame means that at least a portion of the opposing mount is disposed in a fixed position on the vehicle frame. This portion should be understood to be disposed in a fixed position with respect to the mount clamp member or other portions of the elastic stabilizer mount, unless active relative movement between them is intended.

[0026] In particular, the vehicle preferably has two mount members and a mount clamp member, and at least one mount clamp member is preferably screwed to the vehicle frame. The at least one mount member is preferably fixed to the stabilizer member by gluing, vulcanizing, and / or clamping, and / or is made of elastomer. For further details and advantages, reference can be made to the schematic diagrams described below. [Brief explanation of the drawings]

[0027] [Figure 1] 1 is a longitudinal cross-sectional view of a running gear assembly according to the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0028] The disclosure contained throughout this specification is applicable mutatis mutandis to the same parts having the same reference numerals or part names. Furthermore, selected location indications in this specification refer to the drawings in which they are described. The features described below may also be the subject of the invention in combinations other than those directly described or shown.

[0029] 1 shows a running gear assembly 40 that includes a vibration-damping unit 10. A longitudinal axis LA extends through the vibration-damping unit 10. The vibration-damping unit 10 includes a damper 12 having a damper rod 14 and a damper tube 16. Additionally, the vibration-damping unit 10 includes a spring 22 that surrounds a portion of the damper 12.

[0030] The upper end of spring 22 is disposed on first spring contact surface 20 of counter mount 18. In Figure 1, counter mount 18 is shown in greatly simplified form, being shown diagrammatically as a single component, even though in reality it has a more complex structure. Counter mount 18 is supported in contact with vehicle frame 66 at mounting surface 19. Damper 12 is disposed on counter mount 18 by damper rod 14.

[0031] The damper tube 16 is mounted on a wheel carrier 42 with its end facing away from the opposing mount 18. A wheel hub (not shown) is mounted on the wheel carrier 42 so as to be rotatable relative to the wheel carrier 42 about a rotation axis DA. A wheel having a rim with a rim ring 44, which is partially shown, is fixed to the wheel hub.

[0032] The adjusting device 24 is arranged between the spring 22 and the wheel carrier 42. The adjusting device 24 is supported in contact with the wheel carrier 42 and has a first adjusting part 26 that is arranged in a fixed position with respect to the damper tube 16. Furthermore, the adjusting device 24 has a second adjusting part 28 that is movable in an adjusting direction VR relative to the first adjusting part 26. The adjusting direction VR is arranged parallel to the longitudinal axis LA.

[0033] The second adjustment part 28 comprises a force absorbing member 30, a bridge member 34 and a spring contact member 36. The force absorbing member 30 forms one end of the second adjustment part 28 facing the first adjustment part 26 and extends in the form of a flange. The bridge member 34 extends in the form of a tube from the force absorbing member 30 towards the counter mount 18 around the longitudinal axis LA to the spring contact member 36. The spring contact member 36 forms a second spring contact surface 32 for the spring 22 and also extends in the form of a flange.

[0034] The adjusting device 24 forms a fluid chamber 58 between the first adjusting component 26 and the second adjusting component 28. To this end, the adjusting device 24 has a roll bellows 60 extending from the first adjusting component 26 to the second adjusting component 28.

[0035] In addition to the vibration damping unit 10, the running gear assembly 40 also includes a stabilizer device 56. The stabilizer device 56 essentially includes a stabilizer member 46 and at least one coupling member 48. The stabilizer member 46 has a U-shaped, mirror-symmetric design. The stabilizer member 46 is mounted to a vehicle frame 66 by a resilient stabilizer mount 68 so as to be rotatable about a stabilizer rotation axis SA. The coupling member 48 has a first end 62 and a second end 64. The coupling member 48 is connected to a connecting member 50 disposed on the bridge member 34 by a first coupling joint 52. The coupling member 48 is also connected to the stabilizer member 46 by a second coupling joint 54.

[0036] A first distance S1 between the second end 64 of the coupling member 48 and the longitudinal axis LA is smaller than a second distance S2 between the longitudinal axis LA and an outer surface A2 of the force absorbing member 30 facing away from the longitudinal axis LA. In this case, the two distances S1, S2 are measured in a radial direction RR relative to the longitudinal axis LA. An auxiliary plane HF1 in which the outer surface of the bridge member 34 lies intersects both the force absorbing member 30 and the spring contact member 36. [Explanation of symbols]

[0037] 10 Vibration damping unit 12 Damper 14 Damper rod 16 Damper tube 18 Opposite Mount 19 Mounting surface of opposing mount 20 First spring contact surface 22 Spring 24 Adjustment device 26 First adjustment part 28 Second adjustment part 30 Force absorbing member 32 Second spring contact surface 34 Bridge member 36 Spring contact member 40 Running gear assembly 42 Wheel carrier 44 Rim Ring 46 Stabilizer member 48 Coupling member 50 Connecting member 52 First coupling joint 54 Second coupling joint 56 Stabilizer device 58 Fluid chamber 60 Roll Bellows 62 first end of coupling member 64 second end of coupling member 66 Vehicle frame 68 Stabilizer mount 70 roll folds A2 Outer surface of second adjustment part DA rotation axis HF1 First auxiliary surface LA Longitudinal Axis S2 2nd distance S1 1st distance RR radial direction SA Stabilizer rotation axis VR adjustment direction

Claims

1. a stabilizer bar device (56) having a longitudinal axis (LA) extending therethrough, the stabilizer bar device (56) comprising at least one vibration-damping unit (10) including a damper (12), a spring (22) surrounding at least a portion of the damper (12), and an opposing mount (18) disposed directly or indirectly on a vehicle frame (66) to which the damper (12) is attached and which defines a first spring contact surface (20) against which the spring (22) abuts; a stabilizer bar member (46) mounted on the vehicle frame (66) for rotation about a stabilizer bar rotation axis; and at least one coupling member (48) articulated to the stabilizer bar member (46) by a first end (62) at a location remote from the stabilizer bar rotation axis (SA) and articulated to the vibration-damping unit (10) by a second end (64), The running gear assembly (40) wherein the coupling member (48) is attached to an adjustment device (24) designed to move the coupling member (48) at least partially in an axial adjustment direction (VR) relative to the damper (12).

2. 2. The traveling device assembly of claim 1, wherein the adjustment device (24) comprises a first adjustment part (26) arranged in a fixed position relative to at least a portion of the damper (12), and a second adjustment part (28) movable in the adjustment direction (VR) relative to the first adjustment part (26) and having the coupling member (48) attached thereto.

3. 3. The traveling gear assembly according to claim 2, wherein the adjusting device (24) forms a variable volume fluid chamber (58) between the first adjusting component (26) and the second adjusting component (28).

4. 4. The traveling gear assembly according to claim 3, wherein the adjusting device (24) has at least one roll bellows (60) fixed to the first adjusting component (26) and the second adjusting component (28) to form the fluid chamber (58).

5. 5. The traveling gear assembly according to claim 3 or claim 4, wherein the adjustment device (24) is designed such that the fluid chamber (58) is formed offset in the adjustment direction (VR) relative to the second end (64) of the coupling member (48).

6. 6. The traveling gear assembly according to claim 2, wherein the second adjustment part (28) has a connecting member (50) to which the second end (64) of the coupling member (48) is attached and which is designed so that a first distance (S1) between the second end (64) of the coupling member (48) and the longitudinal axis (LA) is smaller than a second distance (S2) between an outer surface (A2) of the second adjustment part (28) facing away from the longitudinal axis (LA) and the longitudinal axis (LA).

7. 7. The traveling gear assembly of claim 6, wherein the second adjustment component (28) comprises a tubular bridge member (34) on which the connecting member (50) is arranged, and a force absorbing member (30) protruding radially from one end of the bridge member (34) facing the first adjustment component (26) and having an outer surface (A2).

8. 8. A traveling gear assembly according to claim 2, wherein the adjustment device (24) is designed as a base adjustment device, and the second adjustment part (28) has a spring contact element (36) between the second end (64) of the coupling element (48) and the counter mount (18), the spring contact element (36) having a second spring contact surface (32) on which a spring (22) is supported by force and / or form engagement.

9. a wheel carrier (42); a wheel hub mounted on the wheel carrier (42) so as to be rotatable about a rotation axis (DA); and a wheel disposed on the wheel hub and having a wheel rim with a rim ring (44) extending rotationally symmetrically about the rotation axis (DA), 9. The traveling gear assembly according to claim 1, wherein one end of the damper (12) facing away from the opposing mount (18) is arranged on the wheel carrier (42), and the coupling member (48) is arranged such that the longitudinal axis (LA) extends between the second end (64) of the coupling member (48) and at least a portion of the rim ring (44).

10. 10. A vehicle comprising a vehicle frame (66) and a running gear assembly according to any one of claims 1 to 9, wherein the vehicle comprises at least one mount member of an elastically deformable design, surrounding the stabilizer bar member (46) and fixed to the stabilizer bar member (46) so that the stabilizer bar member (46) can rotate about the stabilizer bar rotation axis, and at least one mount clamp member arranged in a fixed position on the vehicle frame (66) with at least one opposing mount (18) arranged in a fixed position, the mount clamp member having an opening which is a through hole passing through in the direction of the stabilizer bar rotation axis, the stabilizer bar member (46) being arranged in the opening so that the mount member is arranged between the mount clamp member and the stabilizer bar member.

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