WO2006131343A1

WO2006131343A1 - Axle of a double-track vehicle having spring base displacement

Info

Publication number: WO2006131343A1
Application number: PCT/EP2006/005446
Authority: WO
Inventors: Axel Pauly
Original assignee: Bayerische Motoren Werke Aktiengesellschaft
Priority date: 2005-06-10
Filing date: 2006-06-08
Publication date: 2006-12-14
Also published as: DE102005026782A1

Abstract

The invention relates to an axle of a double-track vehicle, having a left-hand and a right-hand bearing spring (9), via which the vehicle body is supported in each case on an element of the wheel guidance means, and having an anti-roll bar (3) which is arranged between the wheel suspension systems of the two wheels (1) and is supported with its ends on those supporting points (6) of the bearing springs (9) which face away from the vehicle body and can be displaced by means of actuators (10). According to the invention, the supporting points (6) of the bearing springs (9) and of the ends of the anti-roll bar (3) can be displaced in a wheel-individual manner or for both wheels of the axle by means of the actuators (10), at least substantially in the main action direction of the bearing springs (9), it being possible for particularly effective rolling stability to be achieved. In addition to the bearing spring (9), an additional spring (8) can also be supported on the displaceable supporting point (6) or can be supported directly or indirectly on the displaceable supporting point (6) after a certain compression travel of the bearing spring (9).

Description

Axis of a two-lane vehicle with spring base shift and adjustable anti-roll bar

The invention relates to an axle of a two-lane vehicle with a left-side and right-side suspension spring, via which the vehicle body is supported in each case on an element of the wheel guide and arranged between the wheel suspension of the two wheels anti-roll bar, with its ends facing away from the vehicle body and means Actuators displaceable support points of the suspension springs is supported. For the technical environment, reference is made to DE 199 23 343 A1 to DE 199 55 410 and to DE 41 36 262 C2.

In principle, it is desirable to provide adjustment possibilities in the chassis area of motor vehicles with the aid of which the driving behavior of the vehicle can be actively improved. Thus, so-called active anti-roll bars are known, with which a roll stabilization of the vehicle bodywork can be implemented and a variable distribution of the roll moment support can be realized when providing such active stabilizers on both the vehicle front axle and the vehicle rear axle. Such an active anti-roll bar (cf., for example, DE 41 36 262 C2), whose force component resulting from the torsional moment of the stabilizer and can be changed by means of an actuator, can be divided in the middle, with an actuator designed as a hydraulic swivel motor, for example be provided to the two stabilizer halves and twist them against each other and thus can change the torsional moment. But also known are active anti-roll bars, in which said actuator engages one end of the stabilizer and is arranged for this purpose between the free end of the stabilizer and its support on the wheel suspension. Also known are so-called. Active suspension systems in which the so-called. Federfußpunkt of the arranged between the vehicle body and the suspension suspension spring or suspension springs of a motor vehicle in the main direction of the suspension spring is displaced, see. For example, DE 199 55 410 A1. If such an active suspension system with so-called "spring base shift" is provided on all four wheels of a two-axle two-lane vehicle, it is thus possible to realize a level control, a pitch compensation and a roll stabilization with regard to the vehicle body.

Further known prior art forms the above-mentioned DE 199 23 343 A1. In the vehicle suspension or axle of a two-lane vehicle shown therein, the ratio between the stroke of a vehicle wheel and the resulting stroke of the associated suspension spring (and / or the associated attenuator) is variable by a deflection between the wheel hub and the stroke of the suspension spring is provided, this deflection is designed for variable adjustment of said translation. In essence, the change of said translation is effected in that the vehicle support remote from the common support point of the suspension spring and the attenuator is pivoted laterally, so that the introduced via an articulated lever arm under this pivoting different angle wheel hub a different stroke movement, ie causes compression or relaxation movement of the suspension spring. In a particularly designed embodiment of this known prior art, the two ends of a transverse stabilizer of this vehicle axle are articulated at the support points of the two suspension springs, so that with a change in the ratio between the wheel stroke and suspension spring stroke simultaneously a change in the translation of the anti-roll bar is effected. The latter prior art, which is used to form the preamble of present claim 1, is characterized by a particularly smart arrangement in that a simultaneous adjustment of the translation of the suspension springs and the anti-roll bar is possible, however, is a further advantageous use of this with known arrangement basically available potential possible to show the present invention has set itself the task.

The solution to this problem is for an axle according to the preamble of claim 1, characterized in that the common support points of the suspension springs and the ends of the stabilizer wheel or individually for both wheels of the axle by means of the actuators with respect to the suspension springs at least substantially in the main direction of the suspension springs and with respect of the anti-roll bar at least substantially in the main direction of movement are displaced. Preferably, the joint displacement of the support points of suspension spring and anti-roll bar takes place in each case in the main direction of action, with targeted forces in the system, i. can be introduced into the suspension. Advantageous embodiments and further developments are content of the dependent claims.

With the actuator or the actuators not the translation between a lifting movement of a vehicle wheel and the resulting lifting movement of the associated suspension spring is changed according to the present invention, but it can specifically, ie by suitable control, for example. A single actuator at the same time both the principle known Federfußpunktverschiebung in Hauptwirkrichtung the suspension spring as well as a change in the introduced in the suspension torsional moment of the anti-roll bar are performed. In particular, targeted forces can be introduced into the system by means of the actuator, preferably to stabilize against undesired rolling movements or pitching movements of the vehicle body. It is not just a simple combination of an active anti-roll bar with an active suspension system known per se (with so-called. Federfußpunkt-displacement) proposed, but it is proposed such an axle design that changed with a displacement of a support point or base of a suspension spring hereby simultaneously the torsional moment of the anti-roll bar This is also done actively, ie that here targeted a force in the system or in the suspension is initiated. For this purpose, this anti-roll bar is supported with its ends on the displaceable base points or support points of the suspension springs.

Compared to an active suspension system without simultaneously influencing the stabilizer torsional moment, said cooperation has the advantage that practically a conventional tuning of the suspension spring (in terms of structure and vibration frequency) can be maintained as in a passive system. On the other hand, in comparison with the known systems in which the active roll stabilization takes place solely by means of an adjustable torsional moment of the anti-roll bar, there is the advantage that the anti-roll bar may have the usual spring rate during passive stabilization. This advantage goes far beyond what is known in the form of a variable ratio between the wheel stroke and suspension spring stroke from DE 199 23 343 A1 forming the preamble of the present claim 1 is, by the fact that the displacement of the suspension spring support points deviating from DE 199 23 343 A1 substantially or completely takes place in the main direction of the suspension spring (s) or the anti-roll bar and can take place.

To realize an active roll stabilization as well as for the variable distribution of the roll moment support between the front axle and rear axle, the support points of the suspension springs can thus be shifted differently on each wheel on one or each axle. Vorteilhafterwei- se can thus be used for active roll stabilization both the spring rate of the suspension spring and that of the stabilizer. The axle system proposed hereby can advantageously also be used exclusively for level control since, with uniform displacement of the support points of both suspension springs of one axle, the torque introduced by the anti-roll bar does not change. Furthermore, in addition to an active roll stabilization, an active pitch compensation is also readily possible, while the other suspension functions are purely conventionally passive, ie without activating the actuator (s) and thereby supplying energy to the overall system. Moreover, the proposed system can be used via an appropriate control algorithm for the active balancing of lifting, pitching and Wankschwingungen the vehicle body.

Basically, therefore, a suspension system is proposed, in which u.a. to change the altitude of the vehicle or to compensate for payload on at least one axis, but in particular for roll angle reduction or roll angle suppression an adjustment is provided, the active directly influenced the compression state of the suspension spring (s) in the main direction of the suspension springs and simultaneously acting on the wheel side connection of the stabilizer. The supporting points of the suspension springs connected to the wheel guide are (at least essentially) displaceable in the main spring action direction by means of suitable actuators and the stabilizer bar is supported with its ends directly or indirectly via rods or intermediate levers on these displaceable support points.

With a suitable system design, a so-called. Additional spring known to the expert, which is effective with reaching a certain compression travel of the respective suspension spring, be included in the adjustment, such that the additional spring after a certain compression travel of the suspension spring directly or indirectly at the displaceable support point comes to concern. However, it can also be attached to the movable support point of the suspension spring and impinge on a stop corresponding spring travel, after which the spring rate of the additional spring for roll stabilization of the vehicle body can be used with this additional spring.

The displaceable support point of the suspension spring may be a spring plate or a bearing of the support spring designed receiving a connected to the suspension part of a spring damper leg. By the arrangement of the so-called. Fußpunktverstellung on the wheel-side side, for example. A spring damper strut is taken, the anti-roll bar can be articulated with its ends practically directly or without the need of large-sized intermediate elements to the displaceable support points. As actuators for displacing the support points of the suspension springs may be provided hydraulic or pneumatic or electric actuators. Here, the common movable support of suspension spring and stabilizer for chassis-side support the force of a steel spring or plastic spring in spiral or C-design or an air spring or hydropneumatic spring serve, the suspension spring can act directly on the movable support. Alternatively, however, the suspension spring also indirectly, for example. Via a pendulum support and / or intermediate lever, be supported at the support point.

The accompanying schematic diagrams show preferred embodiments of the present invention, wherein for the sake of simplicity, only one wheel of an axle is shown together with the essential elements of the wheel suspension and the same elements in all figures are identified by the same reference numerals. In detail, Figure 1 shows a suspension arm according to the invention a Federdämpferbein- arrangement 2 shows a suspension arrangement according to the invention with a spring shock absorber leg on a suspension strut axis, FIG. 4 shows an arrangement similar to FIG. 3, but with separate suspension struts; FIG.

• damper arrangement, and Figure 5 shows an inventive arrangement with an intermediate lever between the support point of the suspension spring and the actuator supported on the wheel.

The reference numeral 1 denotes a left wheel of a two-lane two-axle motor vehicle with independent suspension, the latter inter alia. a wishbone 2 has. In the embodiments according to Figures 1, 2 is on this wishbone 2, a so-called. Federdämpferbein, consisting essentially of a damper 4 and a suspension spring 9, supported, with its the wishbone 2 opposite end via a body-side attachment 7 on not shown Structure of the vehicle is fixed, in the embodiments of Figures 1 and 3 on the free end of the piston rod of the damper 4. In the embodiment of Figure 3, said spring damper strut on the wheel 1 a of the wheel 1 with the lower end of the damper 4 and supported by the housing.

Said suspension spring 9 is clamped or supported between a lower spring plate 6 and an upper support plate 11 connected to the attachment 7 or forming a common component with the latter. The lower spring plate 6, which can also be referred to as the support point facing away from the vehicle body (also the reference numeral 6 is used), can be displaced in the main direction of the suspension spring 9, ie in the direction of its longitudinal axis 12 in the case of a spring damper leg. in the in Figures 1, 2 substantially vertically aligned spring damper strut also extends substantially in the vertical direction. A targeted said displacement of the base of the suspension spring 9 descriptive lower spring plate 6 (or Abstützpunktes 6) can be initiated by means of an actuator 10 which is supported in the embodiments of Figures 1, 3 between the spring plate 6 and the housing of the damper 4 while it is supported in the embodiment of Figure 2, in which the housing of the damper 4 via the attachment 7 on the vehicle body, between the lower pivot point of the piston rod of the damper 4 on the control arm 2 and the lower spring plate 6 is supported. In the embodiment of Figure 4, the actuator is supported on the control arm 2 and the following explained in more detail embodiment of Figure 5 on here visible wheel carrier 1a of the wheel first

However, with the spring plate 6 and with the lower support point 6 of the suspension spring 9 is not only the actuator 10 in operative connection, but also a pendulum support 5, the end of an angled as usual at its ends trained stabilizer 3, which is arranged in otherwise known manner or stored. In a corresponding manner, the unillustrated right end of the anti-roll bar 3 at the adjustable support point of the (not shown) right wheel associated suspension spring is articulated indirectly via a pendulum support.

In the embodiment of FIG. 5, the suspension spring 9 is arranged lying substantially horizontally. Nevertheless, here is the vehicle structure remote from the support point 6 of the suspension spring 9 by means of an actuator 10, which in turn is supported on the wheel 1 a of the wheel 1, in Hauptwirkrichtung the suspension spring 9 displaced, via an intermediate intermediate lever 13, in the attachment Point 7 is pivoted on the vehicle body. At this intermediate lever 13, the end of the anti-roll bar 3 is also indirectly articulated, via a Pendulum support 5, such that with a initiated by the actuator 10 displacement of the support point 6 in spring-effective direction and the end of the stabilizer bar 3 is displaced substantially in its direction of action.

The mode of operation of the suspension (s) or axle (s) shown in FIGS. 1 to 5, which have been attached and explained so far, has already been explained in detail above, so that it will not be discussed further here.

The reference numeral 8 denotes a generally known additional spring, which is arranged as usual in the embodiments according to Figures 1, 3, 4, namely in the region of the body-side attachment 7 of the spring damper strut or the suspension spring 9. In the embodiments according to FIG 5, however, the additional spring 8 is also supported on the displaceable support point 6. It can quite a variety of details deviating from the above explanations and the description described be designed without departing from the content of the claims. With the axle proposed here, a required rolling moment support or active roll stabilization can be achieved by displacing the lower support point 6 of the suspension spring 9 on the outside of the vehicle in the direction of compressing the suspension spring 9 and by displacing it on the inside of the vehicle To relax the suspension spring 9 done. The suspension springs 9, the anti-roll bar 3 and, if desired, also the additional springs 8 (= suspension stops) are included in the power flow. The resulting high total spring rate allows roll stabilization with lower energy consumption than in solutions in which only the anti-roll bar or only the suspension springs for Wankmomentenabstützung be acted upon by an actuator. As in the known systems with Fußpunktverschiebung the arrangement described can also be used for level control and for pitch stabilization or for regulating or dampening vibrations of the vehicle body.

Claims

claims

1st axis of a two-lane vehicle with a left-side and right-side suspension spring (9) via which the vehicle body is supported in each case on an element of the wheel guide and with a between the wheel suspension of the two wheels (1) arranged anti-roll bar (3), with its ends facing away from the vehicle body and by means of actuators (10) displaceable support points (6) of the suspension springs (9) is supported, characterized in that the common support points (6) of the suspension springs (9) and the ends of the anti-roll bar (3) individually or wheel both wheels of the axle by means of the actuators (10) with respect to the suspension springs at least substantially in the main direction of the suspension springs (9) and with respect to the anti-roll bar at least substantially in the main direction of movement are displaced.

2. Axis according to claim 1, characterized in that in addition to the suspension spring (9) and an additional spring (8) is supported on the displaceable support point (6) or after a certain compression travel of the suspension spring (9) directly or indirectly on the displaceable support point (6 ) is supported.

3. Axis according to claim 1 or 2, characterized in that the displaceable support point (6) is a spring plate or one of the suspension spring (9) correspondingly shaped receiving a connected to the suspension part of a spring damper leg.

4. Axis according to one of the preceding claims, characterized in that the common movable support (6) of the suspension spring (9) and anti-roll bar (3) for fahrwerkseiti- gene support the force of a steel spring or plastic spring in a spiral or C-design or a Air spring or Hydropneumatikfe- serves the

5. Axis according to one of claims 1 to 3, characterized in that the suspension spring (9) and / or the end of the anti-roll bar (3) directly or indirectly, for example. Via a pendulum support and / or intermediate lever (13), at the support point ( 6) is supported.

6. Axis according to one of the preceding claims, characterized in that as actuators (10) hydraulic or pneumatic or electrical actuators are provided.

7. A method for performing a roll stabilization on a two-lane vehicle with an axle according to one of the preceding claims, wherein the common support point or the common support points of the suspension spring (s) (9) and of the end (s) of the anti-roll bar (3) by means of Actuator is performed such that the hereby introduced into the suspension force substantially counteracts a rolling motion of the vehicle body.