[go: up one dir, main page]

WO2018206209A1 - Stabilisateur antiroulis comprenant des capteurs aux fins de détermination d'état - Google Patents

Stabilisateur antiroulis comprenant des capteurs aux fins de détermination d'état Download PDF

Info

Publication number
WO2018206209A1
WO2018206209A1 PCT/EP2018/059093 EP2018059093W WO2018206209A1 WO 2018206209 A1 WO2018206209 A1 WO 2018206209A1 EP 2018059093 W EP2018059093 W EP 2018059093W WO 2018206209 A1 WO2018206209 A1 WO 2018206209A1
Authority
WO
WIPO (PCT)
Prior art keywords
stabilizer
roll
sensor
roll stabilizer
sensors
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2018/059093
Other languages
German (de)
English (en)
Inventor
Christian Stephan
Andreas Füssl
Axel BOLTA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to EP18718754.7A priority Critical patent/EP3621832A1/fr
Publication of WO2018206209A1 publication Critical patent/WO2018206209A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/11—Mounting of sensors thereon
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/122—Mounting of torsion springs
    • B60G2204/1222—Middle mounts of stabiliser on vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/122—Mounting of torsion springs
    • B60G2204/1224—End mounts of stabiliser on wheel suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/419—Gears
    • B60G2204/4191—Planetary or epicyclic gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • B60G2206/427—Stabiliser bars or tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/90—Other conditions or factors
    • B60G2400/98—Stabiliser movement

Definitions

  • the present invention relates to a roll stabilizer for a motor vehicle according to the closer defined in the preamble of the independent claim.
  • a stabilizer device for a motor vehicle which comprises an actuator arranged in a housing for the relative rotation of two stabilizer parts.
  • the actuator includes a stator and a rotor.
  • the stabilizer device comprises a sensor device integrated in the housing.
  • the stabilizer device comprises a second sensor device, which is likewise arranged in the housing of the stabilizer device.
  • the second sensor device comprises a first part which is connected to the housing and a second part which is connected to the control device arranged in the housing.
  • the control device has no direct connection to the housing and therefore experiences no torsional deformation in contrast to the housing when a torque is applied to the stabilizer device. By means of the second sensor device can thus be sensed a torsional deformation of the housing.
  • An object of the present invention is to further improve a roll stabilizer according to the aforementioned type.
  • a roll stabilizer for a motor vehicle with two mutually about a longitudinal axis of the stabilizer rotatably interconnected stabilizer parts. Furthermore, the roll stabilizer comprises an actuator for relative rotation of the two stabilizer parts.
  • the roll stabilizer comprises at least a first sensor. This first sensor is arranged in a first stabilizer section of the first stabilizer part.
  • the roll stabilizer comprises a second sensor. This second sensor is arranged in a second stabilizer portion of the second stabilizer isator part.
  • the at least one first and at least one second sensor is designed in such a way that by means of the latter in each case a current state of the associated stabilizer section of the respective associated stabilizer part can be detected.
  • the sensors are designed such that a static and / or dynamic state of the associated stabilizer section of the respective associated stabilizer part can be detected by means of these.
  • the state of the sensory monitored stabilizer section may be described by torsion, flexure, position, orientation and / or motion.
  • at least the sensory immediately monitored stabilizer sections and in particular over the two stabilizer parts can be monitored and her respective state can be determined.
  • the sensors can thus be determined preferably whether a stabilizer section moved out of a zero position, in particular translationally shifted and / or twisted is.
  • it can preferably be determined whether one of the two stabilizer sections moves.
  • the influence of the roll stabilizer on the suspension of the motor vehicle as well as vice versa the influence of the introduced via the suspension forces and / or moments analyzed on the roll stabilizer and evaluated to improve the handling and / or the results of a control device, such as an ESP Control unit and / or a control device of the roll stabilizer, be used to control a vehicle actuator.
  • a control device such as an ESP Control unit and / or a control device of the roll stabilizer
  • first and second sensor are arranged symmetrically to each other.
  • At least one of the two sensors is designed in such a way that by means of the latter at least one position, orientation and / or movement of the associated stabilizer section can be detected.
  • This position, orientation and / or movement is preferably in relation to a reference object, in particular a body mount of the roll stabilizer and / or a virtual coordinate system.
  • Tensystem detectable. In this way, it can be determined whether the stabilizer section, to which the respective sensor is assigned, is moved, how it is moved, how it is oriented and / or where it is located.
  • At least one of the two sensors is designed such that by means of this a rotation angle, a rotational speed and / or a rotational acceleration can be detected.
  • a trained sensor is arranged in particular in the region of a support of the roll stabilizer.
  • at least one of the two sensors is designed such that by means of this a linear movement, a linear velocity and / or a linear acceleration of the associated stabilizer section can be detected.
  • Such a trained sensor is preferably arranged on a stabilizer end of the respective stabilizer part, in which the roll stabilizer is pivotally connected to a suspension.
  • At least one of the two sensors is an inertial sensor, in particular an acceleration sensor and / or position sensor.
  • At least one of the two sensors is arranged outside a housing of the roll stabilizer.
  • the position, orientation and / or movement of the roll stabilizer, in particular its stabilizer parts, relative to the vehicle, in particular a vehicle body are detected.
  • At least one of the two sensors is arranged in the region of a torsion bar spring element of the associated stabilizer part, in particular protruding from the housing.
  • the state of the two torsion spring elements ie their position, orientation and / or movement, are detected.
  • the roll stabilizer is U-shaped and / or the two, in particular frontally projecting from the housing, torsion bar spring elements each have a along the longitudinal axis of the stabilizer extending longitudinal portion and / or extending transversely to the longitudinal axis of the stabilizer cross section.
  • the longitudinal section of the roll stabilizer When installed, the longitudinal section of the roll stabilizer thus extends substantially in the transverse direction of the motor vehicle and / or the transverse section of the roll stabilizer substantially in the longitudinal direction of the motor vehicle.
  • the longitudinal sections of the two torsion spring elements and the housing are arranged one behind the other and rotatable about the common longitudinal axis of the stabilizer.
  • At least one of the two sensors is arranged in the longitudinal section extending along the longitudinal axis of the stabilizer and / or in the transverse section of the associated torsion bar spring element extending transversely to the longitudinal axis of the stabilizer.
  • the two stabilizer parts in particular in the region of their respective torsion bar spring element, are rotatably mounted in a respective mounting bearing about the longitudinal axis of the stabilizer.
  • the body bearings therefore serve to support the roll stabilizer, in particular its torsion bar spring elements about the longitudinal axis of the stabilizer rotatably relative to the vehicle body.
  • At least one of the two sensors is arranged in the region of one of the two supports.
  • the two sensors are arranged in the region of a stabilizer end.
  • the Roll stabilizer at its respective stabilizer end to a connecting joint, by means of which the roll stabilizer with a suspension element, preferably a pendulum support, a wheel suspension of the motor vehicle is rotatably articulated.
  • At least one of the sensors is integrated in a bearing, in particular in one of the mounting bearings and / or one of the connecting joints, of the roll stabilizer.
  • the respective sensor is preferably arranged protected inside a joint housing.
  • the roll stabilizer has a control device for controlling and / or regulating the actuator.
  • the control unit is designed such that by means of the latter, in particular based on a first sensor value detected by the first sensor and on the basis of a second sensor value detected by the second sensor, an actual torque of the roll stabilizer can be determined.
  • the actual moment is that moment that, taking into account all moments acting on the roll stabilizer and / or moments generated by the roll stabilizer, the actual actual torque is.
  • control device is embodied such that by means of the latter the first and second sensor values can be related to each other and / or a difference value can be determined, in particular estimated and / or calculated from these.
  • control device is designed such that by means of this a rotation of the roll stabilizer about its longitudinal axis of the stabilizer, in particular relative to a stationary coordinate system and / or the vehicle body, can be determined.
  • control unit is designed such that by means of this, the cause of the rotation can be determined.
  • control unit is designed such that it can determine whether the detected rotation by the roll stabilizer itself, in particular its actuator and / or at least one of its torsion bar spring elements, or by one of the caused suspension member is caused on the roll stabilizer transmitted external force.
  • control unit is embodied in such a way that it can be used to estimate and / or calculate a vertical height offset of at least one intended wheel carrier of the motor vehicle relative to the vehicle structure by means of the first and / or second sensor value.
  • a bearing force in particular by the offset of the two sensor values, a bearing force, a twisting angle, a rotational acceleration, an acceleration in a spatial direction and / or a wheel contact force can be determined.
  • Figure 1 is a schematic rear view of a vehicle in the region of a vehicle axle
  • Figure 2 is a plan view of a roll stabilizer of the vehicle axle in a schematic representation.
  • FIG. 1 shows a motor vehicle 1, in particular a car, in a greatly simplified representation.
  • the motor vehicle 1 has a vehicle axle 2.
  • the vehicle axle 2 may be a front and / or rear axle.
  • the vehicle axle 2 comprises a vehicle body 3.
  • the vehicle body 3 may be a body of the motor vehicle and / or a subframe.
  • the vehicle axle 2 is formed substantially axisymmetric to the vehicle central axis. It comprises two wheels 5, 6 which are each rotatably mounted on a wheel carrier, not shown here.
  • the vehicle axle 2 comprises wheel suspension elements, via which the respective wheel 5, 6 are directly or indirectly connected to the vehicle body 3, in particular articulated. For reasons of clarity, only one of these wheel suspension elements 7 is provided with a reference numeral in FIG.
  • the vehicle axle 2 comprises at least one link 8, 9 via which the respective wheel carrier is articulated on the vehicle body 3 such that the wheel 5, 6 can move vertically relative to the vehicle body 3.
  • the vehicle axle 2 has a shock absorber 10, 11.
  • the shock absorber 10, 11 may comprise a separate spring element and a separate damper element. Alternatively, however, these can also be combined in one component.
  • the vehicle axle 2 further comprises a roll stabilizer 4.
  • the roll stabilizer 4 is designed as an active and / or electromechanical roll stabilizer.
  • the roll stabilizer comprises two stabilizer parts 12, 13 which are rotatably connected to each other.
  • the two stabilizer parts 12, 13 are connected to one another such that they are rotatable relative to one another about a longitudinal axis 14 of the stabilizer.
  • the longitudinal axis 14 of the stabilizer extends substantially in the vehicle transverse direction.
  • the roll stabilizer 4 comprises two mounting bearings 15, 16, each of which rotatably supports one of the two stabilizer parts 12, 13.
  • the two stabilizer parts 12, 13 are thus not only relative to each other, but also rotatable together about the longitudinal axis 14 of the stabilizer.
  • the roll stabilizer 4 is rotatably mounted on the vehicle body 3 via the two body supports 15, 16, i. in particular on the body and / or on the subframe hinged.
  • the roll stabilizer 4 comprises a housing 17.
  • the housing 17 is arranged in a middle region of the roll stabilizer 4.
  • Front side protrudes from the housing 17 each have a torsion spring element 18, 19 from.
  • the torsion bar spring element 18, 19 is preferably a curved tube, in particular made of a spring steel.
  • the body bearings 15, 16 are arranged in the region of the torsion bar spring elements 18, 19 according to the present exemplary embodiment.
  • one of the two torsion-bar spring elements 18, 19, in the present case the first torsion-bar spring element 18, is non-rotatably connected to the housing 17. prevented.
  • the other of the two torsion bar spring elements in this case the second torsion bar spring element 19, is rotatably mounted in the interior of the housing 17 (cf., FIG. 2).
  • the housing 17 could also be divided into two, in which case each one of the two parts is rotatably formed with the associated torsion bar spring element 18, 19 and / or connected.
  • the respective torsion-bar spring element 18, 19 is connected at its respective stabilizer end 20, 21 in an articulated manner to one of the wheel suspension elements 7.
  • the suspension elements 7 are designed as a pendulum support 22, 23.
  • the roll stabilizer 4 at the respective stabilizer end 20, 21 a connecting joint 24, 25, in particular a ball joint on.
  • the roll stabilizer 4 comprises an actuator 26.
  • the actuator 26 is preferably an electric motor. Furthermore, this is arranged in the interior of the housing 17. About the actuator 26, the two stabilizer parts 12, 13 are rotated against each other about the longitudinal axis 14 of the stabilizer.
  • the roll stabilizer 4 furthermore has a control unit 27.
  • it is an integrated control unit 27 which is integrated in the housing 17.
  • the roll stabilizer 4 furthermore comprises a gear 28, which is likewise arranged in the interior of the housing 17.
  • the transmission 28 is preferably a planetary gear.
  • the control unit 27 accordingly controls the actuator 26 designed as an electric motor, which is in particular non-rotatably connected to the housing 17, such that a torque is transmitted via the gear 28 to the second stabilizer part 13. As a result, the second stabilizer part 13 is rotated relative to the first stabilizer part 12.
  • the roll stabilizer 4 essentially has a U-shape.
  • the torsion-bar spring elements 18, 19 each have a longitudinal section 29, 30 which extends along the longitudinal axis 14.
  • the GE- Housing 17 and the two longitudinal sections 29, 30 are therefore arranged substantially one behind the other and / or coaxial with each other.
  • the two torsion-bar spring elements 18, 19 each comprise a transverse section 31, 32 which extends transversely to the longitudinal axis 14 of the stabilizer and / or to the respective longitudinal section 29, 30. According to the installation position shown in FIG. 1, the transverse section 31, 32 of the respective torsion-bar spring element 18, 19 thus extends essentially in the longitudinal direction of the motor vehicle 1.
  • the roll stabilizer 4 comprises at least one first sensor 33, 34 and at least one second sensor 35, 36, which are each assigned to one of the two stabilizer parts 12, 13.
  • the sensors 33, 34, 35, 36 are each arranged in a stabilizer section 37, 38 of the respective associated stabilizer part 12, 13.
  • the term "first stabilizer section 37" below defines a section of the first stabilizer part 12, in particular of the first torsion bar spring element 18.
  • two such first stabilizer sections 37 are shown, in particular a first in the area of the first body bearing 15 and a second in the region of the first stabilizer end 20.
  • the term “second stabilizer section 28" of the second stabilizer part 13 is to be understood.
  • a state of the associated stabilizer section 37, 38 of the respective associated stabilizer part 12, 13 can be detected via the sensors 33, 34, 35, 36. Accordingly, for example, a static state of the respective stabilizer section 37, 38 can be determined, ie, where this stabilizer section 37, 38 is relative to a coordinate system and / or how it is oriented to this coordinate system. Additionally or alternatively, a dynamic state of the associated stabilizer section 37, 38 can be detected via the sensors 33, 34, 35, 36. Accordingly, for example, a movement of the respective stabilizer section 37, 38, in particular a rotational and / or translatory movement, can be detected.
  • the movement can be detected in particular via the detection of a movement direction, a movement speed and / or a movement acceleration.
  • the sensors 33, 34, 35, 36 may in particular be designed such that by means of these a rotation angle, a rotational speed, and / or a rotational acceleration of the respective associated stabilizer section 37, 38 can be detected. Additionally or alternatively, the sensors 33, 34, 35, 36 may be formed such that by means of these a linear movement, a linear velocity and / or a linear acceleration of the respective associated stabilizer section 37, 38 can be detected.
  • the sensors 33, 34, 35, 36 are preferably inertial sensors, in particular acceleration sensors and / or yaw rate sensors.
  • a first sensor 33 may be arranged in the region of the first mounting bearing 15.
  • the corresponding second sensor 35 is accordingly arranged in the region of the second body bearing 16.
  • the first and second sensors 33, 35 may be integrated into the respective body bearing 15, 16.
  • the sensors 33, 35 arranged in the region of the mounting bearings 15, 16 are designed such that they have a rotational angle, a rotational speed and / or a rotational acceleration relative and / or between the associated stabilizer section 37, 38 and the mounting bearing 15, 16, in particular the Vehicle structure 3, can capture.
  • a first sensor 34 may be arranged in the region of the first connection joint 24.
  • a corresponding second sensor 36 in the region of the second connection joint 25 is arranged.
  • the first and second sensors 34, 36 may be integrated in the respective connecting joint 24, 25.
  • the first sensor 33 and the second sensor 35 may be arranged in the region of the respective body bearing 15, 16.
  • the state of the respective stabilizer part 12, 13 in the respective associated first stabilizer section 37 and second stabilizer section 38 of the respective longitudinal section 29, 30 can thus be determined.
  • the respective stabilizer sections 37, 38 are in this case in the region of the respectively corresponding body bearing 15, 16.
  • the first sensor 34 may be arranged in the region of the first connection joint 24 and the second sensor 36 in the region of the second connection joint 25.
  • the first sensor 34 and the second sensor 36 are preferably designed such that they can determine a linear movement, a linear velocity and / or a linear acceleration of the associated stabilizer section 37, 38.
  • the associated stabilizer section 37, 38 is in this case in the region of the respective stabilizer end 20, 21. Since the stabilizer ends 20, 21 and / or the connecting joints 24, 25 are radially spaced from the longitudinal axis 14 of the stabilizer, these change at a and / or rebound of each associated wheel 5, 6 relatively strong position. With the arranged in the corresponding area sensors 34, 36, the state, in particular the position, orientation and / or movement, these stabilizer sections 37, 38 are determined.
  • the roll stabilizer 4 may comprise both the sensors 33, 35 arranged in the region of the mounting bearings 15, 16 and the sensors 34, 36 arranged in the region of the connecting joints 24, 25.
  • the at least one first sensor 33, 34 and the at least one second sensor 35, 36 are arranged outside the housing 17.
  • these are arranged according to the embodiment shown in Figure 2 in the region of each projecting from the housing 17 torsion bar spring elements 18, 19.
  • the sensors 33, 35 arranged in the region of the mounting bearings 15, 16 are in this case in particular in the region of the first and second transverse sections 31, 32 of the respective torsion-bar spring element 18, 19.
  • the sensors 34, 36 are located in the region of the transverse section 31, 32 of the respectively associated torsion bar spring element 18, 19th
  • the control device 27 is connected to the at least one first sensor 33, 34 and to the at least one second sensor 35, 36. It receives from the at least one first sensor 33, 34 a first sensor value, by means of which the control unit Draw conclusions about the state of the first stabilizer part 12 can. Furthermore, the control unit 27 receives from the at least one second sensor 35, 36 a second sensor value, by means of which the control unit 27 can draw a conclusion about the state of the second stabilizer part 13.
  • the control device 37 is configured such that it can determine an actual torque of the roll stabilizer 4 based on the first sensor value detected by the at least one first sensor 33, 34 and on the basis of the second sensor value detected by the at least one second sensor 35, 36.
  • control unit 27 in particular by means of a stored in the control unit mathematical model, the first and second sensor value to each other in relation.
  • the sensor values of the respectively mutually symmetrically arranged sensors ie the first sensor 33 and the second sensor 35 or the first sensor 34 and the second sensor 36, are related to each other.
  • control unit 27 determines at least one difference value on the basis of the corresponding sensor values.
  • the controller 27 is thus designed such that it can determine a rotation of the roll stabilizer 4 about its longitudinal axis of the stabilizer.
  • control device is preferably designed such that it can be used to determine whether the determined rotation is caused by the roll stabilizer 4 itself, in particular by its actuator 26 and / or by at least one of its torsion bar spring elements 18, 19, or by an external force.
  • the external force is transmitted to the roll stabilizer 4 via the wheels 5, 6 and / or the wheel suspension, in particular the respective pendulum support 22, 23.
  • the control device 27 is further preferably designed such that by means of the latter, based on the first and / or second sensor value, a vertical height offset of at least one of the two wheels 5, 6 relative to the vehicle body 3 can be determined, in particular can be estimated and / or calculated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un stabilisateur antiroulis (4) pour un véhicule à moteur. Le stabilisateur comprend deux parties (12, 13) reliées l'une à l'autre de manière à pouvoir tourner l'une par rapport à l'autre autour d'un axe longitudinal du stabilisateur (14) et un actionneur (26) pour la rotation relative des deux parties (12, 13) du stabilisateur. Selon l'invention, le stabilisateur antiroulis (4) comporte au moins un premier capteur (33, 34) agencé dans une première section (37) de la première partie (12) du stabilisateur et un deuxième capteur (35, 36) agencé dans une deuxième section (38) de la deuxième partie (13) du stabilisateur, au moyen desquels un état respectif, en particulier statique et/ou dynamique, de la section (37, 38) associée de la partie (12, 13) respectivement associée du stabilisateur peut être détecté.
PCT/EP2018/059093 2017-05-12 2018-04-10 Stabilisateur antiroulis comprenant des capteurs aux fins de détermination d'état Ceased WO2018206209A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18718754.7A EP3621832A1 (fr) 2017-05-12 2018-04-10 Stabilisateur antiroulis comprenant des capteurs aux fins de détermination d'état

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017208045.0A DE102017208045A1 (de) 2017-05-12 2017-05-12 Wankstabilisator mit Sensoren zur Zustandsermittlung
DE102017208045.0 2017-05-12

Publications (1)

Publication Number Publication Date
WO2018206209A1 true WO2018206209A1 (fr) 2018-11-15

Family

ID=62025807

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/059093 Ceased WO2018206209A1 (fr) 2017-05-12 2018-04-10 Stabilisateur antiroulis comprenant des capteurs aux fins de détermination d'état

Country Status (3)

Country Link
EP (1) EP3621832A1 (fr)
DE (1) DE102017208045A1 (fr)
WO (1) WO2018206209A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210046796A1 (en) * 2018-02-02 2021-02-18 Schaeffler Technologies AG & Co. KG Electromechanical actuator
CN113784857A (zh) * 2019-05-09 2021-12-10 采埃孚股份公司 用于车辆底盘的稳定器、用于这种稳定器的摆动支座以及用于制造这种稳定器或这种摆动支座的方法
US11279195B2 (en) * 2019-07-30 2022-03-22 Honda Motor Co., Ltd. Individual active torsional springs

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63145118A (ja) * 1986-12-10 1988-06-17 Nippon Denso Co Ltd スタビライザの捩れ量検出装置
WO2008054265A1 (fr) * 2006-11-01 2008-05-08 Volvo Lastvagnar Ab Dispositif de stabilisation pour véhicule lourd
DE102009016165A1 (de) * 2009-04-03 2010-10-14 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung mit einem Stabilisator
DE102009028386A1 (de) 2009-08-10 2011-02-17 Zf Friedrichshafen Ag Vorrichtung zum Variieren eines Wankwinkels einer Fahrzeugkarosserie im Bereich wenigstens einer Fahrzeugachse
WO2012041556A2 (fr) * 2010-09-30 2012-04-05 Schaeffler Technologies AG & Co. KG Stabilisateur de roulis en deux parties
DE102010051807A1 (de) * 2010-11-18 2012-05-24 Magna Powertrain Ag & Co. Kg Wankstabilisierungseinrichtung
EP2524827A1 (fr) * 2011-05-16 2012-11-21 Schaeffler Technologies AG & Co. KG Stabilisateur de roulis d'un véhicule automobile

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63145118A (ja) * 1986-12-10 1988-06-17 Nippon Denso Co Ltd スタビライザの捩れ量検出装置
WO2008054265A1 (fr) * 2006-11-01 2008-05-08 Volvo Lastvagnar Ab Dispositif de stabilisation pour véhicule lourd
DE102009016165A1 (de) * 2009-04-03 2010-10-14 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung mit einem Stabilisator
DE102009028386A1 (de) 2009-08-10 2011-02-17 Zf Friedrichshafen Ag Vorrichtung zum Variieren eines Wankwinkels einer Fahrzeugkarosserie im Bereich wenigstens einer Fahrzeugachse
WO2012041556A2 (fr) * 2010-09-30 2012-04-05 Schaeffler Technologies AG & Co. KG Stabilisateur de roulis en deux parties
DE102010051807A1 (de) * 2010-11-18 2012-05-24 Magna Powertrain Ag & Co. Kg Wankstabilisierungseinrichtung
EP2524827A1 (fr) * 2011-05-16 2012-11-21 Schaeffler Technologies AG & Co. KG Stabilisateur de roulis d'un véhicule automobile

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210046796A1 (en) * 2018-02-02 2021-02-18 Schaeffler Technologies AG & Co. KG Electromechanical actuator
US11571942B2 (en) * 2018-02-02 2023-02-07 Schaeffler Technologies AG & Co. KG Electromechanical actuator
CN113784857A (zh) * 2019-05-09 2021-12-10 采埃孚股份公司 用于车辆底盘的稳定器、用于这种稳定器的摆动支座以及用于制造这种稳定器或这种摆动支座的方法
US11279195B2 (en) * 2019-07-30 2022-03-22 Honda Motor Co., Ltd. Individual active torsional springs

Also Published As

Publication number Publication date
DE102017208045A1 (de) 2018-11-15
EP3621832A1 (fr) 2020-03-18

Similar Documents

Publication Publication Date Title
DE102009028386A1 (de) Vorrichtung zum Variieren eines Wankwinkels einer Fahrzeugkarosserie im Bereich wenigstens einer Fahrzeugachse
DE102009016165A1 (de) Vorrichtung mit einem Stabilisator
DE102012200001A1 (de) Gummimetallager für Kraftfahrzeug-Radaufhängung, Trapezlenker und Radaufhängung
DE102007005983A1 (de) Verfahren zum Betrieb eines Aktuators, insb. eines elektrischen Aktuators innerhalb einer Stabilisatoranordnung
EP3184357B1 (fr) Système de suspension et procédé
DE102015005305A1 (de) Vorrichtung zum Einstellen einer Fahrzeuglenkung und Verfahren zu deren Verwendung
EP2712796A2 (fr) Suspension de roue pour véhicule inclinable
WO2018206209A1 (fr) Stabilisateur antiroulis comprenant des capteurs aux fins de détermination d'état
DE102005012245B4 (de) Radaufhängung für ein Fahrzeug
DE102010021561A1 (de) Verfahren zur Fahrzeuglenkung mit einer Fahrzeuglenkvorrichtung
DE102010051807A1 (de) Wankstabilisierungseinrichtung
WO2018114173A1 (fr) Fonction de sécurité et contrôleur pour la surveillance et la commande de stabilisateurs de roulis
EP1468898A2 (fr) Systeme d'amortissement des chocs de retour au volant d'un automobile
DE102005015089B4 (de) Radaufhängung für ein Fahrzeug
DE102010048260B4 (de) Automatische Bestimmung eines Einfederwegs eines Rads eines Fahrzeugs
EP3870464A1 (fr) Procédé de fonctionnement d'un actionneur d'un mécanisme de roulement actif et mécanisme de roulement actif
DE102008024092A1 (de) Verfahren zur Wankregelung für einen geteilten Kraftfahrzeugstabilisator
DE19908323B4 (de) Gelenkte Fahrzeugachse
DE102007050170A1 (de) Dämpfungsvorrichtung
WO2004089663A1 (fr) Amortissement actif de roulis
DE102008000591A1 (de) Verbundlenkerachse für ein Kleinfahrzeug
DE102014214229A1 (de) Lenkung für eine Verbundlenkerachse
DE102019207055B4 (de) Wankstabilisatoranordnung für ein Fahrzeug
DE102007050093A1 (de) Radlager mit Dehnungssensor
DE102019213272A1 (de) Verfahren zum Betreiben eines verstellbaren Wankstabilisators

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18718754

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2018718754

Country of ref document: EP

ENP Entry into the national phase

Ref document number: 2018718754

Country of ref document: EP

Effective date: 20191212