DE102018116944A1 - Active chassis for a motor vehicle - Google Patents

Abstract

The invention relates to an active chassis (1) for a motor vehicle, comprising two torsion bar halves (1a, 1b), the first torsion bar half (1a) with a first actuator (2a) and the second torsion bar half (1b) with a second actuator (2b) are operatively connected to transmit a torsional moment, the torsion bar halves (1a, 1b) being operatively connected to one another via an elastic connecting element (8).

Description

The invention relates to an active chassis for a motor vehicle, comprising two torsion bar halves, the first torsion bar half being operatively connected to a first actuator and the second torsion bar half to a second actuator for transmitting a torsional moment.

The DE 10 2004 032 081 A1 discloses an adjustable undercarriage comprising a first axle link pivotally mounted on a vehicle body for a first wheel of an axle and a second pivotally mounted axle link for a second wheel of the axle. The first and second axle control arms each carry a main spring for the vehicle body and have an auxiliary spring which can be preloaded by a drive unit. The auxiliary spring is formed by a torsion bar for each axle control arm, which acts on the axle control arm, with two electric motors prestressing the torsion bars as drive units.

The object of the present invention is to further develop an active chassis for a motor vehicle, and in particular to realize a lower energy requirement with a simultaneous increase in dynamics. According to the invention, this object is achieved by the active chassis according to claim 1. Appropriate further developments can be found in the dependent claims.

An active chassis according to the invention for a motor vehicle comprises two torsion bar halves, the first torsion bar half being operatively connected to a first actuator and the second torsion bar half being connected to a second actuator for transmitting a torsional moment, the torsion bar halves being operatively connected to one another via an elastic connecting element. In other words, this configuration of the active chassis allows the rolling, lifting and rolling movements of the motor vehicle to be influenced. The torsional rigidity of the torsion bar arrangement is set in a targeted manner by the two actuators, the torsional rigidity of the first torsion bar half being adjustable by means of the first actuator and the torsional rigidity of the second torsion bar half being adjustable by means of the second actuator. If both actuators do not generate any torque, the rigidity of the torsion bar depends on the rigidity of the elastic connecting element.

The elastic connecting element connects the two torsion bar halves to one another, high stationary forces being supported via the connecting element. In other words, the connecting element is non-rotatably connected to the first and second torsion bar halves. In the case of unactuated actuators, the torsional rigidity of the torsion bar halves connected to one another is dependent on the torsional rigidity of the connecting element, wherein a torsional moment is transmitted from the first torsion bar half to the second torsion bar half via the connecting element. By arranging the connecting element between the torsion bar halves, the actuators are relieved and can thus be operated in a more energy-saving manner. The elastic connecting element is connected, for example, directly to the respective actuator. It is also conceivable to provide a transition piece between the elastic connecting element and the respective actuator in order to additionally arrange the actuators and the elastic connecting element axially spaced apart from one another.

The elastic connecting element is preferably formed from an elastomer. As an alternative, the connecting element can also be formed from a different torsionally or torsionally soft material. It can also be designed as a third torsion spring.

Each actuator preferably has a housing in which a motor and a first gear unit operatively connected to the motor are arranged. The term “operatively connected” is to be understood to mean that two elements can be directly connected to one another, or that there are further elements between two elements, for example one or more shafts or gearwheels.

The motor is at least indirectly connected to the transition piece or the connecting element in a rotationally fixed manner and the first gear unit is at least indirectly connected to the respective half of the torsion bar in a rotationally fixed manner. Thus, the motor and the first gear unit cause the first torsion bar half to rotate relative to the transition piece or the connecting element in order to generate the torsional moment. The housing can be made in one or more parts.

The housing of the respective actuator is preferably fastened to a component of the motor vehicle which is fixed to the vehicle. The vehicle-fixed component is, for example, a body part, a chassis part or an axle support of the motor vehicle, the torque generated by the respective actuator being supported against the vehicle-fixed component via the housing.

Furthermore, the torsion bar halves are preferably mounted on the vehicle-fixed component via a respective stabilizer bearing. Each of the two torsion bar halves is thus supported both via the housing of the actuator on the vehicle body and, for example, via a coupling rod on the chassis, and is additionally supported via the corresponding stabilizer bearing. The stabilizer bearing is also arranged on a component that is fixed to the vehicle.

According to a preferred embodiment, the two actuators are arranged coaxially to the respective torsion bar half and connected in a rotationally fixed manner to the respective torsion bar half. The respective actuator surrounds the associated torsion bar half at least partially radially, the actuator being connected on both sides in a rotationally fixed manner to the torsion bar half or at least indirectly in a rotationally fixed manner with the elastic connecting element. It is alternatively conceivable that the respective torsion bar half is passed through the associated actuator. For this purpose, the actuators preferably comprise a wave gear. A wave gear is a gear with an elastic transmission element, which is characterized by high translation and rigidity.

The wave gear unit includes, for example, a cylindrical ring with internal toothing, a cylindrical, deformable steel bushing with external toothing, and an elliptical steel disc with a central hub and a mounted, elliptically deformable special ball bearing. The elliptical steel disc is driven and deforms the steel bushing via the ball bearing, which is in engagement with the internally toothed, cylindrical ring in the opposite areas of the large ellipse axis. By turning the steel disc, the large ellipse axis and thus the meshing area shift. When the cylindrical ring is fixed, the steel sleeve as the output element rotates counter to the drive. When the torsion bar halves are passed through the respective actuator, it is advantageous that the torsion bar halves have an overall greater length, as a result of which the respective torsion bar half is designed as a torsionally softer overall.

The two actuators are preferably arranged axially spaced apart from one another, the elastic connecting element being arranged axially between the two actuators. In other words, the elastic connecting element is arranged spatially between the two actuators.

According to a second embodiment, the two actuators are arranged axially parallel to the torsion bar halves, the first actuator being operatively connected to the first torsion bar half via a second gear unit, the second actuator being operatively connected to the second torsion bar half via a third gear unit. In other words, the torque generated in the respective actuator is transmitted to the respective half of the torsion bar via the second or third gear unit connected to it. The second and third gear units consist, for example, of two gear wheels that mesh with one another. The first gear wheel of the second gear unit is preferably connected in a rotationally fixed manner to the first gear unit of the first actuator via a respective shaft, the second gear wheel of the second gear unit being connected in a rotationally fixed manner to the first torsion bar half. Analogously, the third gear unit is formed on the second actuator, the first gear of the third gear unit preferably being connected in a rotationally fixed manner to the first gear unit of the second actuator via a respective shaft, and the second gear of the third gear unit being connected in a rotationally fixed manner to the second torsion bar half. The second and third gear unit can alternatively be designed as a belt transmission in order to introduce the torque of the respective actuator into the torsion bar halves. Other alternative types of gears are also conceivable.

• 1 eine schematische Ansicht eines erfindungsgemäßen aktiven Fahrwerks für ein Kraftfahrzeug,
• 2 eine schematische Detailansicht des erfindungsgemäßen aktiven Fahrwerks gemäß 1, und
• 3 eine schematische Detailansicht des erfindungsgemäßen aktiven Fahrwerks gemäß einer zweiten Ausführungsform.

Further measures improving the invention are shown below together with the description of two preferred exemplary embodiments of the invention with reference to the figures, the same or similar elements being provided with the same reference numerals. Show it

• 1 1 shows a schematic view of an active chassis for a motor vehicle according to the invention,
• 2 is a schematic detailed view of the active chassis according to the invention 1 , and
• 3 a schematic detailed view of the active chassis according to the invention according to a second embodiment.

1 shows an active chassis 1 for a multi-lane - here only partially and highly schematically represented - motor vehicle 9 , The active chassis 1 is arranged transversely to the longitudinal vehicle and at its free ends via a chassis element 11 with a respective wheel 12 and a respective spring damper system 17 of the motor vehicle 9 connected.

Furthermore, the active chassis has 1 one in two torsion bar halves 1a . 1b split torsion bar. At the mutually facing ends of the two torsion bar halves 1a . 1b is a respective actuator 2a . 2 B effectively arranged to transmit a torsional moment, the actuators 2a . 2 B coaxial to the respective torsion bar half 1a . 1b are arranged and the respective torsion bar half 1a . 1b enclose.

To 2 is spatially between the actuators 2a . 2 B , namely on the front faces of the actuators 2a . 2 B , an elastic connecting element 8th arranged, each via a transition piece 13a . 13b non-rotatable with the respective actuator 2a . 2 B connected is. Hence the connecting element 8th rotatably with the first and second transition piece 13a . 13b connected. The transition pieces 13a . 13b are made of the same material as the torsion bar halves 1a . 1b , Thus, the two torsion bar halves 1a . 1b via the elastic connecting element 8th operatively connected or coupled, and the two actuators 2a . 2 B are axially spaced from each other on the respective torsion bar half 1a . 1b arranged. Hence the connecting element 8th axially between the two actuators 2a . 2 B arranged.

Any actuator 2a . 2 B is here by means of a flange 15 with the corresponding torsion bar half 1a . 1b and the corresponding transition piece 13a . 13b non-rotatably connected, between the flanges 15 and the torsion bar halves 1a . 1b or between the flanges 15 and the transition pieces 13a . 13b there is a material, non-positive and / or positive connection. In other words, the flanges transmit 15 a torque between the respective actuator 2a . 2 B and the respective torsion bar half 1a . 1b or between the respective actuator 2a . 2 B and the respective transition piece 13a . 13b , The respective flange 15 can be rotated in the housing, for example 3 of the respective actuator 2a . 2 B stored.

The elastic connecting element 8th is formed from an elastomer in the present case. Alternatively, the connecting element 8th also be made of a different torsionally or torsionally soft material. Furthermore, it is alternatively conceivable for the connecting element 8th to train such that the actuators 2a . 2 B directly to the elastic connecting element 8th are connected so that on the separate transition pieces 13a . 13b can be dispensed with.

Any actuator 2a . 2 B has a separate, essentially hollow cylindrical housing 3 on in which an electric motor 4 and one with the engine 4 operatively connected first gear unit 5a is arranged. By the respective actuator 2a . 2 B a torsional moment can be generated, which on the torsion bar halves 1a . 1b is transferable. This is the case 3 of the respective actuator 2a . 2 B on a vehicle-fixed component 6 , in the present case a body or an axle support of the motor vehicle, is fastened so that the torsional moment is supported with respect to the body or the axle support. In addition, the torsion bar halves 1a . 1b via a respective stabilizer bearing 7 on the vehicle-fixed component 6 stored.

In 3 is a second embodiment of the active chassis 1 shown. The difference to the above statements according to the 1 and 2 is that the two actuators 2a . 2 B axially parallel to the torsion bar halves 1a . 1b are arranged, the first actuator 2a via a second gear unit 5b with the first half of the torsion bar 1a is operatively connected, and wherein the second actuator 2 B via a third gear unit 5c with the second half of the torsion bar 1b is connected.

The second gear unit 5b as well as the third gear unit 5c each include a first gear 14a and a second gear 14b , Both gear units are present 5b . 5c identical design, the respective first gear 14a non-rotatable with a respective shaft 16 of the respective actuator 2a . 2 B is connected, and being the second gear 14b non-rotatable with the respective torsion bar half 1a . 1b connected is. The two gears 14a . 14b are in mesh with each other, so that by means of the respective actuator 2a . 2 B generated torque on the corresponding torsion bar half 1a . 1b is transmitted. Alternatively, the second and third gear units 5b . 5c also be designed as a belt drive.

LIST OF REFERENCE NUMBERS

1

Active chassis

1a, 1b

Torsion bar half

2a, 2b

actuator

3

casing

4

engine

5a, 5b 5c

gear unit

6

Vehicle-fixed component

7

stabilizer suspension

8th

connecting element

9

motor vehicle

10

Spring and damper system

11

landing gear

12

wheel

13a, 13b

Transition piece

14a. 14b

gear

15

flange

16

wave

17

Spring-damper system

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102004032081 A1 [0002]

Claims (7)

Active chassis (1) for a motor vehicle, comprising two torsion bar halves (1a, 1b), the first torsion bar half (1a) with a first actuator (2a) and the second torsion bar half (1b) with a second actuator (2b) for transmitting a torsional moment are operatively connected, characterized in that the torsion bar halves (1a, 1b) are operatively connected to one another via an elastic connecting element (8). Active chassis (1) after Claim 1 , characterized in that each actuator (2a, 2b) has a housing (3) in which a motor (4) and a first gear unit (5a) operatively connected to the motor (4) is arranged. Active chassis (1) after Claim 2 , characterized in that the housing (3) of the respective actuator (2a, 2b) is attached to a component (6) fixed to the vehicle. Active undercarriage (1) according to one of the preceding claims, characterized in that the torsion bar halves (1a, 1b) are mounted on the component (6) fixed to the vehicle via a respective stabilizer bearing (7). Active undercarriage (1) according to one of the preceding claims, characterized in that the two actuators (2a, 2b) are arranged coaxially with the respective torsion bar half (1a, 1b) and are connected in a rotationally fixed manner to the respective torsion bar half (1a, 1b). Active chassis (1) after Claim 5 , characterized in that the two actuators (2a, 2b) are arranged axially spaced apart from one another, the elastic connecting element (8) being arranged axially between the two actuators (2a, 2b). Active chassis (1) according to one of the Claims 1 to 4 , characterized in that the two actuators (2a, 2b) are arranged axially parallel to the torsion bar halves (1a, 1b), the first actuator (2a) being operatively connected to the first torsion bar half (1a) via a second gear unit (5b), wherein the second actuator (2b) is operatively connected to the second torsion bar half (1b) via a third gear unit (5c).

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