DE102019002659A1 - Device for roll stabilization of a vehicle - Google Patents

Abstract

The invention relates to a device (1) for roll stabilization of a vehicle, wherein a slave cylinder and a right wheel of an axle of the vehicle is associated with a respective slave cylinder unit (4, 5) via which the respective wheel is connected to a vehicle body of the vehicle.According to the invention a Wankfedereinheit (9, 10) is associated with each of the left wheel and the right wheel of the axle, wherein the two slave cylinder units (4, 5) and the two Wankfedereinheiten (9, 10) of the axle are so hydraulically connected to each other that in a same direction Springs of both wheels of the axle no spring load of roll springs (13, 14) of the Wankfedereinheiten (9, 10) takes place and in a reciprocal springs of both wheels of the axis compressing that roll spring (13, 14), which is assigned to the respectively einfedernden wheel of the axle is.

Description

The invention relates to a device for roll stabilization of a vehicle according to the features of the preamble of claim 1.

From the prior art, as in the DE 38 21 610 A1 described, a control device for roll stabilization of a vehicle known. The control device comprises between the wheel carriers or wheel guide elements and the vehicle body arranged and approximately force-generating in the vertical direction actuators. The control device is activated only when threshold values for the lateral acceleration of the vehicle and for the steering wheel rotation angle are exceeded. When the control device is activated, the actuators initially generate rolling motions counteracting rolling motion on the vehicle body completely or mostly on the rear wheel axle. In a transition period dependent on parameters, the control device then varies the rolling moment distribution between the front wheel axle and the rear wheel axle to a predefined fixed rolling torque distribution.

In the EP 0 919 408 B1 An active landing gear in a motor vehicle is described. The active chassis has a controllable suspension system, which consists of passive spring elements between each one wheel of the vehicle and the vehicle body and the spring elements associated by a control signal adjustable support units, the support units signalers are assigned to detect state variables of the support units. Furthermore, a control unit for generating the control signal from a predeterminable via an input element setpoint signal and a determined from the detected state variables actual signal is provided. In the input element, the desired rolling moment distribution to be set between the front axle and the rear axle of the vehicle can be predetermined as a setpoint signal. In addition, an actual signal representing the actual rolling moment distribution can be determined in the control unit as a function of the state variables of the support units.

The invention is based on the object of specifying an improved over the prior art device for roll stabilization of a vehicle.

The object is achieved by a device for roll stabilization of a vehicle with the features of claim 1.

Advantageous embodiments of the invention are the subject of the dependent claims.

In a device for roll stabilization of a vehicle, a slave cylinder unit is assigned to a left wheel and a right wheel of an axle of the vehicle via which the respective wheel is connected to a vehicle body, in particular a body, of the vehicle. The respective slave cylinder unit has in particular a slave cylinder and a piston displaceably arranged therein in the axial direction of the slave cylinder. Conveniently, the piston of the respective slave cylinder unit, in particular via a piston rod, connected to the respective wheel, in particular via a wheel to which the wheel is attached, and the slave cylinder is connected to the vehicle body, but also conceivable would be the reverse variant, d. H. the connection of the piston with the vehicle body and the connection of the slave cylinder with the wheel.

According to the invention the left wheel and the right wheel of the axle is associated with a respective Wankfedereinheit, wherein the two slave cylinder units and the two Wankfedereinheiten the axis are hydraulically connected to each other so that in a co-direction springs of both wheels of the axle no spring load of Wankfedern the Wankfedereinheiten takes place and at a mutual springs of both wheels of the axle, a compression of that roll spring takes place, which is associated with the respectively springing wheel of the axle. Under the same direction springs is understood that the two wheels of the axle spring in the same direction, d. H. Either both are included, d. H. move in the direction of the vehicle body, or both rebound, d. H. move away from the vehicle body. Under mutual springs, which may also be referred to as change-sense or counter-directional springs, it is accordingly understood that the two wheels of the axle spring in opposite directions, d. H. the one wheel springs in and thus moves in the direction of the vehicle body and the other wheel springs out and thus moves away from the vehicle body.

The device according to the invention thus forms for the respective axis of the vehicle a system which receives a spring movement of the respective wheel by means of the slave cylinder units for each wheel of the axle. With the above-described hydraulic interconnection of slave cylinder units ensures that in the same direction springs, in particular springs, both wheels of the axle takes place no spring load of the respective roll spring. Only when mutual springs, the roll spring, which is assigned to the respective spring-loaded, compressed. Accordingly, when passing through left-hand curves, the roll spring associated with the right-hand wheel is compressed and when passing through right-hand curves compressing the roll spring associated with the left wheel.

The solution according to the invention is a passive system, i. H. especially not an actively controlled or regulated system. By the two roll springs, which are respectively associated with the right and the left wheel, and thus achieved compression of only one of the two Wank springs, depending on whether a right or left turn is traversed and thus each wheel springs, due to This passive system can be differentiated without additional energy between the respective curves (right-hand curves and left-hander curves) and thus, especially for a suspension tuning, target conflicts can be broken up. This results in different vehicle dynamics properties of the vehicle, which can be matched to the location of the curve. It is thus possible by the inventive solution a separation of body movements of the vehicle, which arise for left turns and right turns. As a result, a targeted selection of a respective roll spring rate for the respective roll spring can take place and be used by means of a passive system for the corresponding cushioning of the rolling movements of the vehicle body. The device according to the invention thus provides a hydraulically controlled roll stiffness which enables a separate roll stiffness for left and right turns.

The Wankfedern the two Wankfedereinheiten the axis may thus have, for example, deviating Wankfederraten, d. h one roll spring has a different roll spring rate than the other roll spring. As a result, different roll spring rates for left- and right-hand curves can be implemented, and thus a different roll stabilization in left and right curves can take place. This is advantageous, for example, when the vehicle is used in a competitive operation, in particular in a racing operation, and / or for optimized tuning of the vehicle to frequently occurring traffic situations in normal operation, for example, a relatively slow passage through roundabouts, which in left-hand traffic countries and, on the other hand, a much faster passage through freeways and motorway exits, which in countries with right-hand traffic form a right turn.

The slave cylinder of the respective slave cylinder unit advantageously has two cylinder chambers, which are hydraulically separated from one another by the piston which is displaceably arranged in the slave cylinder in the axial direction of the slave cylinder. Depending on the direction of displacement of the piston thus a volume of one of the cylinder chambers is reduced and increases the volume of the other cylinder chamber. The two cylinder chambers are referred to below as the upper cylinder chamber and lower cylinder chamber due to the usual installation position of the slave cylinder unit.

Advantageously, two hydraulically separate hydraulic circuits are provided, one hydraulic circuit comprising the upper cylinder chamber of the left wheel associated slave cylinder unit, the lower cylinder chamber of the right wheel associated slave cylinder unit, the left wheel associated Wankfedereinheit and a volume compensation unit and the other hydraulic circuit, the upper cylinder chamber the slave cylinder unit associated with the right wheel, the lower cylinder chamber of the slave cylinder unit associated with the left wheel, the roll armature unit associated with the right wheel and a further volume compensation unit. For the same direction springs described, in particular compression, the two wheels of the axis, the volume of a hydraulic fluid in the upper chamber of the respective slave cylinder unit is transferred to the lower chamber of the respective other slave cylinder unit. There is no spring effect and no damping effect. During mutual springs of the two wheels of the axle, the hydraulic circuit is loaded with the spring wheel associated with the slave cylinder unit and is supported accordingly on the roll spring of the roll spring unit of this hydraulic circuit. The other hydraulic circuit, d. H. the hydraulic circuit with the slave cylinder unit associated with the rebounding wheel must provide corresponding volume of hydraulic fluid to permit rebounding and thus inflow of hydraulic fluid into the upper cylinder chamber of the slave cylinder unit associated with the rebounding wheel. In order to generate no negative pressure and a resulting counterforce, a volume compensation of the hydraulic fluid is created by means of the volume compensation unit of this the (compensating wheel assigned) hydraulic circuit.

The respective volume compensation unit is advantageously designed as a low-pressure volume compensation unit. The described volume compensation thus takes place via a low-pressure compensation, which accordingly can only provide volume. On pressure blocks this low pressure compensation, so that the respective rolling moment is supported only on the roll spring, which is assigned to the respective spring-loaded wheel. A spring rate of this low pressure compensation is many times less than the roll spring rate of the respective roll spring. At this rigidity of the low pressure compensation, only the requirement is made that enough volume can be made available.

The device also allows a roll damping. Here, this roll damping can also act directionally. This roll damping only works when a rolling motion of the vehicle occurs.

The respective slave cylinder unit is integrated, for example, in a respective wheel associated strut. As a result, a space-optimized arrangement and a good and easy-to-implement connection to the wheel and the vehicle body are made possible in particular. The described device and the described hydraulic implementation also eliminates a mechanical connection between the wheels of the axle, which is used in the prior art for roll stabilization. This allows further degrees of freedom in the design of the vehicle, in particular with respect to a chassis and an underbody area of the vehicle. With a device enabled by the implementation of the roll stiffness as a linear spring, there are further significant advantages in the selection of the spring characteristic.

The solution described differs in particular by the selection and configuration of the hydraulic circuits of known from the prior art solutions. It can be implemented without further mechanical separation of the body movements.

In particular, the ability to provide different roll spring rates for left and right turns, an innovation over the prior art.

The device described referred to one axis of the vehicle. Advantageously, the vehicle has on each axis, in particular on a front axle and a rear axle, in each case such a device. Different or identical Wankfederraten can be provided on the respective axes, in particular for the left wheels different or same Wankfederraten and for the right wheels different or same Wankfederraten. Alternatively, for example, it may also be provided that only one axle of the vehicle or more than two axles is provided for a plurality of, but not all axles of the vehicle such a device and roll stabilization on the other axle or on the other axles is otherwise provided is made.

Embodiments of the invention are explained in more detail below with reference to drawings.

• 1 schematisch eine Vorrichtung zur Wankstabilisierung eines Fahrzeugs am Beispiel einer Achse des Fahrzeugs.
• 2 schematisch die Vorrichtung aus 1 während eines Einfederns des linken Rades und eines Ausfederns des rechten Rades,
• 3 schematisch die Vorrichtung aus 1 während eines Einfederns des rechten Rades und eines Ausfederns des linken Rades,
• 4 schematisch die Vorrichtung aus 1 während eines Einfederns beider Räder der Achse,
• 5 schematisch eine Vorrichtung, umfassend die Vorrichtung zur Wankstabilisierung des Fahrzeugs aus 1, kombiniert mit einer Vorrichtung zur Federung und Dämpfung einer gleichsinnigen Federbewegung beider Räder der Achse, und
• 6 schematisch die Vorrichtung aus 5 während eines Einfederns beider Räder der Achse.

Showing:

• 1 schematically a device for roll stabilization of a vehicle using the example of an axle of the vehicle.
• 2 schematically the device 1 during a compression of the left wheel and a rebound of the right wheel,
• 3 schematically the device 1 during compression of the right wheel and rebound of the left wheel,
• 4 schematically the device 1 during a compression of both wheels of the axle,
• 5 schematically a device comprising the device for roll stabilization of the vehicle 1 , combined with a device for suspension and damping of the same direction spring movement of both wheels of the axle, and
• 6 schematically the device 5 during a compression of both wheels of the axle.

Corresponding parts are provided in all figures with the same reference numerals.

The following is based on the 1 to 6 a device 1 for roll stabilization of a vehicle, shown here in each case using the example of an axle of the vehicle described. It shows 1 a basic structure of the device 1 and the 2 to 4 show a respective mode of operation of the device 1 in different situations. The 5 and 6 show a combination of this device 1 for roll stabilization with a device 2 for suspension and damping of the same direction spring movement of both wheels of the axle, ie a corresponding combination device 3 for the vehicle, being 5 a basic structure of this combination device 3 and 6 the operation of this combination device 3 during a compression of both wheels of the axle points.

From the prior art it is known for reducing a roll angle of a vehicle to use torsion bars on the front and rear axles. With these torsion bars, a left and right wheel of the respective axis is mechanically coupled, so that with mutual springs, an additional rigidity is present. This reduces the roll angle. Furthermore, this roll stiffness is used to influence the driving behavior. With an increased roll stiffness reduces the roll angle. At the same time, this axis absorbs a higher rolling moment. As a result, a Radlastverlagerung is increased on this axis, which leads to a larger skew angle requirement for the same lateral force. From the prior art In this case, mechanical torsion bar springs are usually known, which develop a spring force on a reciprocal path excitation. These Torsionsstabfedern already provide an adjustment in pendulum supports and can be adapted. However, they provide the same roll rate for left and right turns.

Another system is known which absorbs the entire rolling moment of the vehicle and divides it according to a fixed division between the front and rear axles. But damper near valves are installed for throttling. This results in the same roll stiffness for left and right turns.

Furthermore, a mechanical system for separating lifting and rolling movement is already known. Here, however, the separation is performed by a kinematic arrangement.

The following is based on the 1 to 6 In contrast, the described solution is a passive, ie not actively controlled or regulated, hydraulic system, which allows, for example, a separate roll stiffness for left and right turns.

In this device described here 1 for roll stabilization of a vehicle is a left wheel and a right wheel of an axle of the vehicle in each case a slave cylinder unit 4 . 5 assigned, via which the respective wheel with a vehicle body, in particular with a body, of the vehicle is connected. Due to the purely schematic and highly simplified representation of the wheels, other axle components and the vehicle body are not shown in the figures.

The respective slave cylinder unit 4 . 5 has a slave cylinder 6 and one in the axial direction of the slave cylinder 6 slidably arranged piston 7 on. Conveniently, the piston 7 the respective slave cylinder unit 4 . 5 , in particular via a piston rod 8th , connected to the respective wheel, in particular via a respective wheel carrier to which the wheel is attached, and the slave cylinder 6 is connected to the vehicle body.

Furthermore, the left wheel and the right wheel of the axle each have a roll spring unit 9 . 10 assigned. The respective roll spring unit 9 . 10 includes in the example shown a Wankfedereinheit cylinder 11 , a Wankfedereinheit piston 12 and one in the Wankfedereinheit cylinder 11 arranged and by means of Wankfedereinheitkolbens 12 compressible roll spring 13 . 14 ,

The two slave cylinder units 4 . 5 and the two Wankfedereinheiten 9 . 10 the axis are connected to each other hydraulically such that, as in 4 shown in a co-directional springs of both wheels of the axle no spring load of the roll springs 13 . 14 the Wankfedereinheiten 9 . 10 done and, as in the 2 and 3 shown in a mutual springs of both wheels of the axle compressing that roll spring 13 . 14 takes place, which is assigned to the respectively springing wheel of the axle. Under the same direction springs is understood that the two wheels of the axle spring in the same direction, ie either spring both, ie move in the direction of the vehicle body, as in 4 shown, or both rebound, ie move away from the vehicle body. Under mutual springs is accordingly understood that the two wheels of the axle spring in opposite directions, ie one wheel springs and thus moves in the direction of the vehicle body and the other wheel springs out and thus moves away from the vehicle body, as in the 2 and 3 shown.

In 2 the left wheel springs in and the right wheel springs out, as indicated by corresponding movement arrows BP on the slave cylinder unit associated with the left wheel 4 and at the right wheel associated slave cylinder unit 5 shown. As a result, the caliper spring associated with the left wheel becomes 13 ie the roll spring 13 the Wankfedereinheit assigned to the left wheel 9 , compressed.

In 3 the right wheel will engage and the left wheel will spring, as indicated by corresponding movement arrows BP on the slave cylinder unit associated with the left wheel 4 and at the right wheel associated slave cylinder unit 5 shown. As a result, the roll assigned to the right wheel becomes 14 ie the roll spring 14 the Wank spring unit associated with the right wheel 10 , compressed.

In 4 both wheels engage, as indicated by corresponding movement arrows BP on the slave cylinder unit associated with the left wheel 4 and at the right wheel associated slave cylinder unit 5 shown. As a result, none of the roll springs 13 . 14 compressed.

The device described here 1 thus forms for the respective axis of the vehicle, a system which by means of the slave cylinder units 4 . 5 for each wheel of the axle receives a spring movement of the respective wheel. With the above-described hydraulic interconnection of the slave cylinder units 4 . 5 it is ensured that in the same direction springs, in particular springs, both wheels of the axle no spring load of the respective roll spring 13 . 14 takes place as in 4 shown. Only with mutual springs is the roll spring 13 . 14 , which is assigned to the respective cushioned wheel, compressed as in 2 for the einfedernde left wheel and in 3 shown for the sprung right wheel. Accordingly, when passing through left-hand curves, the roll spring associated with the right-hand wheel is compressed 14 and when driving through right-hand curves, the roll of springs associated with the left-hand wheel is compressed 13 ,

The solution described here is a passive system. Through the two roll springs 13 . 14 , which are respectively associated with the right and the left wheel, and thus achieved compression of only one of the two roll springs 13 . 14 , depending on whether a right or left turn is traversed and thus each wheel springs in, can be distinguished due to this passive system without additional energy between the respective curves (right and left turns) and thus especially for a suspension tuning can be separated target conflicts. This results in different vehicle dynamics properties of the vehicle, which can be matched to the location of the curve.

It is thus possible by the solution described a separation of body movements of the vehicle, which arise for left turns and right turns. As a result, a targeted selection of a respective roll spring rate for the respective roll spring 13 . 14 take place and be used by means of a passive system for the corresponding cushioning of rolling movements of the vehicle body. The device described here 1 Thus provides a hydraulically controlled roll stiffness that allows a separate roll stiffness for left and right turns.

The roll springs 13 . 14 the two Wankfedereinheiten 9 . 10 Thus, for example, the axle may have different spring rates from each other, d. h the one roll spring 13 . 14 has a different roll spring rate than the other roll spring 14 . 13 , As a result, different roll spring rates for left- and right-hand curves can be implemented, and thus a different roll stabilization in left and right curves can take place.

The slave cylinder 6 the respective slave cylinder unit 4 . 5 has two cylinder chambers 15 . 16 on, by the slave cylinder 6 in the axial direction of the slave cylinder 6 slidably arranged piston 7 hydraulically separated from each other. Depending on the direction of displacement of the piston 7 thus becomes a volume of one of the cylinder chambers 15 . 16 reduces and the volume of the other cylinder chamber 16 . 15 increased. The two cylinder chambers 15 . 16 are due to the usual installation position of the slave cylinder unit 4 . 5 in the following as upper cylinder chamber 15 and lower cylinder chamber 16 designated.

These are two hydraulically separated hydraulic circuits 17 . 18 provided, each filled with a hydraulic fluid. A respective flow direction of the hydraulic fluid is shown in the figures by means of flow arrows SP. The first hydraulic circuit 17 includes the upper cylinder chamber 15 the slave cylinder unit associated with the left wheel 4 , the lower cylinder chamber 16 the right wheel associated slave cylinder unit 5 , the roll spring unit associated with the left wheel 9 and a first volume balancing unit 19 , The second hydraulic circuit 18 includes the upper cylinder chamber 15 the right wheel associated slave cylinder unit 5 , the lower cylinder chamber 16 the slave cylinder unit associated with the left wheel 4 , the roll spring unit associated with the right wheel 10 and a second volume balancing unit 20 ,

For the same direction springs described, in particular compression, the two wheels of the axle, the volume of hydraulic fluid in the upper chamber 15 the respective slave cylinder unit 4 . 5 into the lower chamber 16 the respective other slave cylinder unit 5 . 4 transferred. This creates no spring action and no damping effect, as in 4 shown.

When mutual springs of the two wheels of the axle of the hydraulic circuit 17 . 18 with the the receiving wheel associated slave cylinder unit 4 . 5 loaded and supported according to the roll spring 13 . 14 the roll spring unit 9 . 10 this hydraulic circuit 17 . 18 off, as in the 2 and 3 shown. The other hydraulic circuit 18 . 17 ie the hydraulic circuit 18 . 17 with the compensating wheel associated slave cylinder unit 5 . 4 , must provide corresponding volume of hydraulic fluid to the rebound and thus the inflow of hydraulic fluid into the upper cylinder chamber 15 the stripping wheel associated slave cylinder unit 5 . 4 to enable. In order to generate no negative pressure and a resulting counterforce, by means of the volume compensation unit 20 . 19 this the (compensating wheel assigned) hydraulic circuit 18 . 17 created a volume compensation of the hydraulic fluid.

The respective volume compensation unit 20 . 19 is advantageously designed as a low-pressure volume compensation unit. The volume compensation described thus takes place via a low-pressure compensation, which accordingly can only provide volume of hydraulic fluid. On pressure blocks this low pressure compensation, so that the respective rolling moment only over the roll spring 13 . 14 is supported, which is associated with the respective einfedernden wheel. A spring rate of this low pressure compensation is many times less than the roll spring rate of the respective roll spring 13 . 14 , At this rigidity of the low pressure compensation, only the requirement is made that enough volume can be made available.

In 2 the left wheel springs in and the right wheel springs out, as indicated by corresponding movement arrows BP on the slave cylinder unit associated with the left wheel 4 and at the right wheel associated slave cylinder unit 5 shown. This causes the piston to move 7 the slave cylinder unit associated with the left wheel 4 towards the upper cylinder chamber 15 , whereby their volume increasingly decreases and the volume of the lower cylinder chamber 16 the slave cylinder unit associated with the left wheel 4 is increasingly increased, and the piston 7 the right wheel associated slave cylinder unit 5 moves towards the lower cylinder chamber 16 , whereby their volume increasingly decreases and the volume of the upper cylinder chamber 15 the right wheel associated slave cylinder unit 5 is increasingly increased. As a result, hydraulic fluid flows out of the upper cylinder chamber 15 the slave cylinder unit associated with the left wheel 4 and from the lower cylinder chamber 16 the right wheel associated slave cylinder unit 5 out, whereby the left wheel associated with the roll spring 13 ie the roll spring 13 the Wankfedereinheit assigned to the left wheel 9 , is compressed and also the first volume compensation unit 19 is filled with hydraulic fluid. Furthermore, hydraulic fluid flows into the lower cylinder chamber 16 the slave cylinder unit associated with the left wheel 4 and in the upper cylinder chamber 15 the right wheel associated slave cylinder unit 5 a, whereby the right wheel associated with the roll spring 14 ie the roll spring 14 the Wank spring unit associated with the right wheel 10 , is not compressed and also from the second volume balancing unit 20 Hydraulic fluid is provided for volume compensation.

In 3 the right wheel will engage and the left wheel will spring, as indicated by corresponding movement arrows BP on the slave cylinder unit associated with the left wheel 4 and at the right wheel associated slave cylinder unit 5 shown. This causes the piston to move 7 the right wheel associated slave cylinder unit 5 towards the upper cylinder chamber 15 , whereby their volume increasingly decreases and the volume of the lower cylinder chamber 16 the right wheel associated slave cylinder unit 5 is increasingly increased, and the piston 7 the slave cylinder unit associated with the left wheel 4 moves towards the lower cylinder chamber 16 , whereby their volume increasingly decreases and the volume of the upper cylinder chamber 15 the slave cylinder unit associated with the left wheel 4 is increasingly increased. As a result, hydraulic fluid flows out of the upper cylinder chamber 15 the right wheel associated slave cylinder unit 5 and from the lower cylinder chamber 16 the slave cylinder unit associated with the left wheel 4 off, causing the right wheel associated with the roll spring 14 ie the roll spring 14 the Wank spring unit associated with the right wheel 10 , is compressed and also the second volume compensation unit 20 is filled with hydraulic fluid. Furthermore, hydraulic fluid flows into the lower cylinder chamber 16 the right wheel associated slave cylinder unit 5 and in the upper cylinder chamber 15 the slave cylinder unit associated with the left wheel 4 a, whereby the left wheel associated with the roll spring 13 ie the roll spring 13 the Wankfedereinheit assigned to the left wheel 9 , is not compressed and also from the first volume balancing unit 19 Hydraulic fluid is provided for volume compensation.

In 4 both wheels engage, as indicated by corresponding movement arrows BP on the slave cylinder unit associated with the left wheel 4 and at the right wheel associated slave cylinder unit 5 shown. This causes the pistons to move 7 both slave cylinder units 4 . 5 in the direction of the respective upper cylinder chamber 15 , whereby their volume increasingly decreases and the volume of the respective lower cylinder chamber 16 is increasingly increased. As a result, hydraulic fluid flows out of the upper cylinder chamber 15 the respective slave cylinder unit 4 . 5 out and into the lower cylinder chamber 16 the respective other slave cylinder unit 5 . 4 one, so none of the roll springs 13 . 14 is compressed, whereby these have no effect on this same-directional compression.

The device 1 also allows roll damping. Here, this roll damping can also act directionally. This roll damping only works when a rolling motion of the vehicle occurs.

The respective slave cylinder unit 4 . 5 is integrated, for example, in a respective wheel associated strut.

By the described device 1 and the described hydraulic implementation eliminates a mechanical connection between the wheels of the axle, which is used in the prior art for roll stabilization. This allows further degrees of freedom in the design of the vehicle, in particular with respect to a chassis and a Underbody area of the vehicle. With one by means of the device 1 enabled implementation of roll stiffness as a linear spring also result in significant advantages in the selection of the spring characteristic.

The solution described differs in particular by the selection and configuration of the hydraulic circuits 17 . 18 of known from the prior art solutions. It can be implemented without further mechanical separation of the body movements.

In particular, the ability to provide different roll spring rates for left and right turns, an innovation over the prior art.

The 5 and 6 show, as already mentioned above, a combination of the device 1 for roll stabilization with a device 2 for suspension and damping of the same direction spring movement of both wheels of the axle, ie a corresponding combination device 3 for the vehicle. The device 2 for suspension and damping of the same direction spring movement of both wheels of the axle comprises a Hubfedereinheit 21 which is to cushion and / or dampen strokes of the vehicle body due to the compression of both wheels of the axle. This lifting spring unit 21 , comprising in the example shown a Hubfedereinheitzylinder 30 , a Hubfedereinheit piston 31 and a lifting spring 32 , is part of a third hydraulic circuit 22 , which is also filled with a hydraulic fluid and from the first hydraulic circuit 17 and second hydraulic circuit 18 hydraulically isolated. The flow direction of the hydraulic fluid is in 6 represented by flow arrows SP.

This third hydraulic circuit 22 also includes an additional slave cylinder unit associated with the left wheel 23 and a further slave cylinder unit associated with the right wheel 24 , The respective further slave cylinder unit 23 . 24 has another slave cylinder 25 and one in the axial direction of the further slave cylinder 25 displaceably arranged further piston 26 on. Conveniently, the other piston 26 the respective other slave cylinder unit 23 . 24 , in particular via a further piston rod 27 connected to the respective wheel, in particular via a respective wheel carrier to which the wheel is attached, and the further slave cylinder 25 is connected to the vehicle body. The respective other slave cylinder 25 has another cylinder chamber 29 above the other piston 26 on. Depending on the direction of displacement of the other piston 26 thus becomes a volume of the further cylinder chamber 29 reduced or enlarged.

In the example shown here, this is realized by the associated with the respective wheel slave cylinder unit 4 . 5 and the further slave cylinder unit associated with this respective wheel 23 . 24 are formed as a common structural unit. The respective slave cylinder 6 and the respective other slave cylinder 25 are designed for this purpose as a common structural unit and by an intermediate wall 28 separated from each other, in particular fluidly separated from each other. The respective piston 7 and the respective other piston 26 are about the more piston rod 27 passing through an opening in the partition wall 28 passes through, interconnected, so that the respective other piston 26 over his further piston rod 27 , the piston 7 and its piston rod 8th connected to the wheel.

In the same direction compression of both wheels of the axle thus, as in 6 shown, both other pistons 26 in the respective other slave cylinder 25 shifted upwards so that they take the hydraulic fluid out of the respective other cylinder chamber 29 Press out. The outflowing hydraulic fluid thus flows into the Hubfedereinheit 21 a, whereby the lifting spring 32 is compressed and thus sprung by the compression of both wheels of the axle stroke movement of the vehicle body is sprung and / or damped. In particular, according to an embodiment of the Hubfedereinheit 21 can also for the lifting movement a preferred spring rate, in particular Hubfederrate the lifting spring 32 , and attenuation can be specified.

The lifting spring unit 21 with her lifting spring 32 represents as described and in 6 shown, only a force available when a same direction movement is present on the chassis of the vehicle, ie a same direction springs, in particular compression, both wheels of an axle. In an opposing springs of the wheels of the axle moves in the spring-wheel associated further slave cylinder unit 23 . 24 the other piston 26 upwards, reducing the volume of the other cylinder chamber 29 this further slave cylinder unit 23 . 24 is increasingly reduced, and in the ausfedernden the associated further slave cylinder unit 24 . 23 the other piston moves 26 down, reducing the volume of the other cylinder chamber 29 this further slave cylinder unit 24 . 23 is increasingly increased, so that the hydraulic fluid from the spring-wheel associated further slave cylinder unit 23 . 24 flows out and in the the ausfedernden wheel associated further slave cylinder unit 24 . 23 flows in and the Hubfedereinheit 21 thus not burdened.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely 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.

Cited patent literature

• DE 3821610 A1 [0002]
• EP 0919408 B1 [0003]

Claims (5)

Device (1) for roll stabilization of a vehicle, wherein a left wheel and a right wheel of an axle of the vehicle is associated with a respective slave cylinder unit (4, 5) via which the respective wheel is connected to a vehicle body of the vehicle, characterized in that a respective Wankfedereinheit (9, 10) is associated with the left wheel and the right wheel of the axle, wherein the two slave cylinder units (4, 5) and the two Wankfedereinheiten (9, 10) of the axle are hydraulically connected to each other such that at a same direction springs both wheels of the axle no spring load of Wank springs (13, 14) of the Wankfedereinheiten (9, 10) takes place and in a mutual springs of both wheels of the axis compressing that roll spring (13, 14), which is associated with the respectively einfedernden wheel of the axle , Device (1) according to Claim 1 , characterized in that the roll springs (13, 14) of the two Wankfedereinheiten (9, 10) of the axle have deviating Wankfederraten. Device (1) according to one of the preceding claims, characterized by two hydraulically separated hydraulic circuits (17, 18), one hydraulic circuit (17) comprising an upper cylinder chamber (15) of the left wheel associated slave cylinder unit (4), a lower cylinder chamber ( 16) of the right wheel associated slave cylinder unit (5), the left wheel associated Wankfedereinheit (9) and a volume compensation unit (19) and the other hydraulic circuit (18) an upper cylinder chamber (15) of the right wheel associated slave cylinder unit (5) a lower cylinder chamber (16) of the left wheel associated slave cylinder unit (4), the right wheel associated with the Wankfedereinheit (10) and a further volume compensation unit (20). Device (1) according to Claim 3 , characterized in that the respective volume compensation unit (19, 20) is designed as a low-pressure volume compensation unit. Device (1) according to one of the preceding claims, characterized in that the respective slave cylinder unit (4, 5) is integrated in a respective wheel associated strut.

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