SPLIT ROLL STABILIZER

Split roll stabilizer of a motor vehicle, between the two stabilizer parts () of which an actuator () for a torsion of the stabilizer parts () can be effectively disposed, a sensor () for determining the torsional moment acting in the stabilizer parts () being provided. 1. A split roll stabilizer of a motor vehicle , comprising two stabilizer parts adapted to receive an actuator actively arranged therebetween for torsion of the stabilizer parts , and a sensor that determines a torsional moment acting in the stabilizer parts.2. The split roll stabilizer according to claim 1 , wherein the sensor includes a magnetically coded primary sensor arranged on one of the stabilizer parts claim 1 , and a magnetic field sensor that converts changes in a magnetic field of the primary sensor into an electrical signal is provided as a secondary sensor.3. The split roll stabilizer according to claim 2 , wherein the primary sensor is formed by a section of the one of the stabilizer parts that is formed from ferromagnetic material and is coded magnetically claim 2 , and the active torsional moment is introduced into said section.4. The split roll stabilizer according to claim 2 , wherein the primary sensor is connected parallel to the one of the stabilizer parts for detecting a measurement torque claim 2 , and the measurement torque is dependent on a torsion of the stabilizer part.5. The split roll stabilizer according to claim 4 , in which wherein the primary sensor is formed by a sleeve arranged on the on of the stabilizer parts.6. The split roll stabilizer according to claim 1 , further comprising an actuator actively arranged between the two stabilizer parts for a torsion of the stabilizer parts.7. The split roll stabilizer according to claim 2 , wherein the one of the stabilizer parts is supported for rotation by a stabilizer bearing claim 2 , and the primary sensor is arranged between an end of the one of the stabilizer parts facing the actuator and the stabilizer bearing.8. The ...

Motorized three-wheeled vehicle active suspension

A system that stiffens the rear suspension of the three-wheeled vehicle in coordination with the operator turning the front wheel to prevent leaning in turns and thus improve handling, performance and safety. The suspension system is controlled by the suspension control computer that receives input from a variety of sensors including a sensor in the steering neck that measures the angular rotation as the handlebars are turned by the operator. Based on these inputs, using proprietary programming, the suspension control computer calculates the timing, degree and appropriate side rear shock absorbing unit to stiffen. Active suspension offers significant advantages over non-active independent rear suspension in that it minimizes adverse handling characteristics caused by suspension leaning in turns while still allowing the comfort and handling of an independent rear suspension, as opposed to a non-independent rear suspension which provides a poor quality ride. 1. A three wheeled vehicle active supension system for improving steering and handing for a three wheeled vehicle in turns by stiffening the rear suspension on the inboard side of the turn in coordination with the front wheel turning to prevent the three wheeled vehicle from leaning in the turn , which will , keep all three wheels firmly planted on the road and the center of gravity over the rear end , comprising:means for sensing angular rotation of any left or right turning movement of the front wheel by the operator;means for connecting the front wheel position sensor to the suspension control computer, electrically connected to said means for sensing angular rotation of any left or right turning movement of the front wheel by the operator;means for measuring the vehicle's road speed;means for connecting vehicle speed sensor to suspension control computer, electrically connected to said means for measuring the vehicle's road speed;means for controlling or rear suspension which determines the deflect and ...

STABILIZER BAR

A disconnectible stabilizer bar assembly for a vehicle having first and second stabilizer bar halves, a housing fixed to an end portion of each stabilizer bar half, so as to align the two halves. The housing containing a stator with magnetic coil, a rotor with exterior magnets and threaded onto a hollow screw, with the stator selectively rotating the rotor and the rotation translated into axial movement of the screw. The screw having meshing means on an interior surface and an end face, the interior meshing means meshed with an exterior meshing means on one of the stabilizer bar halves, and the end face meshing means selectively coupled and decoupled with aligned mashing means on the other of the stabilizer bar halves. 1. A stabilizer bar assembly comprising:a first stabilizer bar connected to one of two wheels, having a first end connectible to a wheel and a second end;a second stabilizer bar connected to the other one of the two wheels, having a first end connectible to a wheel and a second end;an elongated housing having a first end, a second end, and a hollow cylindrical interior fixedly attached to a first end of the first and second stabilizer bar, aligning the second ends of the first and second stabilizer bars;a hollow cylindrical screw having internal meshing means on an interior surface and slideably meshed to the second end of the first stabilizer bar within the housing;the screw having additional end face interlocking means on an end face opposite the end assembled onto the first stabilizer bar and a threaded outer surface;an interlocking means on an end face of the second stabilizer bar assembled in the housing, aligned with the screw end face interlocking means;a hollow cylindrical rotor rotateably assembled in the hollow cylindrical interior of the housing, and threadingly engaged on an interior surface with the exterior threads of the screw;the rotor having a series of magnetic strips circumferentially distributed on an outer radial surface of the ...

TORSION SPRING SYSTEM FOR A WHEEL SUSPENSION OF A MOTOR VEHICLE

A torsion spring system for a wheel suspension of a motor vehicle includes an actuator that is provided on the vehicle body and variably maintains the torsion spring system under tension, and which acts, via a torsion bar and an output lever, with a biasing force on a wheel suspension element of the wheel suspension. The torsion bar is configured in two parts between the actuator and the output lever and has a first bar part and a second bar part coupled thereto with a spring element connected in between the first and second bar parts. 18.-. (canceled)9. A torsion spring system for a wheel suspension of a motor vehicle , comprising:a torsion bar configured in two parts defined by a first bar part and a second bar part which is coupled to the first bar part;a spring element arranged between the first and second bar parts;an output lever; andan actuator variably maintaining the torsion spring system under tension and arranged on a vehicle body, said actuator being configured to act on a wheel suspension element of the wheel suspension with a biasing force via the torsion bar and the output lever, said torsion bar being arranged between the actuator and the output lever.10. The torsion spring system of claim 9 , wherein the first bar part and the second bar part are rotatable from an initial position relative to each other by a free movement range about a torsion angle claim 9 , while the spring element builds up a restoring force.11. The torsion spring system of claim 9 , wherein the first bar part and the second bar part are arranged in coaxial relationship and/or between the actuator and the output lever behind one another in series.12. The torsion spring system of claim 9 , wherein the first bar part and the second bar part include support elements which overlap in an axial direction claim 9 , said spring element being arranged between the support elements of the first and second bar parts.13. The torsion spring system of claim 9 , further comprising a ball-ramp ...

ANTI-ROLL BAR FOR THE ROLLING STABILIZATION OF A VEHICLE AND METHOD FOR OPERATING SUCH AN ANTI-ROLL BAR

A stabilizer () for the anti-roll stabilization of a vehicle (). The stabilizer () has a first stabilizer element () and a second stabilizer element (). The first stabilizer element () is, or can be, coupled to a first wheel suspension element () of the vehicle () and the second stabilizer element () is, or can be, coupled to a second wheel suspension element () of the vehicle (). Furthermore, the stabilizer () is provided with an electric motor () designed to rotate the first stabilizer element (), relative to the second stabilizer element () in response to a control signal, so as to decouple the first wheel suspension element () from the second wheel suspension element (). In this case the control signal represents a signal determined on the basis of a field-orientated control system. 110-. (canceled)11105100105. A stabilizer () for anti-roll stabilization of a vehicle () , wherein the stabilizer () comprises:{'b': 1101', '115, 'a first stabilizer element (, and a second stabilizer element (),'}{'b': 110', '120', '100', '115', '125', '100, 'the first stabilizer element () is connectable to a first wheel suspension element () of the vehicle () and the second stabilizer element () is connectable to a second wheel suspension element () of the vehicle (); and'}{'b': 135', '110', '115', '120', '125, 'at least one electric motor (), which is designed to rotate the first stabilizer element () relative to the second stabilizer element () in response to a control signal, in order to decouple the first wheel suspension element () from the second wheel suspension element (), and the control signal is a signal determined by using an algorithm of a field-orientated control system.'}12100105100105. A vehicle () in combination with at least one stabilizer () for anti-roll stabilization of the vehicle () , the stabilizer () comprises:{'b': 110', '115, 'a first stabilizer element () and a second stabilizer element (),'}{'b': 110', '120', '100', '115', '125', '100, 'the first ...

DAMPER CONTROL SYSTEM AND METHOD FOR VEHICLES

Disclosed are a damper control system and method for vehicles in which speeds of suspension dampers optimized for ECS control may be derived, and wheel G sensors to derive the damper speeds may be omitted, reducing material costs. 1. A damper control system for vehicle , the system comprising:an estimation unit configured to receive vertical accelerations of a vehicle body above respective wheels of the vehicle, measured through sensors, and to estimate vertical speeds of the vehicle body above the respective wheels using the vertical accelerations of the vehicle body;a derivation unit configured to derive forces acting on regions above respective front wheels of the respective wheels using the vertical speeds of the vehicle body derived through the estimation unit;a first calculation unit configured to determine relative vertical speeds of the respective front wheels with respect to the vertical speeds of the vehicle body above the respective front wheels using the forces acting on the regions above the respective front wheels, and to determine vertical speeds of the respective front wheels using the relative vertical speeds of the respective front wheels;a second calculation unit configured to estimate vertical speeds of respective rear wheels of the respective wheels after a delay of a predetermined time using the vertical speeds of the respective front wheels determined by the first calculation unit, and to determine relative vertical speeds of the respective rear wheels with respect to the vertical speeds of the vehicle body above the respective rear wheels; anda controller configured to control dampers of front wheel suspensions and rear wheel suspensions using the relative vertical speeds of the respective wheels derived by the first calculation unit and the second calculation unit.2. The damper control system for the vehicle according to claim 1 , further including a situation determination unit configured to receive steering information about a steering ...

ACTIVE ROLL CONTROL SYSTEM

A vehicle, system and method of controlling a roll of the vehicle is disclosed. The system includes a roll control actuator, a first switch, a second switch and a processor. The first switch is configured to couple the roll control actuator to a first power source. The second switch configured to control an electrical connection between the roll control actuator and ground. The processor is configured to operate the first switch to electrically decouple the roll control actuator from the first power source and operate a second switch to ground to short the ARC motor to ground to control the roll of the vehicle. 1. A method of controlling a roll of a vehicle , comprising:electrically decoupling a roll control actuator from a first power source via a first switch; andoperating a second switch to short the roll control actuator to ground to control the roll of the vehicle.2. The method of claim 1 , further comprising operating the second switch to control an electrical connection of the roll control actuator between a ground configuration and a freewheel configuration.3. The method of claim 1 , further comprising operating the second switch using a control signal that is pulse width modulated.4. The method of claim 3 , further comprising controlling a duty cycle of the control signal based on one of: (i) a roll angle of the vehicle; and (ii) a roll velocity of the vehicle.5. The method of claim 3 , further comprising increasing a duty cycle of the control signal as a roll angle returns to a center position.6. The method of claim 1 , wherein operating the second switch further comprises operating one of: (i) a mechanical switch; and (ii) a field effect transistor.7. The method of claim 1 , wherein the roll control actuator further includes a front wheel active roll control (ARC) actuator and a rear wheel ARC actuator claim 1 , further comprising controlling the front wheel ARC actuator using a first control signal to provide a first roll resistance at front wheels of ...

ELECTROMECHANICAL ACTUATOR

An electromechanical chassis actuator, for example an actuator of a roll stabilizer, for a motor vehicle has a torque measuring arrangement based on the inverse magnetostrictive principle. At least one electronic unit has a printed circuit board which is connected at least indirectly to an actuator housing through a rivet connection. 1. An electromechanical actuator for a motor vehicle , having a torque measuring arrangement which is based on the inverse magnetostrictive principle and has at least one electronic unit , wherein the electronic unit has a printed circuit board which is connected at least indirectly to an actuator housing through a rivet connection.2. The electromechanical actuator according to claim 1 , wherein the rivet connection comprises a number of rivets by means of which the printed circuit board is fixed to a flat carrier element connected to the actuator housing.3. The electromechanical actuator according to claim 2 , wherein a gap is formed between the printed circuit board and the carrier element in a region spaced away from the rivets.4. The electromechanical actuator according to claim 3 , wherein the carrier element is made of plastic.5. The electromechanical actuator according to claim 3 , wherein the carrier element is made of metal.6. The electromechanical actuator according to claim 1 , wherein a surface normal to the printed circuit board is oriented orthogonally to a longitudinal axis of the actuator housing.7. The electromechanical actuator according to claim 1 , wherein it is designed as a chassis actuator.8. The electromechanical actuator according to claim 7 , wherein the actuator is part of a roll stabilizer.9. The electromechanical actuator according to claim 8 , wherein the printed circuit board is arranged in a housing region of the actuator housing which is tapered with respect to a central housing region.10. An electromechanical actuator comprising:a housing; andan inverse magnetostrictive torque measuring arrangement ...

METHOD OF OPERATING AN ADJUSTABLE ROLL STABILIZER

A method of operating an adjustable roll stabilizer for a motor vehicle. The stabilizer has an actuator which can be rotated through a system angle about a rotational axis to apply a system torque and rotate two stabilizer sections relative to one another about the axis. The stabilizer sections are coupled at a radial distance from the axis to a respective wheel suspension, and depending on the system angle and under the external influence of movements of the wheel suspensions, twist relative to one another through a stabilizer angle. In the context of a perturbation magnitude regulation, the actuator is controlled based on the stabilizer angle determined from height levels of the wheels, by virtue of a stored relationship for the roll stabilizer and/or motor vehicle. The plausibility of the stored relationship between the wheel height levels and the stabilizer angle is checked by a model calculation. 19-. (canceled)101123663663778899778899abababababababab. A method for operating an adjustable roll stabilizer () for a motor vehicle , the adjustable roll stabilizer () has an actuator () which is rotatable through a system angle (α) in relation to a rotational axis () to apply a system torque (M) , to rotate two stabilizer sections ( , ) connected thereto relative to one another about the rotation axis () , the stabilizer sections ( , ) are , in each case , coupled radially a distance away from the rotation axis () to a respective wheel suspension ( , , , , , ) and , depending on the system angle (α) and under an external influence of movement of the wheel suspensions ( , , , , , ) , twist relative to one another through a stabilizer angle (β) , the method comprising:{'b': 2', '7', '7', '7', '7', '1, 'i': a, z', 'b', 'a', 'b, 'controlling the actuator (), in context of a perturbation magnitude regulation, as a function of the stabilizer angle (β), which is determined from height levels (z) of wheels (, ) determined by sensors, by virtue of a stored relationship for at ...

ACTIVE ROLL STABILIZATION WITH IMPROVED CONTROL BY MEANS OF A SET POINT LIMITATION

A method for the active roll stabilization of a vehicle () by way of a roll stabilizer (). The roll stabilizer () includes a stabilizer rod (), a stabilizer housing () and a stabilizer motor (), arranged inside the stabilizer housing (), so that a first end of the stabilizer rod () is connected at to a wheel () of the vehicle and at a second end thereof is mounted to be rotated by way of the stabilizer motor (). The method including the steps of obtaining a first set-point value of a rod torque of the stabilizer rod (); obtaining a second set-point value of a motor rotation angle of the stabilizer motor (); limiting the second set-point value based on an absolute value and/or a gradient of the first set-point value; and inputting the second set-point value into a control sequence () as a guide magnitude. 112-. (canceled)13503032343634325236. A method for active roll stabilization of a vehicle () by a roll stabilizer () that has a stabilizer rod () , a stabilizer housing () and a stabilizer motor () , arranged inside the stabilizer housing () , a first end of the stabilizer rod () is connected to a wheel () of the vehicle and a second end thereof is mounted to be rotated by the stabilizer motor () , the method comprising:{'b': '32', 'obtaining a first set-point value of a rod torque of the stabilizer rod ();'}{'b': '36', 'obtaining a second set-point value of a motor rotation angle of the stabilizer motor ();'}limiting the second set-point value based on at least one of an absolute value and a gradient of the first set-point value; and{'b': '20', 'inputting the second set-point value into a control sequence () as a guide magnitude.'}14. The method according to claim 13 , further comprising limiting the second set-point value by comparing the second set-point value to a predefined threshold claim 13 , and replacing the second set-point value with the predefined threshold value if the second set-point value obtained exceeds the predefined threshold.153636. The method ...

METHOD OF OPERATING AN ADJUSTABLE ROLL STABILIZER

A method for operating an adjustable roll stabilizer for a motor vehicle. The adjustable roll stabilizer has an actuator which relative to a rotational axis can be rotated through a system angle in order to twist two stabilizer sections connected to it about the rotational axis relative to one another. The stabilizer sections are each coupled to a respective wheel suspension at a radial distance away from the rotational axis, and, starting from a target angle to be set at the actuator and having regard to the actual system angle and other parameters of the adjustable roll stabilizer and/or the motor vehicle equipped with it, a position-rotational speed regulator determines a target motor torque on the basis of which a motor of the actuator is controlled, so that having regard to the target angle and the actual system angle, the target motor torque is checked for plausibility. 110-. (canceled)111123663667788993ababababab. A method of operating an adjustable roll stabilizer () for a motor vehicle , the adjustable roll stabilizer () having an actuator () which is rotatable relative to a rotational axis () through a system angle (α) in order to twist two stabilizer sections ( , ) connected to the actuator about the rotational axis () relative to one another , the two stabilizer sections ( , ) are each coupled to a respective wheel suspension ( , , , , , ) at a radial distance away from the rotational axis () , the method comprising:{'sub': 'Soil', 'b': 2', '21', '22', '1', '1', '23', '4', '2, 'starting from a target angle (α) to be set at the actuator () and having regard to the actual system angle (α) and other parameters (, ) of at least one of the adjustable roll stabilizer () and the motor vehicle equipped with adjustable roll stabilizer (), determining a target motor torque (), with a position-rotational speed regulator, on a basis of which a motor () of the actuator () is controlled, and'}{'sub': 'Soil', 'b': '23', 'having regard to the target angle (α) and the ...

METHOD OF OPERATING AN ADJUSTABLE ROLL STABILIZER

A method of operating an adjustable roll stabilizer () of a motor vehicle. The adjustable roll stabilizer () has an actuator () which can be rotated through a system angle (α) relative to a rotational axis () in order to twist two stabilizer sections (), connected thereto, relative to one another. The stabilizer sections () are each a radial spaced away from the rotational axis () and each is coupled to a wheel suspension (). The method includes controlling the actuator with a field-orientated regulator () as a function of input signals which include at least a target motor torque (), and checking the control of the actuator (), brought about by the field-orientated regulator (), for plausibility independently of the field-orientated regulator (). 19-. (canceled)10112366663778899ababababab. A method of operating an adjustable roll stabilizer () of a motor vehicle , the adjustable roll stabilizer () has an actuator () which is rotatable through a system angle (α) relative to a rotational axis () in order to twist two stabilizer sections ( , ) connected thereto relative to one another , the two stabilizer sections ( , ) are each a radial distance away from the rotation axis () and each is coupled to a wheel suspension ( , , , , , ) , the method comprising:{'b': 2', '20', '21, 'controlling the actuator () with a field-orientated regulator () as a function of input signals which include at least a target motor torque (); and'}{'b': 2', '20', '20, 'checking the control of the actuator () brought about by the field-orientated regulator () for plausibility independently of the field-orientated regulator ().'}112122. The method according to claim 10 , further comprising basing the plausibility check substantially on a comparison of the target motor torque () with an actual motor torque ().12224. The method according to claim 11 , further comprising calculating the actual motor torque () from motor phase currents of the motor ().1321272822212122. The method according to ...

METHOD OF OPERATING AN ADJUSTABLE ROLL STABILIZER

A method of operating an adjustable roll stabilizer () of a motor vehicle. The adjustable roll stabilizer () includes an actuator () which can rotate relative to a rotational axis () in order to twist two stabilizer sections () connected thereto relative to one another about the rotational axis (). The stabilizer sections () are radially spaced away from the rotational axis () and each is coupled to a wheel suspension (). The actuator () is controlled on the basis of a system target torque specified for the vehicle, and the specified system target torque is tested for acceptability in relation to a roll torque distribution (β) that is acceptable for the motor vehicle. 112-. (canceled)131123663663778899ababababab. A method of operating an adjustable roll stabilizer () of a motor vehicle , the adjustable roll stabilizer () has an actuator () which is rotatable relative to a rotational axis () in order to twist two stabilizer sections ( , ) connected thereto relative to one another about the rotational axis () , wherein the stabilizer sections ( , ) are radially spaced away from the rotational axis () and each is coupled to a wheel suspension ( , , , , , ) , the method comprising:{'b': '2', 'controlling the actuator () based on a system target torque specified for the vehicle; and'}testing the specified system target torque for acceptability in relation to a roll torque distribution (β) that is acceptable for the motor vehicle.14. The method according to claim 13 , further comprising testing the system target torque for acceptability in that for the specified system target torque a roll torque distribution (β) obtained therefrom is determined claim 13 , andcarrying out a comparison to see whether the roll torque distribution (β) lies within an acceptable range.15. The method according to claim 14 , further comprising defining the acceptable range of the roll torque distribution (β) by at least one limiting curve which depends on a speed of the vehicle.16. The method ...

ACTIVE ROLL STABILIZER

Disclosed is an active roll stabilizer. The active roll stabilizer includes a pair of stabilizer bars installed between wheels and an actuator connected between the pair of stabilizer bars and configured to deliver a rotational force to the pair of stabilizer bars, wherein the actuator includes a motor configured to generate the rotational force; a housing located between the pair of stabilizer bars and inside which the motor is disposed; and an engagement part installed between the housing and at least one of the pair of stabilizer bars and configured to screw-couple and fix one end portion of the at least one of the pair of stabilizer bars to one inner side of the housing. 1. An active roll stabilizer comprising:a pair of stabilizer bars installed between wheels; andan actuator connected between the pair of stabilizer bars and configured to deliver a rotational force to the pair of stabilizer bars,wherein the actuator includes:a motor configured to generate the rotational force;a housing located between the pair of stabilizer bars and inside which the motor is disposed; andan engagement part installed between the housing and at least one of the pair of stabilizer bars and configured to screw-couple and fix one end portion of the at least one of the pair of stabilizer bars to one inner side of the housing.2. The active roll stabilizer of claim 1 , wherein the engagement part includes a bolt member screw-coupled to a screw groove claim 1 , which is formed at the one end portion of the at least one of the pair of stabilizer bars claim 1 , when the one end portion of the at least one of the pair of stabilizer bars is inserted into the housing.3. The active roll stabilizer of claim 2 , further comprising a damping part rotatably coupled to the one inner side of the housing based on a rotating shaft of the motor claim 2 ,wherein one side of the damping part is screw-coupled to the one end portion of the at least one of the pair of stabilizer bars by the engagement part, ...

Roll stabilizer, motor vehicle, and method for operating a motor vehicle

A roll stabilizer for a motor vehicle includes a plurality of sensors for detecting a plurality of measurement variables, in particular a torque sensor, a rotor position sensor and optionally an actuator temperature sensor. Each of the sensors resides on a separate sensor circuit board which is separate from a motherboard. The motherboard has electronics for evaluating the measurement variables detected by the sensors and/or for forwarding said measurement variables to an external control device. 110-. (canceled)11. A roll stabilizer for a motor vehicle comprising:a motherboard having an electronic module;a rotor-position-sensor board arranged parallel to the motherboard and having a rotor-position sensor; anda torque-sensor board arranged transverse to the motherboard and having a torque sensor;wherein the electronic module receives signals from the rotor-position sensor and the torque sensor.12. The roll stabilizer of claim 11 , further comprising a holding element which bears the motherboard and one of the rotor-position-sensor board and the torque-sensor board.13. The roll stabilizer of wherein the motherboard and one of the rotor-position-sensor board and the torque-sensor board are connected to one another by a flexible printed circuit board or a flexible conductor track.14. The roll stabilizer of wherein the motherboard does not include a torque sensor or a rotor-position sensor.15. The roll stabilizer of claim 11 , further comprising an actuator-temperature sensor on the torque-sensor board claim 11 , on the rotor-position-sensor board claim 11 , or on another sensor board.16. The roll stabilizer of claim 11 , wherein the motherboard has a power-supply unit for the rotor-position-sensor board and for the torque-sensor board.17. The roll stabilizer of claim 11 , wherein the motherboard claim 11 , the rotor-position-sensor board claim 11 , and the torque-sensor board are arranged within a housing of the roll stabilizer.18. The roll stabilizer of claim 11 , an ...

ACTIVE ROTARY STABILIZER AND STABILIZER BAR LINK ASSEMBLY FOR VEHICLE

The present invention relates to an active rotary stabilizer and a stabilizer bar link assembly for a vehicle, which particularly may increase a degree of design freedom for a lower side of a vehicle body, improve ride comfort for a passenger, enhance durability of an actuator, and reduce the occurrence of noise caused by a backlash when the actuator is operated. 1. An active rotary stabilizer for a vehicle , comprising:a housing which has a predetermined space therein;a first reduction unit which is provided in the housing, is disposed to be adjacent to the drive unit, receives rotational force from the drive unit, and primarily reduces the rotational force at a predetermined ratio;a second reduction unit which is provided at the other side in the housing, receives the primarily reduced rotational force from an output portion of the first reduction unit, and secondarily reduces the rotational force at a predetermined ratio;a fixed stabilizer bar which is welded on a drive unit cover, which is coupled to surround the drive unit at one side of the housing adjacent to the drive unit, rotates in conjunction with the housing, and provides predetermined torsional force to one side of a vehicle body of a vehicle that turns; anda rotary stabilizer bar which is coupled to an output end that protrudes toward the other side of the housing adjacent to the second reduction unit, rotates relative to the housing, and provides predetermined torsional force to the other side of the vehicle body of the vehicle that turns.2. The active rotary stabilizer of claim 1 , whereinthe first reduction unit is any one of a cycloid reduction unit using a cycloid gear and a planetary gear reduction unit using a planetary gear set, andthe second reduction unit is a reduction unit of the cycloid reduction unit and the planetary gear reduction unit which is different from the first reduction unit.3. The active rotary stabilizer of claim 2 , whereinthe cycloid reduction unit includes:an eccentric ...

GEAR MECHANISM FOR AN ANTI-ROLL STABILIZATION MEANS OF A VEHICLE

A gear mechanism for an anti-roll stabilizer of a vehicle, having at least one planetary gear mechanism stage with a sun gear, an internal gear and at least two planetary clears, at least one planetary gear having a first planetary part and a second planetary part which are mounted coaxially and are connected to one another via a spring apparatus. The spring apparatus loads the two planetary parts with a prestressing force in an opposed manner in the circumferential direction. 1. A gear mechanism for an anti-roll stabilizer of a vehicle ,the gear mechanism having at least one planetary gear mechanism stage with (i) a sun gear , (hi) an internal gear and (iii) at least two planetary gears ,wherein at least one planetary gear of the at least two planetary gears has a first planetary part and a second planetary part which are mounted coaxially and are connected to one another via a spring apparatus,the spring apparatus loading the two planetary parts with a prestressing farce in are opposed manner in a circumferential direction.2. The gear mechanism as claimed in claim 1 , wherein the first planetary part and the second planetary part have a rotational offset with respect to one another in a prestressed state.3. The gear mechanism as claimed in claim 1 , wherein all of the planetary gears of the at least one planetary gear mechanism stage each has a first planetary part and a second planetary part which are mounted coaxially and are connected to one another via a spring apparatus claim 1 , the spring apparatus loading the two planetary parts with a prestressing force in an opposed manner in the circumferential direction.4. The gear mechanism as claimed in claim 1 , wherein the spring apparatus has a first contact face for loading the first planetary part with the prestressing force and a second contact face for loading the second planetary part with the prestressing force.54. The gear mechanism as claimed in claim 1 , wherein the first planetary part has a first ...

GEAR FOR A GEAR TRAIN

Gears, for example, for a gear train are disclosed. The gear may be divided into two axially adjacent spur gears and have a torsion spring in the form of a circular ring segment. Between two peripherally mutually opposing spring ends, a slot may be formed in which two cams engage which are each assigned to one of the two spur gears. One of the cams may be assigned to one of the two spring ends and the other cam may be assigned to the other spring end. The two cams may be arranged at least substantially overlap-free in an axial direction, wherein contact faces for the cams formed at both spring ends of the torsion spring are arranged on a radially outer end of the spring ends. The contact faces may be delimited radially inwardly by clearances on the spring ends. 1. A gear for a gear train , said gear being divided into two axially adjacent spur gears and having a torsion spring in the form of a circular ring segment , wherein between two peripherally mutually opposing spring ends , a slot is formed in which two cams engage which are each assigned to one of the two spur gears , wherein one of the cams is assigned to one of the two spring ends and the other cam is assigned to the other spring end , wherein the two cams are arranged at least substantially overlap-free in an axial direction , wherein contact faces for the cams formed at both spring ends of the torsion spring are arranged on a radially outer end of the spring ends , wherein the contact faces are delimited radially inwardly by clearances on the spring ends.2. The gear as claimed in claim 1 , wherein the two cams are arranged axially behind each other at least when the torsion spring is substantially load-free.3. The gear as claimed in claim 2 , wherein the cams each have a peripheral extension which is a same size as or smaller than a peripheral extension of the slot of the torsion spring.4. The gear as claimed in claim 1 , wherein on mutually facing end faces claim 1 , the spur gears have bearing faces ...

VEHICLE SUSPENSION SYSTEM

A vehicle suspension system () is provided that allows attention eliciting information such as rumble strips, bumps and road markers to be conveyed to the vehicle operator substantially without detracting from the performance of the vehicle suspension system. A control unit () determines if a prescribed warning condition exists according to vehicle information and/or road surface information acquired by an information acquiring unit, and performs a warning control including an extending and retracting movement of the actuator interposed between an sprung member () and an unsprung member () of the vehicle at a prescribed frequency when the warning condition is determined. 1. A vehicle suspension system , comprising;an actuator interposed between a sprung member and an unsprung member of a vehicle to cause a relative displacement by applying a drive force;an information acquiring unit for acquiring vehicle information on a condition of the vehicle and/or road surface information on a condition of a road surface on which the vehicle is traveling; anda control unit for determining if a prescribed warning condition exists according to the vehicle information and/or the road surface information acquired by the information acquiring unit, and performing a warning control including an extending and retracting movement of the actuator at a prescribed frequency when the warning condition is determined.2. The vehicle suspension system according to claim 1 , wherein the information acquiring unit is configured to acquire vibration information of the unsprung member claim 1 , and the control unit determines an existence of the warning condition when the vibration information of the unsprung member indicates that a wheel of the vehicle is traveling on an attention eliciting feature of the road surface.3. The vehicle suspension system according to claim 2 , wherein the information acquiring unit is configured to acquire road surface image information claim 2 , and the control unit ...

ELECTRIC FOUR-WHEEL DRIVE SYSTEM AND FRONT WHEEL DRIVE VEHICLE PROVIDED WITH THE SAME

An electric four-wheel drive (4WD) system is for a front wheel drive vehicle including an active roll control apparatus includes a driving module configured to generate a rotational power using electrical energy and to supply the rotational power to rear wheels. A hydraulic generator is connected with the driving module and configured to generate a hydraulic pressure using the rotational power of the driving module and to supply the hydraulic pressure to the active roll control apparatus. 1. An electric four-wheel drive (4WD) system for a front wheel drive vehicle including an active roll control apparatus , the electric 4WD system comprising:a driving module configured to generate a rotational power using electrical energy and to supply the rotational power to rear wheels; anda hydraulic generator, which is connected with the driving module, configured to generate a hydraulic pressure using the rotational power of the driving module and to supply the hydraulic pressure to the active roll control apparatus.2. The electric 4WD system of claim 1 , wherein the hydraulic generator comprises a pump connected to the driving module.3. The electric 4WD system of claim 2 , wherein the pump comprises:a pump body of which a pump chamber is formed therein;a rotation shaft rotatably mounted to the pump body, the rotation shaft receiving an output of the driving module; andan impeller connected to the rotation shaft, the impeller generating a hydraulic pressure within the pump chamber.4. The electric 4WD system of claim 2 , wherein the driving module comprises:a motor; anda reduction structure connected to the motor.5. The electric 4WD system of claim 4 , wherein the pump comprises:a pump body of which a pump chamber is formed therein;a rotation shaft rotatably mounted to the pump body, the rotation shaft receiving an output of the driving module; andan impeller connected to the rotation shaft, the impeller generating a hydraulic pressure within the pump chamber.6. The electric ...

ANTI-ROLL DEVICE WITH CONTROLLED COUPLING MEANS FOR A MOTOR VEHICLE AXLE ASSEMBLY

An anti-roll device equips an axle assembly of a motor vehicle and comprises two connecting rods of which one comprises a part of coupling means comprising: a housing subdivided into two parts by a piston and comprising two inlets-outlets communicating with the two parts and an intermediate inlet-outlet communicating with at least one of the parts depending on the position of the piston, a fluid reservoir supplying a conduit coupled to the intermediate inlet-outlet, two non-return means coupled to the inlets-outlets and to the conduit, and an electrically operated valve coupled to the inlets-outlets and placed either in an open state ensuring a connection between the parts and the fluid reservoir via the intermediate inlet-outlet, or in a closed state allowing fluid discharge out of the housing only through the intermediate inlet-outlet. 1. An anti-roll device for a motor vehicle axle assembly , said device comprising a bar coupled to right and left wheels of said assembly via two connecting rods , the device comprising coupling means partially forming part of either said bar or of one of said connecting rods , said coupling means comprising:i) a housing defining a chamber subdivided into first and second parts defining volumes that can be varied by a piston, and comprising first and second inlets-outlets communicating respectively with said first and second parts and an intermediate inlet-outlet communicating with said first part and/or said second part depending on the position of said piston,ii) a fluid reservoir placed at one end of a conduit having another end coupled to said intermediate inlet-outlet,iii) first and second non-return means each coupled to one of said first and second outlets-inlets and to said conduit, andiv) an electrically-operated valve coupled to said first and second inlets-outlets and placed either in an open state ensuring a connection between the first and second parts of said chamber and said fluid reservoir via said intermediate inlet ...

TORSION SPRING BAR SYSTEM FOR A WHEEL SUSPENSION OF A MOTOR VEHICLE

A torsion spring bar system for a wheel suspension of a motor vehicle includes on each vehicle side a torsion spring bar which is oriented transversely to the vehicle longitudinal center and acts on each wheel guide element of the wheel suspension with variable pretension via an output lever positioned outwards with respect to the vehicle longitudinal center. The torsion spring bar is acted upon by an actuator with a torsional moment. The torsion spring bars on both vehicle sides are coupled to one another at their axially adjacent ends in the vehicle longitudinal center via at least one additional torsion spring element. 19.-. (canceled)10. A torsion spring bar system for a wheel suspension of a motor vehicle , comprising:torsion spring bars oriented transversely to the vehicle longitudinal center on both vehicles sides, respectively, each torsion spring bar acting on a wheel guide element of the wheel suspension with variable pretension via an output lever positioned outwards with respect to the vehicle longitudinal center;an actuator configured to act on the torsion spring bar with a torsional moment; andat least one torsion spring element configured to couple the torsion spring bars to one another at their axially adjacent ends in the vehicle longitudinal center.11. The torsion spring bar system of claim 10 , wherein the torsion spring element has a progressive characteristic with a torsional moment increasingly acting on the torsion spring element.12. The torsion spring bar system of claim 10 , wherein the torsion spring element has an elastomer body which is connected with the adjacent ends of the torsion spring bars claim 10 , said elastomer body having a rotation-symmetric outer circumference.13. The torsion spring bar system of claim 10 , wherein the torsion spring element includes two bearing plates claim 10 , and an elastomer body which is vulcanized in place between the bearing plates claim 10 , said bearing plates having catches which interact with a ...

VEHICLE TRAVEL CONTROL DEVICE

A first active stabilizer is installed on a main drive wheel side, and a second active stabilizer is installed on a subordinate drive wheel side. A control device performs load distribution control when a difference in actual driving force between left and right sides of a vehicle exceeds a threshold value during acceleration. A high-μ side is one of the left and right sides with a greater actual driving force, and a low-μ side is another of the left and right sides. The load distribution control includes a first mode performed when a vehicle speed is equal to or lower than a first reference value. In the first mode, the control device actuates the first active stabilizer in a direction to lift up the high-μ side and actuates the second active stabilizer in a direction to lift up the low-μ side. 1. A vehicle travel control device comprising:a driving device driving at least a main drive wheel among the main drive wheel and a subordinate drive wheel of a vehicle;a first active stabilizer installed on a side of the main drive wheel;a second active stabilizer installed on a side of the subordinate drive wheel; anda control device performing load distribution control when a difference in actual driving force between a left side and a right side of the vehicle exceeds a threshold value during acceleration,wherein a high-μ side is one of the left side and the right side with a greater actual driving force, and a low-μ side is another of the left side and the right side,wherein the load distribution control includes a first mode performed when a speed of the vehicle is equal to or lower than a first reference value, andwherein in the first mode, the control device actuates the first active stabilizer in a direction to lift up the high-μ side and actuates the second active stabilizer in a direction to lift up the low-μ side.2. The vehicle travel control device according to claim 1 ,wherein the load distribution control further includes a second mode performed when the speed ...

METHOD TO REDUCE LOAD TRANSFER BETWEEN AXLES OF A COMMON SET DURING BRAKING

When a vehicle decelerates quickly or otherwise experiences a hard brake event, the described systems and methods facilitate reducing load transfer between axles of a common set of axles (e.g. a tandem axle, a tridem axle, etc.). Transfer of suspension pressure from a dynamically unloaded axle to a more loaded axle is limited by a suspension control component such as a valve or solenoid or the like that closes upon detection of a hard brake event in order to lock air in the suspension components of the respective axles. This in turn limits the dynamically unloaded axle from lifting, thereby permitting it to contribute more significantly to the braking effort and improving stopping distance. 1. A method for reducing load transfer between axles of a common set during braking , comprising:identifying a preset hard brake threshold for a vehicle;determining a load on at least one axle of the vehicle;detecting a hard brake event; andsending a command to a wheel suspension control component (SCC) to limit transfer of suspension load from a dynamically unloaded axle to a more loaded axle.2. The method according to claim 1 , wherein determining the load on at least one axle of the vehicle comprises determining a total vehicle load by adding together a determined load on each axle of the vehicle.3. The method according to claim 1 , wherein the preset hard brake threshold is a deceleration threshold value claim 1 , and wherein detecting the hard brake event further comprises determining that the vehicle is decelerating at a rate greater than the deceleration threshold value.4. The method according to claim 3 , wherein the deceleration threshold value is about 0.2 g.5. The method according to claim 1 , wherein the hard brake threshold is a pressure threshold value claim 1 , wherein the preset hard brake threshold is adjusted as a function of the determined load claim 1 , and wherein detecting the hard brake event further comprises determining that an amount of pressure detected ...

CHASSIS ACTUATOR DEVICE FOR A VEHICLE

Roll stabilizers as an example for chassis actuators are used for compensating or suppressing rolling movements of a vehicle about its longitudinal axis. Such rolling movements are caused, in particular, when driving around curves due to centrifugal forces. A chassis actuator device is provided, in particular, a roll stabilizer, for a vehicle with a flange connection between an actuator and a stabilization component. A holder-side positive-locking contour is arranged on a holder section of the flange connection and a flange-side positive-locking contour is arranged on a flange. The positive-locking contours together form a positive-locking connection in the circumferential direction about a torsion axis A, and the flange-side positive-locking contour is arranged on a flange-side lateral surface and/or the holder-side positive-locking contour is arranged on a holder-side lateral surface. 1. A chassis actuator device for a vehicle , comprisingan actuator for generating a torque about a torsion axis, the actuator has a housing arrangement,at least one stabilization component having a flange, and the housing arrangement has a holder section, the flange and the holder section together form a flange connection that connects the stabilization component to the actuator,a holder-side positive-locking contour arranged on the holder section and a flange-side positive-locking contour arranged on the flange, the holder-side and flange-side positive-locking contours together form a positive-locking connection in a circumferential direction about the torsion axis, andwherein at least one of the flange-side positive-locking contour is arranged on a flange-side lateral surface or the holder-side positive-locking contour is arranged on a holder-side lateral surface.2. The chassis actuator device according to claim 1 , wherein at least one of the flange-side lateral surface or the holder-side lateral surface is formed as a hollow cylindrical lateral surface.3. The chassis actuator ...

METHOD FOR OPERATING AN ELECTROMAGNETIC ACTUATOR IN A MOTOR VEHICLE

A method for operating an actuator of a torsion bar system of a wheel suspension of a motor vehicle is disclosed. The actuator is mounted on a carrier structure of the vehicle and actuation of the actuator changes a pre-tension acting on a wheel guide element of the wheel suspension. The method includes controlling an active aggregate support so as to reduce a vibration of a drive aggregate supported on the carrier structure via the active aggregate support adjacent to the actuator; and controlling the active aggregate support for reducing an operational vibration of the actuator. 112.-. (canceled)13. A method for operating an actuator of a torsion bar system of a wheel suspension of a motor vehicle , wherein said actuator is mounted on a carrier structure of the vehicle and wherein actuation of the actuator changes a pre-tension acting on a wheel guide element of the wheel suspension , said method comprising:controlling an active aggregate support so as to reduce a vibration of a drive aggregate supported on the carrier structure via the active aggregate support adjacent to the actuator; andcontrolling the active aggregate support for reducing an operational vibration of the actuator.14. The method of claim 13 , further comprising detecting with a control unit the vibration of the drive aggregate occurring during a drive as a first actual interfering signal claim 13 , generating with the control unit a first actuating signal as a function of the first actual interfering signal claim 13 , and controlling an actuating system of the active aggregate support with the first actuating signal for reducing the first interfering signal.15. The method of claim 14 , further comprising detecting with the control unit an operational vibration of the actuator as a second actual interfering signal claim 14 , generating with the control unit a second actuating signal claim 14 , and controlling an actuating system of the active aggregate support with the second actuating signal for ...

ROLL STABILIZATION SYSTEM FOR A MOTOR VEHICLE

A roll stabilization system () for a motor vehicle which has a DC voltage converter () associated with an electric roll stabilizer (). By way of the DC voltage converter, a feed voltage can be transformed into a supply voltage for the roll stabilizer (). To produce as compact a structure as possible, the DC voltage converter () is integrated in the electric roll stabilizer (). 19-. (canceled)101. A roll stabilization system () for a motor vehicle , the roll stabilization system comprising:{'b': '2', 'an electric roll stabilizer ();'}{'b': 6', '2', '6', '2, 'a DC voltage converter () being associated with the electric roll stabilizer () such that by the DC voltage converter () a feed voltage can be transformed into a supply voltage for the roll stabilizer (); and'}{'b': 6', '2, 'the DC voltage converter () being integrated in the electric roll stabilizer ().'}111682. The roll stabilization system () according to claim 10 , wherein the DC voltage converter () is integrated in a control device () of the electric roll stabilizer ().121832. The roil stabilization system () according to claim 11 , wherein the control device () is integrated in a swivel motor () of the electric roll stabilizer ().1311083. The roll stabilization system () according to claim 11 , wherein cables () leading from the control device () to a swivel motor () run through a conduit whose outer layer is provided with metal spirals.14169. The roll stabilization system () according to claim 10 , wherein the DC voltage converter () comprises a control unit () by which the feed voltage can be determined and which only initiates a transformation of the feed voltage if the feed voltage differs from the supply voltage.1516. The roll stabilization system () according to claim 10 , wherein the DC voltage converter () is designed as either a transforming converter or as a converter with a storage throttle.161. The roll stabilization system () according to claim 10 , wherein the supply voltage is between 40 to ...

STABILIZER FOR VEHICLE

The present invention relates to a stabilizer for a vehicle which is installed between a pair of wheels of the vehicle and includes a first bar disposed to extend in a width direction of the vehicle; an actuator supported by a vehicle body of the vehicle and coupled to the first bar and a first connecting member to move the first bar in the width direction of the vehicle; and a second bar having one side connected to the first bar and the other side connected to one side of a wheel supporter which supports one wheel of the pair of wheels of the vehicle, wherein, when the first bar is moved in the width direction of the vehicle, the other side of the second bar is moved so that the one side of the wheel supporter is moved in an upper direction or a lower direction of the vehicle.

VARIABLE TIRE LATERAL LOAD TRANSFER DISTRIBUTION

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds. 1. A method of controlling relative roll torque in a vehicle having a front active sway bar , which varies roll torque of a front axle , and a rear active sway bar , which varies roll torque of a rear axle , comprising:monitoring dynamic driving conditions during operation of the vehicle; andshifting tire lateral load transfer distribution (TLLTD) between the front axle and the rear axle of the vehicle based on the monitored dynamic driving conditions,wherein shifting the TLLTD toward the front axle increases a portion of a total roll torque carried by the front active sway bar, andwherein shifting the TLLTD toward the rear axle increases a portion of the total roll torque carried by the rear active sway bar.2. The method of claim 1 , wherein the monitored dynamic driving conditions include steering wheel angle gradient (SWAG) claim 1 , and further comprising:implementing a first bias event by shifting the TLLTD when the SWAG exceeds a calibrated threshold SWAG.3. The method of claim 2 , wherein the monitored dynamic driving conditions include driver intended lateral acceleration and measured lateral acceleration claim 2 , and further comprising:implementing a second bias event by shifting the TLLTD when the driver intended lateral ...

ACTUATOR DEVICE FOR AN ADJUSTABLE ROLL STABILIZER OF A MOTOR VEHICLE

An actuator device () for an adjustable roll stabilizer () of a motor vehicle, with a housing () that extends in the direction of a rotational axis () and an actuator () arranged in the housing. The actuator device () can be operated to twist two stabilizer sections () relative to one another about the rotational axis () and the two stabilizer sections () are attached to opposite ends () of the actuator device (). An engagement contour () is formed on the housing (), which is suitable for immobilizing the housing during the application of torque (M) to the housing () in a direction around the rotational axis (). 112-. (canceled)1312. An actuator device () for an adjustable roll stabilizer () of a motor vehicle , the actuator device comprising:{'b': 4', '3, 'a housing () extending in a direction of a rotational axis (),'}{'b': 5', '1', '7', '7', '3, 'i': a,', 'b, 'an actuator () being arranged within the housing such that the actuator device () is operable in order to twist two stabilizer sections () relative to one another about the rotational axis (),'}{'b': 7', '7', '6', '6', '1, 'i': a,', 'b', 'a,', 'b, 'the two stabilizer sections () being attached to opposite ends () of the actuator device (), and'}{'b': 8', '4', '4', '1', '3, 'an engagement contour () being formed on the housing (), and the engagement contour being suitable for immobilizing the housing () when a torque (M) about the rotational axis () is applied thereto.'}145943. The actuator device according to claim 13 , wherein the actuator () and a gear system () are arranged inside the housing () and are coaxial relative to the rotational axis ().154. The actuator device according to claim 13 , wherein the housing () is substantially of rotationally symmetrical shape.164444a,b,c. The actuator device according to claim 13 , wherein the housing () comprises a plurality of segments () welded one to another.175. The actuator device according to claim 13 , wherein the actuator () is in the form of an electric ...

ROLL STABILIZER FOR A MOTOR VEHICLE

An electromechanical roll stabilizer for a motor vehicle is disclosed. A housing has a motor unit that has a stator and a rotor integrated therein. A rotor position sensor board and an actuator torque sensor board are arranged between two stabilizer halves. The actuator torque sensor board has a digitization and transmission unit for digitizing the sensed torque and transmitting the digitized torque to a data forwarding module arranged on the rotor position sensor board. The rotor position sensor board has a rotor position detection unit for sensing and digitizing the rotor position and a data processing unit. The sensing of the rotor position can be triggered by at least one command signal of a controller to the rotor position detection unit. The data processing unit is provided to process the sensed measured values. 1. An electromechanical roll stabilizer for a motor vehicle , comprising:a first stabilizer half and a second stabilizer half;a housing having a motor unit comprising a stator and a rotor integrated in the housings:a rotor position sensor circuit board for at least indirectly detecting at least one rotor position; and{'b': 2', '2, 'i': a,', 'b, 'an actuator torque sensor circuit board for at least indirectly detecting at least one torque and arranged between the two-first and second stabilizer halves (). wherein the motor unit further has an output shaft which is connected to the rotor, wherein the output shaft is at least indirectly connected to the second stabilizer half,'}wherein the actuator torque sensor circuit boards has a torque sensor for sensing the torque between the two stabilizer halves and has a digitization and transmission unit for digitizing the sensed torque and for transmitting the digitized sensed torque to a data forwarding module which is arranged on the rotor position sensor circuit board, wherein the rotor position sensor circuit board has a rotor position detection unit for sensing and digitizing the rotor position and has a ...

ROLL STABILIZER AND SENSOR UNIT FOR A ROLL STABILIZER

Disclosed is a roll stabilizer () for a motor vehicle, comprising a sensor unit (), which operates according to the principle of inverse magnetostriction, for acquiring torque (M) acting between stabilizer portions (), characterized in that the sensor unit () includes a magnetic field generation device, which preferably comprises a transmitter coil () and is used for magnetizing a measurement element () affected by torsional stress during operation, and a plurality of magnetic field detection devices, each of which preferably comprises a receiver coil () and which are used for acquiring parameters of the magnetic field of the measurement element (). Also disclosed is a corresponding sensor unit () for a roll stabilizer () of the aforementioned type. 11106610204621462246abaaa. A roll stabilizer () for a motor vehicle , comprising a sensor unit () , which operates according to the principle of inverse magnetostriction , for acquiring a torque (M) acting between stabilizer portions ( , ) , characterized in that the sensor device () includes at least one magnetic field generation device () for magnetizing a measurement element (; ) affected by torsional stress during operation , and at least one first magnetic field detection device () for acquiring a first magnetic field parameter that changes as result of the stress in the measurement element (; ) , and at least one second magnetic field detection device () for acquiring a second magnetic field parameter that changes a result of the stress in the measurement element (; ).220212231321146a. The roll stabilizer according to claim 1 , characterized in that the magnetic field generation device () and the magnetic field detection devices ( claim 1 , claim 1 , claim 1 , ) are arranged on a sensor unit () which is spaced in particular radially from the measurement element (; ) and/or are integrated into a sensor housing.310111111ab. The roll stabilizer according to claim 2 , characterized in that the sensor device () ...

ELASTOMER COUPLING AND ASSOCIATED ROLL STABILIZER

An elastomer coupling for an electromechanical actuator, having a drive part and a driven part, wherein either the drive part or the driven part has multiple radially outwardly extending webs arranged so as to be distributed about an axis of rotation, and the respective other part has radially inwardly extending webs arranged on the inner side of a tubular body, wherein a radially inwardly and a radially outwardly extending web engage into one another and form a pocket in which there is received an elastic molded body produced from an elastomer, wherein, in at least one pocket, there is received a spring element which generates a pretensioning force, which spring element is attached either to an inwardly extending or to an outwardly extending web and is spring-loaded against an adjacent web. 1. An elastomer coupling for an electromechanical actuator , comprising a drive part and a driven part , one of the drive part or the driven part has multiple webs that are arranged distributed about a rotational axis and extend radially outward and the other of the drive part or the driven part has webs that are arranged on an inner side of a tubular body and extend radially inward , radially inward extending ones of the webs and radially outward extending one of the webs engage with each other and form pockets in at least a respective one of which an elastic molded body produced from an elastomer is held , in at least one of the pockets , a spring element generating a pretensioning force is held that is attached to one of the radially inward or to one of the radially outward extending webs and is spring mounted against an adjacent one of the webs.2. The elastomer coupling according to claim 1 , wherein the spring element is spring-mounted against both of the adjacent webs.3. The elastomer coupling according to claim 1 , wherein the spring element is placed on one of the webs.4. The elastomer coupling according to claim 3 , wherein the web having the spring element has on a ...

ACTIVE ROLL STABILIZER

Disclosed herein is an active roll stabilizer. The active roll stabilizer includes a pair of stabilizer bars installed between left and right wheels of a vehicle and an actuator which connects the pair of stabilizer bars and transmits a rotational force to the pair of stabilizer bars, wherein the actuator includes a motor configured to generate the rotational force, a housing coupled to a portion between the pair of stabilizer bars and having the motor disposed inside the housing, a damping part disposed on an extension line of a rotational shaft of the motor inside the housing and configured to absorb vibrations generated at the motor and the pair of stabilizer bars, and a torque measurement sensing part configured to measure a torque transmitted by the rotational force inside the damping part. 1. An active roll stabilizer comprising:a pair of stabilizer bars installed between left and right wheels of a vehicle; andan actuator which connects the pair of stabilizer bars and transmits a rotational force to the pair of stabilizer bars,wherein the actuator includes:a motor configured to generate the rotational force;a housing coupled to a portion between the pair of stabilizer bars and having the motor disposed inside the housing;a damping part disposed on an extension line of a rotational shaft of the motor inside the housing and configured to absorb vibrations generated at the motor and the pair of stabilizer bars; anda torque measurement sensing part configured to measure a torque transmitted by the rotational force inside the damping part.2. The active roll stabilizer of claim 1 , wherein the damping part includes:a coupler disposed on the extension line of the rotational shaft of the motor inside the housing and having one side supporting an inner surface of the housing; anda carrier having one side coupled to the other side of the coupler, the other side coupled to one of the pair of stabilizer bars, and an accommodation part formed at a central portion of the ...

Motor vehicle wheelset anti-roll device with actuating means operated by a hydraulic control circuit

An anti-roll device comprises a bar coupled to two links, a hydraulic control circuit (CC) and actuating means (MAC) comprising a casing (CR) defining the chamber (CH) subdivided into a first (P 1 ) and a second (P 2 ) part by a piston (PI), and comprising first (ES 1 ) and second (ES 2 ) inlets-outlets communicating with the first (P 1 ) and second (P 2 ) parts and an intermediate inlet-outlet (ES 1 ) communicating with the first part (P 1 ) or with the second part (P 2 ) depending on the position of the piston (PI). These actuating means (MAC) adopt a disengaged state or block state in whatever position of the piston (PI), according to the accessibility status of the first (ES 1 ) and second (ES 2 ) inlets-outlets and of the intermediate inlet-outlet (ES 1 ). The control circuit (CC) controls the accessibility statuses according to the commands received.

FLANGE ASSEMBLY, CHASSIS ACTUATOR AND METHOD FOR PRODUCING THE FLANGE ARRANGMENT

The invention relates to a flange assembly which takes up little installation space yet is nevertheless able to transfer high torques. According to the invention the flange assembly () includes a flange section () and a receiving section (), wherein the flange section () is connected to the receiving section (), to a holding body () and to a coupling body (), wherein the holding body () is connected to the receiving section (), wherein the holding body () is arranged in the axial direction between the coupling body () and the flange section (), wherein the coupling body () is supported in the axial direction on the holding body (), wherein the coupling body () and the flange section () are connected to one another in the axial direction and wherein the flange section () is connected to the receiving section () by virtue of the coupling body () being supported on the holding body (). 1. A flange assembly comprising a flange section and a receiving section , the flange section is connected to the receiving section ,a holding body and a coupling body, the holding body is connected to the receiving section, wherein the holding body is arranged in an axial direction between the coupling body and the flange section, the coupling body is supported in the axial direction on the holding body, and the coupling body and the flange section are connected to each other and the flange section is connected to the receiving section through the support of the coupling body on the holding body.2. The flange assembly according to claim 1 , wherein at least one of the coupling body or the holding body are arranged within the receiving section.3. The flange assembly according to claim 1 , wherein the holding body is held with a positive fit in the axial direction in the receiving section.4. The flange assembly according to claim 1 , wherein the receiving section comprises an inner annular groove in which the holding body is arranged in a self-retaining manner.5. The flange assembly ...

STABILIZER CONTROL DEVICE

Left and right stabilizer bars are provided between left and right wheels of a vehicle. A control unit controls an actuator to control a rotation angle of the right stabilizer bar with respect to the left stabilizer bar. The control unit determines whether the vehicle is moving, whether a vehicle speed is less than a first threshold value, and whether a vehicle state is in transition from a moving state to a stopped state. A detection unit detects a control amount of the actuator. When the vehicle is moving, the vehicle speed is less than the first threshold value, the vehicle state is in transition from the moving state to the stopped state, and the control amount of the actuator is greater than zero, the control unit decreases the control amount of the actuator such that the control amount of the actuator becomes zero before the vehicle speed becomes zero. 1. A stabilizer control device comprising:a left stabilizer bar and a right stabilizer bar provided between a left wheel and a right wheel of a vehicle;an actuator provided between the left stabilizer bar and the right stabilizer bar;a control unit configured to control the actuator to control a rotation angle of the right stabilizer bar with respect to the left stabilizer bar;a moving determination unit configured to determine whether or not the vehicle is moving;a vehicle speed determination unit configured to determine whether or not a speed of the vehicle is less than a first threshold value;a vehicle state transition determination unit configured to determine whether or not a state of the vehicle is in transition from a moving state to a stopped state; anda detection unit configured to detect a control amount of the actuator,wherein when the vehicle is moving, the speed of the vehicle is less than the first threshold value, the state of the vehicle is in transition from the moving state to the stopped state, and the control amount of the actuator is greater than zero, the control unit decreases the control ...

VEHICULAR SUSPENSION DEVICE

Provided is a vehicular suspension device that achieves both of improvement in driving stability and improvement in vehicle movement performance. The vehicular suspension device includes a suspension capable of adjusting a roll center height by control of an actuator, and a roll center controller. The controller includes a traveling state corresponding height determination unit configured to determine the roll center height of the suspension in accordance with a predetermined rule on the basis of vehicle speed information and road surface information, and an actuator controller configured to control the actuator so that the roll center height reaches the roll center height determined by the unit. 1. A vehicular suspension device comprising:a suspension that supports a front wheel or a rear wheel so as to allow a roll center height of a vehicle to be adjusted by an actuator; anda roll center controller configured to adjust the roll center height of the suspension by controlling the actuator, a traveling state corresponding height determination unit configured to determine the roll center height of the suspension in accordance with a predetermined rule on the basis of vehicle speed information which is a vehicle speed or information about an estimated vehicle speed, and road surface information which is information about a road surface on which the vehicle is traveling, and', 'an actuator controller configured to control the actuator of the suspension so that the roll center height reaches the determined roll center height., 'wherein the roll center controller includes'}2. The vehicular suspension device as claimed in claim 1 , a traveling state evaluation value calculation unit configured to calculate a traveling state evaluation value in accordance with a predetermined evaluation rule on the basis of the vehicle speed information and the road surface information; and', 'a roll center position determination unit configured to determine the roll center height of the ...

ANTI-SWAY BAR DISCONNECT SYSTEM

An anti-sway bar assembly for a vehicle. The anti-sway bar assembly including: a first anti-sway bar member associated, at a first end thereof, with a first wheel of the vehicle; a second anti-sway bar member associated, at a first end thereof, with an opposed second wheel of the vehicle; and a connection assembly associated with a second end of each of the first anti-sway bar member and the second anti-sway bar member, the connection assembly configured for movement between a use condition in which the first anti-sway bar member and the second anti-sway bar member are connected to one another, and a released condition in which the first anti-sway bar member and the second anti-sway bar member are disconnected from one another. 1. An anti-sway bar assembly for a vehicle , the anti-sway bar assembly including:a first anti-sway bar member associated, at a first end thereof, with a first wheel of the vehicle;a second anti-sway bar member associated, at a first end thereof, with an opposed second wheel of the vehicle; anda connection assembly associated with a second end of each of the first anti-sway bar member and the second anti-sway bar member, the connection assembly configured for movement between a use condition in which the first anti-sway bar member and the second anti-sway bar member are connected to one another, and a released condition in which the first anti-sway bar member and the second anti-sway bar member are disconnected from one another.2. The anti-sway bar assembly of wherein the first anti-sway bar member and the second anti-sway bar member are associated with an axle of the vehicle claim 1 , and wherein the first wheel and the second wheel are provided at opposed ends of the axle.3. The anti-sway bar assembly of wherein the first anti-sway bar member and the second anti-sway bar member comprise portions of the same anti-sway bar.4. The anti-sway bar assembly of wherein the connection assembly comprises a first connection portion configured for ...

VARIABLE STIFFNESS SWAY BAR FOR A SUSPENSION SYSTEM OF A MOTOR VEHICLE

The present disclosure provides a sway bar for a suspension system of a motor vehicle. The sway bar includes a first lever arm for attachment to a left wheel suspension component and a second lever arm for attachment to a right wheel suspension component. The sway bar further includes a torsion spring device in connection between the first lever arm and the second lever arm to provide variable torsional stiffness. The torsion spring device includes a first torsion bar, a second torsion bar, and a clutch connected to the first torsion bar and the second torsion bar. The clutch is configured to move between a disengaged position and an engaged position where both of the first and second torsion bars transmit torque between the first and second lever arms to provide torsional stiffness. 1. A sway bar for a suspension system of a motor vehicle , the suspension system having a left wheel suspension component and a right wheel suspension component , the sway bar comprising:a first lever arm for attachment to the left wheel suspension component;a second lever arm for attachment to the right wheel suspension component; and a first torsion bar;', 'a second torsion bar; and', 'a clutch connected to the first torsion bar and the second torsion bar, wherein the clutch is configured to move between a disengaged position and an engaged position where both of the first torsion bar and the second torsion bar transmit torque between the first lever arm and the second lever arm., 'a torsion spring device in connection between the first lever arm and the second lever arm, wherein the torsion spring device provides a variable torsional stiffness and comprises2. The sway bar of wherein at least one of the first torsion bar and the second torsion bar does not transmit torque between the first lever arm and the second lever arm when the clutch is disposed in the disengaged position.3. The sway bar of wherein the first torsion bar claim 2 , the clutch claim 2 , and the second torsion bar ...

SEMI-ACTIVE STABILIZER DEVICE

The present disclosure relates to a semi-active stabilizer device which may adjust the rigidity of a stabilizer bar according to a traveling state of a vehicle, and may include a first stabilizer bar, a second stabilizer bar, an outer housing which has a hollow portion formed therein, an inner housing which is inserted into the hollow portion of the outer housing to rotate relatively, an elastic member which applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation, and a stopper which limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation, thereby improving riding comfort upon traveling on a straight road, and improving traveling stability upon traveling on a curved road. 1. A semi-active stabilizer device comprising:a first stabilizer bar which has one side end connected to one side vehicle wheel of a vehicle;a second stabilizer bar which has one side end connected to the other side vehicle wheel of the vehicle;an outer housing which is fastened to the other side end of the first stabilizer bar to rotate together, and has a hollow portion formed therein;an inner housing which is fastened to the other side end of the second stabilizer bar to rotate together, and inserted into the hollow portion of the outer housing to rotate relatively;an elastic member which is disposed between the outer housing and the inner housing, and applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation; anda stopper which is provided in the outer housing, and limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation.2. The semi-active stabilizer device of claim 1 ,wherein the stopper limits the relative rotation of the inner housing by selectively contacting stop surfaces, which are formed at both sides in a width direction, with the ...

VEHICLE CONTROL APPARATUS AND VEHICLE CONTROL METHOD

Provided are a vehicle control apparatus and a vehicle control method, including: a sensor configured to sense a vehicle speed value, operation information of an actuator for generating a torque in a stabilizer bar of an active roller stabilizer (ARS), and operation information of the stabilizer bar; and a controller configured to calculate a target torque value that is to be generated in the stabilizer bar on the basis of the sensed vehicle speed value, the sensed operation information of the actuator, and the sensed operation information of the stabilizer bar, and to determine whether the sensed vehicle speed value is a target vehicle speed value that is set to perform an ARS control mode, and in response to the sensed vehicle speed value determined to be the target vehicle speed value, and determine a deadband period in which a torque of the actuator is not transmitted, using a change value of a torque value and a change state of the torque value while the torque value is tracing the calculated target torque value. 1. A vehicle control apparatus comprising:a sensor configured to sense a vehicle speed value, operation information of an actuator for generating a torque in a stabilizer bar of an active roller stabilizer (ARS), and operation information of the stabilizer bar; anda controller configured to calculate a target torque value that is to be generated in the stabilizer bar on the basis of the sensed vehicle speed value, the sensed operation information of the actuator, and the sensed operation information of the stabilizer bar, and to determine whether the sensed vehicle speed value is a target vehicle speed value that is set to perform an ARS control mode, and in response to the sensed vehicle speed value determined to be the target vehicle speed value, and determine a deadband period in which a torque of the actuator is not transmitted, using a change value of a torque value and a change state of the torque value while the torque value is tracing the ...

Rolling stabilizer assembly for two-track vehicle, has damping unit for damping of rolling movements of vehicle body, and transmission unit for transmission of torsional angle to damping unit

The rolling stabilizer assembly has a damping unit (6) for damping of rolling movements of a vehicle body. A transmission unit (3) is provided for transmission of torsional angle to the damping unit straight by rolling movement of the vehicle assembly between both the end areas of the sections (1a) of the rolling stabilizer. The damping unit is formed in the form of an electric generator, whose poles are connected together directly or by intermediate switching of a user.

stabilizer assembly

Stabilisatoranordnung, umfassend einen zweigeteilten Stabilisator, dessen Stabilisatorabschnitte eine rotatorische Relativbewegung zueinander ausführen und bei einer gegensinnigen Verdrehbelastung eine Rückstellkraft ausüben, die mittels eines Aktuators in Verbindung mit einem Getriebe einstellbar ist, wobei die Stabilisatoranordnung unabhängig von einer Torsionsfederwirkung der Stabilisatorabschnitte mindestens eine weitere Feder aufweist, die eine Torsionsfederwirkung bewirkt, wobei die mindestens eine Feder Bestandteil eines Torsionsdämpfers ist, der ein Primärteil und ein Sekundärteil aufweist, die sich zueinander verdrehen können, wobei die mindestens eine Feder zwischen dem Primärteil und dem Sekundärteil verspannbar ist. A stabilizer assembly comprising a two-part stabilizer, the stabilizer sections perform a relative rotational movement to each other and exert a restoring force in an opposing torsional load, which is adjustable by means of an actuator in conjunction with a transmission, the stabilizer assembly having at least one additional spring, regardless of a Torsionsfederwirkung the stabilizer sections, which causes a Torsionsfederwirkung, wherein the at least one spring is part of a torsional damper, which has a primary part and a secondary part, which can rotate to each other, wherein the at least one spring between the primary part and the secondary part is clamped.

Hydraulic valve for a stabiliser control on a motor vehicle

The invention proceeds from a hydraulic valve which is intended for a stabiliser control on a motor vehicle equipped with a first hydraulic actuator, assigned to a front stabiliser, and with a second hydraulic actuator, assigned to a rear stabiliser, and which has a valve piston accommodated in a valve housing, which piston can be displaced from a spring-centred, middle rest position into two working positions by means of two switching solenoids. In a known stabiliser control there are two such hydraulic valves, one of which is assigned to the front stabiliser and one to the rear stabiliser. The object of the invention is to design a hydraulic valve so that a stabiliser control can be obtained at lower cost. This object is achieved in that the two valves existing in the prior art are replaced by a single valve so that only two switching solenoids are needed instead of four.

Automotive wheel suspension spring system

FIELD: transport. SUBSTANCE: invention relates to automotive industry. Every wheel suspension has twist regulator, torsion spring, Bourdon tube and solid bar. Spring extends in vehicle lengthwise direction to be actuated by appropriate actuator. Bourdon tube is directed in crosswise direction and inward from said actuator to vehicle centre. Sold bar abuts on Bourdon tube end with force closure. Bar is arranged radially inside Bourdon tube and directed in crosswise direction and outward to act via drive lever to wheel suspension guide element. Both cases of twist regulators are interconnected by connecting beam. Bourdon tubes extend into beam hollow section. EFFECT: absorption of twisting and bending forces. 9 cl, 4 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 514 524 C2 (51) МПК B60G 21/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2012116848/11, 26.04.2012 (24) Дата начала отсчета срока действия патента: 26.04.2012 (72) Автор(ы): Вильфрид МИХЕЛЬ (DE) (73) Патентообладатель(и): АУДИ АГ (DE) Приоритет(ы): (30) Конвенционный приоритет: (43) Дата публикации заявки: 10.11.2013 Бюл. № 31 R U 26.04.2011 DE 102011018574.7 (45) Опубликовано: 27.04.2014 Бюл. № 12 102009005895 A1, 29.07.2010. US 5277450 A, 11.01.1994. JP 2008302731 A, 18.12.2008. SU 850413 A1, 05.08.1981 2 5 1 4 5 2 4 R U (54) СИСТЕМА ПОДРЕССОРИВАНИЯ ДЛЯ ПОДВЕСОК КОЛЕС АВТОМОБИЛЕЙ (57) Реферат: Изобретение относится к системе сплошной стержень. Стержень расположен подрессоривания для подвесок колес на мосту радиально внутри трубчатой пружины и автомобиля. Каждая подвеска колеса имеет направлен поперечно наружу и через приводной регулятор скручивания, торсионную рессору, рычаг воздействует на направляющий элемент трубчатую пружину и сплошной стержень. колеса подвески. Оба корпуса регуляторов Рессора проходит в поперечном направлении скручивания соединены друг с другом автомобиля и выполнена с возможностью посредством соединительной балки. ...

Suspension device for traveling vehicles

HYDRAULIC TURNING DEVICE

Stabilizer assembly unit

A stabilizer assembly unit having a first stabilizer and a sun gearwheel connected non-rotatably to one end of the stabilizer includes at least one rotary drive acting on a planetary gearwheel which meshes with the sun gearwheel. For a vehicle axle having at least two wheels, a separate stabilizer assembly unit according to any of the preceding claims may be provided for each of the wheels. In a chassis assembly unit for a vehicle having a body and a stabilizer assembly unit, the internally geared wheel is connected non-rotatably to the vehicle body.

Oscillating motor, for use in vehicle stabilizing systems, has drive shaft connected to sway bar, is mounted on vibration damping mounting and has second shaft connected to second sway bar on its opposite side

The oscillating motor (S), for use in vehicle stabilizing systems, has a drive shaft (10.1) connected to a sway bar (F1). It is mounted on a vibration damping mounting (L) and has a second shaft (10.2) connected to a second sway bar (F2) on its opposite side.

Means for influencing the inclination of vehicles on curves

856,497. Preventing lateral cant of road vehicles. DAIMLER-BENZ A.G. Jan. 9, 1959 [Jan. 11, 1958], No. 897/59. Class 108(2). Lateral cant of a road vehicle is controlled by virtue of suspension springs 23, 23, having roller abutments 25, 25, the points of engagement of which with suspension links 21, 21, are adjustable. As shown, each spring 23 is pivotally mounted at 24 on the vehicle body 13 and the spring is angularly displaceable by the action of a hydraulic jack 26 which may be put under pressure by means of a hydraulic piston and cylinder 27a, 27, adjacent another axle of the vehicle (Fig. 3). The cylinder 27 is connected to a rod 29 pivotally mounted on the vehicle body 13 and passing through a resilient guide 30 carried by the axle 28. The piston 27a is connected to the vehicle body at 31. Movement of the body 13 in one direction or the other laterally with respect to the axle 28 results in pressure being applied to the jacks 26, 26, to swing the abutment rollers 25, 25, of the respective springs 23, 23, to the left or to the right as the case may be. The arrangement is such that the rate of the suspension on the outside of the curve is increased while that on the inside of the curve is decreased. The movements of the springs and linkages is also such as to tend to incline the body 13 towards the inside of the curve. The movement of the rollers 25, 25, may alternatively be controlled by the action of a penculum operated switch responding to the acion of centrifugal force. The movement may also be effected in conjunction with the vehicle steering. In the arrangement shown in Fig. 4 each suspension spring 35 acts between a common through axle 10 and a respective link 34 pivotally mounted on a member 33 rigid with the axle 10. The body 13 acts on the links 34 through the intermediary of respective rollers 37 mounted on a link 38. The rollers 37 engage a groove -36 running transversely across the underside of the body 13 and act in conjunction with further ...

Vehicle suspension system

Operating method for a single-axle roll stabilization system of a two-axle, two-track vehicle

The method involves setting an electromotor in a driving condition in which an understeering of the vehicle is undesired. The nominal border moment is introduced into the stabilizer halves, such that the basic torque is adjusted when the basis angle between the two stabilizer halves is held active without the action of driving dynamic forces on the substrate in the vehicle transverse direction. The basis angle between the two stabilizer halves is determined according to start-up of the vehicle by the electronic control unit in corresponding operating mode.

Wheel contact state determination device, wheel contact state determination method, and vehicle motion control device

Method for controlling a torque of a roll stabilizing system

본 발명은 차량의 차체의 롤링 기울기를 교정하기 위해 차량을 위한 섀시의 차륜 현가 시스템에 작용하는 롤 안정화 시스템의 토크를 제어하는 방법에 관한 것으로, 차량의 2개 이상의 차륜들에 의해 스프링 이동 값이 검출된다. 2개의 차륜들의 스프링 이동 값들의 차이에 따라 토크가 결정되며, 결정된 토크는 차륜 현가 시스템에 인가된다. 차륜 현가 시스템에 작용하는 실제 토크가 바람직하게는 스프링 이동 값들 간 차이에 근거하여 결정된다. 실제 토크는 롤 안정화 시스템을 위한 설정 토크를 연산하기 위해 사용된다. The present invention relates to a method of controlling the torque of a roll stabilization system acting on a wheel suspension system of a chassis for a vehicle for calibrating a rolling slope of a vehicle body, . The torque is determined according to the difference of the spring movement values of the two wheels, and the determined torque is applied to the wheel suspension system. The actual torque acting on the wheel suspension system is preferably determined based on the difference between the spring travel values. The actual torque is used to calculate the set torque for the roll stabilization system.

SEMIACTIVE STABILIZER DEVICE

Die vorliegende Erfindung betrifft eine semiaktive Stabilisatorvorrichtung, die die Steifigkeit eines Stabilisators in Reaktion auf den Fahrzustand eines Fahrzeugs einstellen kann, und umfasst die folgenden Teile: einen ersten Stabilisator; einen zweiten Stabilisator; ein Außengehäuse, das in einem hohlen Abschnitt ausgebildet ist; ein Innengehäuse, das am anderen Seitenende des zweiten Stabilisators befestigt ist und sich zusammen und relativ dazu dreht, dass es in den hohlen Abschnitt des Außengehäuses eingeschoben ist; ein elastisches Bauelement, das eine elastische Kraft ausübt, so dass das Außengehäuse und das Innengehäuse bei einer Relativdrehung in seine ursprüngliche Position zurückkehrt, und ein Stopper, der in dem Außengehäuse vorgesehen ist und das Innengehäuse darauf beschränkt ist, sich bei einer Relativdrehung nur zu einem vorbestimmten Winkelbereich zu drehen. Dabei können die

HYDRAULIC SWIVEL MOTOR

L'invention concerne un dispositif d'amortissement (5) pour un groupe hydraulique (1) d'un châssis d'un véhicule automobile, le dispositif d'amortissement (5) présentant au moins deux dispositifs de compensation pouvant être accouplés au groupe hydraulique (1), afin de provoquer une compensation de la pression, le dispositif d'amortissement (5) présentant un dispositif de fixation (18) qui peut être fixé au boîtier du groupe hydraulique (1), le dispositif d'amortissement (5) avec les dispositifs de compensation et le dispositif de fixation (18) formant une unité constructive compacte. The invention relates to a damping device (5) for a hydraulic unit (1) of a chassis of a motor vehicle, the damping device (5) having at least two compensation devices that can be coupled to the hydraulic unit. (1), in order to cause pressure compensation, the damping device (5) having a fastening device (18) which can be fixed to the housing of the hydraulic unit (1), the damping device (5) with the compensating devices and the fixing device (18) forming a compact constructive unit.

PNEUMATIC SUSPENSION SYSTEM FOR SEMELINE VEHICLE

1. Система пневматической подвески безрельсового транспортного средства с, по меньшей мере, двумя баллонами (3, 4) пневматических рессор, которые согласованы с пневматическими рессорами, расположенными на противоположных сторонах оси транспортного средства, и при помощи присоединительных трубопроводов (7, 8), оснащенных в каждом случае регулирующим уровень клапаном (5, 6), могут соединяться с основным напорным трубопроводом (9) и отсекаться от него, причем основной напорный трубопровод (9) при помощи основного напорного клапана (10) может попеременно соединяться с источником (12) сжатого воздуха и приемником (11) сжатого воздуха, и причем присоединительные трубопроводы (7, 8), по меньшей мере, двух баллонов (3, 4) пневматических рессор соединены друг с другом при помощи соединительного трубопровода (13), который оснащен дросселем (14) и может отсекаться запорным клапаном, отличающаяся тем, что запорный клапан (21) выполнен с возможностью механического управления и соединен таким образом с регулирующим уровень клапаном (6) баллона (4) пневматической рессоры, который расположен на наружной относительно проезжей части стороне транспортного средства, что запорный клапан (21) при закрытом регулирующем уровень клапане (6) открыт, а при открытом регулирующем уровень клапане (6) закрыт.2. Система пневматической подвески по п. 1, отличающаяся тем, что соединительный трубопровод (13), дроссель (14) и запорный клапан (21), по меньшей мере, совместно с обоими регулирующими уровень клапанами (5, 6) расположены в общем клапанном блоке (22).3. Система пневматической подвески по п. 2, отличающаяся тем, что:- оба регулирующих уровень клапана (5΄, 6΄) выполнены в виде седельных клапанов, которые расположены в соседних в радиал РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2014 129 832 A (51) МПК B60G 17/052 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2014129832, 06.12.2012 (71) Заявитель(и): ВАБКО ГМБХ (DE) Приоритет(ы): (30) ...

Actuator

Variable length actuator for a motor vehicle

Die Erfindung betrifft einen längenveränderlicher Aktor (1, 2) für ein Kraftfahrzeug, welcher einen Fahrzeugaufbau mit einem Radträgerteil (6) oder einem radträgerfesten Bauteil verbindet, wobei der Aktor (1, 2) aus zumindest einem in einem Gehäuse (3) angeordneten, in Längsrichtung (10) verschiebbaren Bauteil (4, 5) besteht und der Aktor (1, 2) mit seinem einen Ende über einen ersten Gelenkpunkt (A) mit dem Fahrzeugaufbau und mit seinem anderen Ende über einen zweiten Gelenkpunkt (B) mit dem Radträgerteil (6) oder dem radträgerfesten Bauteil gelenkig verbunden ist, dadurch gekennzeichnet, dass das Gehäuse (3) durch eine Koppelstange (7) gelenkig mit dem Radträgerteil (6) oder dem radträgerfesten Bauteil verbunden ist, wobei die Koppelstange (7) mit einem Ende über einen dritten Gelenkpunkt (C), der an einem exzentrisch zur Längsachse (9) des verschiebbaren Bauteils (4, 5) an dem Gehäuse (3) angeordnet ist, und mit dem anderen Ende über einen vierten Gelenkpunkt (D), der an dem Radträgerteil (6) oder dem radträgerfesten Bauteil angeordnet ist, angelenkt ist. The invention relates to a variable-length actuator (1, 2) for a motor vehicle, which connects a vehicle body to a wheel carrier part (6) or a wheel carrier-fixed component, the actuator (1, 2) comprising at least one in a housing (3) arranged in Component (4, 5) displaceable in the longitudinal direction (10) and the actuator (1, 2) with its one end via a first articulation point (A) with the vehicle body and with its other end via a second articulation point (B) with the wheel carrier part ( 6) or the wheel-carrier-fixed component is articulated, characterized in that the housing (3) is articulated by a coupling rod (7) to the wheel carrier part (6) or the wheel-carrier-fixed component, the coupling rod (7) having one end via a third articulation point (C), which is arranged on an eccentric to the longitudinal axis (9) of the displaceable component (4, 5) on the housing (3), and with the other end via a fourth ...

Air suspension system of a motor vehicle

본 발명은 적어도 2개의 스프링 벨로우즈(3, 4)를 갖는 차량의 에어 서스펜션 시스템에 관한 것으로서, 2개의 스프링 벨로우즈는 차축의 양 차량 측부상에 배치된 공기 스프링에 배치되며 연결 라인(7, 8)을 통하여 메인 압력 라인(9)에 연결될 수 있고 또한 메인 압력 라인에 대하여 차단될 수 있다. 여기서, 각 연결 라인은 레벨 조정 밸브(5, 6)를 구비한다. 메인 압력 라인(9)은 대안적으로 메인 압력 밸브(10)를 통하여 압축 공기원(12)에 그리고 압축 공기 싱크(11)에 연결될 수 있고, 적어도 2개의 스프링 벨로우즈(3, 4)의 연결 라인(7, 8)은 연결 라인(13)을 통하여 서로 연결된다. 여기서, 연결 라인(13)은 스로틀(14)을 구비하며 차단 밸브(15, 21)에 의하여 차단될 수 있다. 문제의 밸브 장치의 기능적인 신뢰성을 간략화하고 증가시키기 위하여, 본 발명에 따른 차단 밸브(21)는 기계적으로 작동 가능한 설계로 이루어지고 레벨 조정 밸브(6)가 닫힐 때 차단 밸브(21)는 열리고 레벨 조정 밸브(6)가 열릴 때 차단 밸브가 닫히는 방식으로 차량의 차단 밸브는 도로 중앙쪽(offside)에 배치된 스프링 벨로우즈(4)의 레벨 조정 밸브(6)에 결합된다.

Symmetrically, dynamically equalized capacity and pressure air management system

Road vehicle pneumatic suspension system

FIELD: transport. SUBSTANCE: group of inventions relates to road vehicle pneumatic suspension system. Pneumatic suspension system with pneumatic springs cylinders (3, 4), arranged on vehicle axis opposite sides, and using connecting pipelines (7, 8), in each case equipped with level control valve (5, 6), can be connected with main pressure pipeline (9) and cut off from it. Main pressure pipeline (9) by means of main discharge valve (10) can be alternatively connected with compressed air source (12) and compressed air receiver (11). Pneumatic springs cylinders (3, 4) connecting pipelines (7, 8) are connected to each other by means of connection pipeline (13), which is equipped with throttle (14) and can be cut off by shutoff valve. Shutoff valve (21) is made with possibility of mechanical control and connected that way with pneumatic spring cylinder (4) level control valve (6), which is located on vehicle side external relative to pavement, that shutoff valve (21) with closed level control valve (6) is open, and with open level control valve (6) is closed. EFFECT: enabling possibility to adjust road clearance. 5 cl, 4 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 612 042 C2 (51) МПК B60G 17/015 (2006.01) B60G 17/052 (2006.01) B60G 21/073 (2006.01) B60G 21/10 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ФОРМУЛА (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ 2014129832, 06.12.2012 (24) Дата начала отсчета срока действия патента: 06.12.2012 Дата регистрации: (72) Автор(ы): ГЕМАНН Тобиас (DE), ХАФЕРКАМП Михаэль (DE), РУЧ Андреас (DE) Приоритет(ы): (30) Конвенционный приоритет: (56) Список документов, цитированных в отчете о поиске: DE 19515255 A1, 31.10.1996. WO 21.12.2011 DE 102011121753.7 2007095207 A1, 23.08.2007. DE 102005032219 A1, 11.01.2007. EP 0779168 А2, 18.06.1997. SU 1548088 A1, 07.03.1990. (45) Опубликовано: 02.03.2017 Бюл. № 7 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 21.07.2014 (86) Заявка PCT: EP 2012 ...

Vehicle suspension system

Active, divided stabilizer for a motor vehicle, comprising an integrated swivel motor

Active anti-roll device

Active anti-roll device to be fitted to a wheel set ( 4 ) of a motor vehicle ( 1 ), the said wheel set including two wheel supports ( 8 b , 9 b ) coupled, with mobility in a so-called vertical direction (Z), to a frame ( 2 ) of the said vehicle, the said anti-roll device including a torsion bar ( 10 ) linked to the frame and the free ends of which are intended to be coupled respectively to the said wheel supports, characterised by the fact that it includes at least one actuator ( 13, 16 ) presenting a first zone connected to an eccentric point, relative to the median axis of the said vehicle, of the said torsion bar, by an actuator-bar linkage ( 14 ), and a second zone connected to the said frame by an actuator-frame linkage ( 15 ), the said at least one actuator presenting actuation means to create a relative displacement between the said first and second zones, the said at least one actuator being so arranged as to adjust a substantially vertical distance between the said eccentric point and the said frame as a function of a control signal, the said active anti-roll device including control means to transmit a control signal to the said at least one actuator.

Wheel suspension for motor vehicles

VEHICLE STABILIZER ARRANGEMENT

Un agencement de stabilisateur comprend une suspension de roue et un stabilisateur divisé, les éléments partiels du stabilisateur pouvant être reliés au moyen d'un coupleur, et le coupleur étant susceptible d'être commandé en fonction d'un paramètre en corrélation avec l'accélération transversale. Au coupleur 15 est associée une unité de comparaison à laquelle sont transmises de manière inverse, en guise de grandeurs d'entrée, au moins deux grandeurs de force ou de déplacement relevées entre la carrosserie 4 et l'essieu 10 de deux côtés 47, 49 du véhicule, et qui dans le cas d'une différence des grandeurs d'entrée, détermine une accélération transversale en guise de grandeur de sortie, pour laquelle au moins un des actionneurs prévus entre la carrosserie 4 et l'essieu 10, associés chacun respectivement à l'un des côtés 47, 49 du véhicule, et destinés à fournir la force nécessaire à l'actionnement du coupleur 15, est relié de manière active au coupleur. A stabilizer arrangement comprises a wheel suspension and a divided stabilizer, the partial elements of the stabilizer being connectable by means of a coupler, and the coupler being capable of being controlled according to a parameter correlated with acceleration transverse. Coupler 15 is associated with a comparison unit to which are transmitted inversely, as input quantities, at least two force or displacement quantities noted between the body 4 and the axle 10 on two sides 47, 49 of the vehicle, and which in the case of a difference of the input quantities, determines a transverse acceleration as an output quantity, for which at least one of the actuators provided between the body 4 and the axle 10, each associated respectively to one of the sides 47, 49 of the vehicle, and intended to provide the force necessary for actuating the coupler 15, is actively connected to the coupler.

Automotive car with air suspension and balancing device for tilting in bends

SUSPENSION DEVICE AND MOTOR VEHICLE EQUIPPED WITH SUCH A DEVICE

Improvements to vehicle suspension

ACTUATOR

L'invention concerne un actionneur de petite dimension radiale, qui peut être commandé indépendamment de la position et qui peut être adapté facilement à différents types de véhicules et à différentes applications. L'actionneur (1) comprend un boîtier (2) dans lequel un arbre (7) porte au moins un piston de travail (13) et au moins deux pistons de centrage (9, 10). Le piston de travail (13), relié à un couvercle (14) par des éléments de fixation (15), comporte au moins deux rainures (20) dans lesquelles est engagée une unité d'entratnement (16) reliée à l'arbre (7). Les deux pistons de centrage (9, 10) sont montés mobiles en translation axiale limitée sur l'arbre (7). La mobilité du piston de centrage (9) est définie par le couvercle (5) du boîtier (2) et par un élément de fixation (11). Le piston de centrage (10) peut se déplacer axialement entre le fond (4) du bottier et un élément de fixation (12). The invention relates to an actuator with a small radial dimension, which can be controlled independently of the position and which can be easily adapted to different types of vehicles and to different applications. The actuator (1) comprises a housing (2) in which a shaft (7) carries at least one working piston (13) and at least two centering pistons (9, 10). The working piston (13), connected to a cover (14) by fixing elements (15), comprises at least two grooves (20) in which is engaged a drive unit (16) connected to the shaft ( 7). The two centering pistons (9, 10) are mounted movable in limited axial translation on the shaft (7). The mobility of the centering piston (9) is defined by the cover (5) of the housing (2) and by a fixing element (11). The centering piston (10) can move axially between the bottom (4) of the case and a fixing element (12).

STABILIZER DEVICE FOR A MOTOR VEHICLE

IMPROVED DEVICE FOR CORRECTING THE PLATE OF A MOTOR VEHICLE.

Safety control device for controlled hydraulic cylinder.

L'invention se rapporte à un dispositif de sécurité permettant d'asservir un vérin (1) monté sur un circuit hydraulique (2). Ce dispositif pour un vérin asservi (1) commandé par un distributeur principal (3), lui-même monté sur un circuit hydraulique et piloté par des moyens de commande (31, 32), est caractérisé en ce qu'il comprend un deuxième distributeur (4) monté sur un circuit hydraulique, et dont le tiroir (40) est raccordé à la tige du piston (10) du vérin par une liaison mécanique (5), de sorte qu'un déplacement de la tige (12) éloignant le piston d'une position intermédiaire prédéterminée, provoque le déplacement dudit tiroir dans une position correspondant à un état du deuxième distributeur (4) tel que le piston est alors déplacé en sens opposé, vers ladite position intermédiaire. Ce dispositif de sécurité peut s'appliquer par exemple à un vérin hydraulique asservi pour suspension active de véhicule automobile. The invention relates to a safety device for slaving a jack (1) mounted on a hydraulic circuit (2). This device for a servo cylinder (1) controlled by a main distributor (3), itself mounted on a hydraulic circuit and controlled by control means (31, 32), is characterized in that it comprises a second distributor (4) mounted on a hydraulic circuit, and the spool (40) of which is connected to the piston rod (10) of the jack by a mechanical connection (5), so that a displacement of the rod (12) away from the piston from a predetermined intermediate position, causes the displacement of said slide into a position corresponding to a state of the second distributor (4) such that the piston is then moved in the opposite direction, towards said intermediate position. This safety device can be applied for example to a servo-controlled hydraulic cylinder for active suspension of a motor vehicle.

Agricultural four wheeled tractor with variable geometry suspension allowing wheels to follow ground contour whilst maintaining a level drivers cabin

The tractor has a chassis with a longitudinal and transversal axis, fitted with four wheels whose ground pressure points are designed to be at an angle to the horizontal plane. Control and ground angle measuring systems ensure that whatever ground contours traversed by the tractor its chassis is always kept in the horizontal plane The chassis has a guide system (16) designed to guide in a direction sensible perpendicular to the chassis the wheel axes (24). The vehicle includes independent wheel (10,12) axes (24), mechanically connected to the chassis (14) whose relative position is adjustable along an axis perpendicular to the median chassis plane; an angle measuring unit for the angle between chassis and horizontal planes; an adjusting unit (26) which modifies the position of the axes (24) relative to the chassis and; a control unit designed to actuate the adjusting unit as a function of the results from the measuring unit so that the chassis plane is horizontal whatever the ground contour crossed.

Twin circuit hydraulic control system for rolling in car

The twin circuit hydraulic control system suppresses rolling in a car using an adjustable stabiliser on the front axle and rear axles. It comprises a pump which supplies one double-acting actuator (11,13) per stabiliser with pressurised fluid through at least one solenoid valve (25). Each actuator has at least two working chambers. If the solenoid valve fails and adopts the middle position in the housing, the chambers of at least the actuator for the rear axle are unblocked so that if the car rolls, the fluid is pumped from out of these chambers. The chambers of the front actuator are blocked and joined to the equivalent rear ones.

ANTI-TILT DEVICE FOR A MOTOR VEHICLE WHEEL TRAIN.

Roll control system for motor vehicle, has stabilizer bar connecting two wheels by connection device i.e. actuator, where actuator has electroactive elements e.g. electrostrictive element, and member connected to stabilizer bar

The system has a stabilizer bar connecting two wheels by a connection device (11) i.e. actuator, where the actuator has electroactive elements (113-115) e.g. electrostrictive, magnetostrictive or piezoelectric elements. The actuator has members (111, 112) connected to the stabilizer bar and one of the wheels, respectively. The members are connected with each other when the electroactive element (113) is at rest. The actuator has a sensor (116) for measuring a relative position of the members. An independent claim is also included for a roll control method.

STOP ELEMENT, IN PARTICULAR FOR FIXING A SHOCK GUIDING ROD PISTON ROD

Un élément d'arrêt 5 comprenant une surface annulaire destinée à fixer axialement et à arrêter des pièces de forme annulaire, notamment des douilles de guidage 3 et des anneaux d'étanchéité 4 pour la tige de piston 2 d'un amortisseur hydraulique, est caractérisé par plusieurs appendices 6 faisant saillie axialement et destinés à recevoir et à fixer un corps 7, 9 de forme cylindrique, les appendices 6 étant issus de la surface annulaire opposée à la surface annulaire qui assure l'appui, et étant coudés hors de l'élément d'arrêt 5. Le corps de forme cylindrique peut, par exemple, être le tube intérieur 9 d'un amortisseur à deux tubes ou un ressort de butée en traction 7. Grâce à sa configuration conforme à l'invention, l'élément d'arrêt 5 peut être utilisé d'une manière multi-fonctionnelle. A stop element 5 comprising an annular surface intended to fix axially and stop parts of annular shape, in particular guide bushes 3 and sealing rings 4 for the piston rod 2 of a hydraulic shock absorber, is characterized by several appendages 6 projecting axially and intended to receive and fix a body 7, 9 of cylindrical shape, the appendages 6 coming from the annular surface opposite to the annular surface which provides the support, and being bent out of the stop element 5. The cylindrical body can, for example, be the inner tube 9 of a two-tube shock absorber or a traction stop spring 7. Thanks to its configuration according to the invention, the element stop 5 can be used in a multi-functional way.

Active/semi-active anti-roll actuator control device supervising system for motor vehicle, has supervision unit setting control device in operating mode compatible with availability of information, energy source and energy control source

The system (1) has an activation unit (7) for permitting operation of an anti-roll actuator control device (2) as soon as a motor vehicle is started. A supervision unit (10) sets the control device in an operating mode compatible with availability of information e.g. longitudinal speed (Vx) of the vehicle, availability of an energy source of anti-roll actuators (3) for operating the actuators and availability of an energy control source that supplies energy to the control device. An independent claim is also included for a method for supervising a control device that controls anti-roll actuators of a vehicle.

Anti-roll control system for the pneumatic or oleopneumatic suspension for a vehicle axle

Anti-roll control system for the pressurised fluid suspension for a vehicle axle, in which the mean position of each of the two wheel axes is controlled by a levelling valve assigned to the corresponding wheel of the axle. A parallel connection valve 9 is inserted between the two levelling valves VND and VNG and the suspension springs 1D and 1G and is capable of switching under the effect of a signal Zim emitted by a central computer unit 10, sensitive to data on the roll of the vehicle. Application in the controlled correction of the rolling of a heavy road vehicle having a pressurised fluid suspension.

HYDRO-PNEUMATIC ANTI-ROLL

METHOD AND SYSTEM FOR CONTROLLING ACTUATORS OF A BI-TRAIN ANTI-ROLL DEVICE

Hydraulic oscillating motor.

ROTATING MOTOR FOR A MULTI-PART STABILIZER

Moteur tournant pour stabilisateur de véhicule en plusieurs pièces, comportant un cylindre fermé par un couvercle et formant un espace de travail, et des nervures (11) axiales intérieures dans le cylindre, et un arbre moteur comportant des ailes de même extension axiale. Les ailes de l'arbre et les nervures (11) du cylindre subdivisent l'espace de travail en chambres de travail (35a, 35b), avec deux raccords hydrauliques (45, 47) pour ces chambres, et un système de connexion (36a, 36b) pour relier les chambres de travail (35a, 35b) par paires. La connexion des chambres est telle que celles appartenant au premier raccord (45) alternent avec celles appartenant au second raccord (47). Le moteur est pourvu d'un amortisseur (48), de telle sorte qu'un angle de rotation maximum (67) entre le cylindre et l'arbre moteur peut être obtenu uniquement dans un déplacement amorti. Rotating motor for vehicle stabilizer in several parts, comprising a cylinder closed by a cover and forming a working space, and internal axial ribs (11) in the cylinder, and a drive shaft comprising wings of the same axial extension. The shaft wings and the ribs (11) of the cylinder subdivide the working space into working chambers (35a, 35b), with two hydraulic connections (45, 47) for these chambers, and a connection system (36a , 36b) to connect the working chambers (35a, 35b) in pairs. The connection of the chambers is such that those belonging to the first connector (45) alternate with those belonging to the second connector (47). The motor is provided with a damper (48), so that a maximum angle of rotation (67) between the cylinder and the motor shaft can be achieved only in damped displacement.

STABILIZER ARRANGEMENT FOR A MOTOR VEHICLE

L'invention concerne un agencement de stabilisateur pour un véhicule automobile, pour assurer le couplage de deux-roues d'une ligne d'essieu de véhicule, comportant une première partie de stabilisateur (2) associée à une roue et une deuxième partie de stabilisateur (3) associée à l'autre roue, ainsi qu'avec un actionneur assurant le couplage des parties de stabilisateur (2, 3), permettant une mise sous précontrainte des parties de stabilisateur (2, 3), les parties de stabilisateur (2, 3) étant chacune reliées de façon assujettie en rotation à un raccordement d'actionneur (5, 6). Au moins l'une des parties de stabilisateur (2) est reliée indirectement au raccordement d'actionneur (5) afférent, par l'intermédiaire d'un organe d'accouplement (9), y étant raccordé de façon assujettie en rotation par une liaison faisant appel à la matière (18).Pour réduire le coût de fabrication d'un tel agencement de stabilisateur, il est proposé que l'organe d'accouplement (9) présente un manchon de logement (13), dans lequel une extrémité axiale (7) de la partie de stabilisateur (2) afférente est enfichée coaxialement, la liaison par la matière, prévue pour relier de façon assujettie en rotation l'organe d'accouplement (9) à la partie de stabilisateur (2), étant réalisée par une liaison brasée (18) qui s'étend au moins entre une enveloppe intérieure (14) du manchon de logement (13) et une enveloppe-extérieure (15), entourée par le manchon de logement (13), de l'extrémité de la partie de stabilisateur (7). The invention relates to a stabilizer arrangement for a motor vehicle, for coupling two wheels of a vehicle axle line, comprising a first stabilizer part (2) associated with a wheel and a second stabilizer part (3) associated with the other wheel, as well as with an actuator ensuring the coupling of the stabilizer parts (2, 3), allowing a prestressing of the stabilizer parts (2, 3), the stabilizer parts (2 , 3) ...

METHOD AND DEVICE FOR CONTROLLING AN ACTIVE ANTI-ROLL SYSTEM OF A MOTOR VEHICLE

L'invention concerne un procédé et un dispositif de commande d'un système anti-roulis actif pour véhicule automobile, équipé de deux barres anti-roulis au niveau des trains avant et arrière, associée chacune à un actionneur piloté par une unité centrale électronique en fonction notamment de l'angle du volant et de la vitesse du véhicule, caractérisé en ce qu'il détermine le couple anti-roulis à appliquer sur chacun des deux trains avant et arrière correspondant à une consigne de vitesse de lacet (psid) en réponse à un angle de braquage (alpha) du train avant et à une vitesse longitudinale (V) du véhicule et assurant la stabilité du véhicule en fonction de l'accélération latérale (ϒT) subie par le véhicule. The invention relates to a method and a device for controlling an active anti-roll system for a motor vehicle, equipped with two anti-roll bars at the level of the front and rear trains, each associated with an actuator controlled by an electronic central unit. a function in particular of the angle of the steering wheel and the speed of the vehicle, characterized in that it determines the anti-roll torque to be applied to each of the two front and rear trains corresponding to a set of yaw rate (psid) in response at a steering angle (alpha) of the front axle and at a longitudinal speed (V) of the vehicle and ensuring the stability of the vehicle according to the lateral acceleration (ΥT) experienced by the vehicle.

Stabilizer assembly comprising an oscillating motor, for a vehicle axle.

STABILIZER ARRANGEMENT FOR A DRIVE OF A MOTOR VEHICLE

Automotive car with pneumatic elastic suspension and tilt compensation device in bends

ROTATING MOTOR FOR A MULTI-PART STABILIZER

IMPROVED DEVICE FOR CORRECTING THE PLATE OF A MOTOR VEHICLE.

La présente invention concerne des perfectionnements à un dispositif de correction d'assiette d'un véhicule automobile. Ces perfectionnements consistent essentiellement à prévoir trois capteurs (16, 18, 19) détectant respectivement l'angle du volant de direction (V) du véhicule, la position angulaire de l'extrémité (9) d'une barre anti-dévers (10) reliée à la tige (8) d'un vérin (6) solidaire d'un support de roue (2), et la position verticale du support de roue (2) sur lequel est monté articulé le corps (7) du vérin (6), les signaux émanant de ces trois capteurs étant reçus par un calculateur (21) conçu de façon à limiter la longueur du vérin (6) par l'intermédiaire d'un régulateur hydraulique (15) lorsque l'angle du volant (V) correspond à un angle de braquage des roues (RD, RG) proche du maximum et que le vérin ou l'extrémité associée (9) de la barre anti-dévers risque de heurter une pièce environnante. Ces perfectionnements s'appliquent notamment à un dispositif permettant la correction anti-dévers d'un véhicule automobile de type quelconque. The present invention relates to improvements to a device for correcting the attitude of a motor vehicle. These improvements consist essentially in providing three sensors (16, 18, 19) respectively detecting the angle of the steering wheel (V) of the vehicle, the angular position of the end (9) of an anti-roll bar (10) connected to the rod (8) of a jack (6) integral with a wheel support (2), and the vertical position of the wheel support (2) on which is articulated the body (7) of the jack (6) ), the signals emanating from these three sensors being received by a computer (21) designed so as to limit the length of the cylinder (6) by means of a hydraulic regulator (15) when the angle of the steering wheel (V) corresponds to a steering angle of the wheels (RD, RG) close to the maximum and that the cylinder or the associated end (9) of the anti-roll bar risks striking a ...

CHASSIS OF A MOTOR VEHICLE.

PENDULUM VEHICLE WITH MEANS FOR LOCKING THE INCLINATION.

L'invention concerne un véhicule pendulaire, comprenant au moins un train pendulaire portant deux bras de suspension associés chacun à un vérin hydraulique (12G, 12D), lesdits vérins hydrauliques (12G, 12D) étant reliés entre eux par un circuit hydraulique définissant deux voies monodirectionnelles, une première voie permettant la circulation d'un fluide d'un premier des vérins (12G, 12D) vers le second des vérins (12G, 12D), et une seconde voie permettant la circulation d'un fluide du second des vérins (12G, 12D) vers le premier des vérins (12G, 12D), et ledit véhicule comprenant des moyens de fermeture sélective (15G, 15D) de l'une ou de l'autre desdites voies.

CHASSIS OF A MOTOR VEHICLE.

Dans ce châssis, une suspension (16) comporte un élément à ressort (24) et un dispositif d'amortissement (26) à caractéristique variable en fonction du fonctionnement du véhicule. Ce châssis est caractérisé en ce que deux supports de roue (12) sont accouplés par un dispositif stabilisateur (46) par un élément terminal (52) sur les deux supports de roue (12), le dispositif stabilisateur (46) comportant au moins un élément de transmission (48a, 48b) souple, dans un parcours de transmission (48, 50), reliant les deux éléments terminaux (52), un mécanisme (54) autorisant un déplacement d'équilibrage des deux supports de roue (12) et pouvant être actionné en fonction du fonctionnement du véhicule. In this chassis, a suspension (16) comprises a spring element (24) and a damping device (26) with variable characteristics depending on the operation of the vehicle. This chassis is characterized in that two wheel supports (12) are coupled by a stabilizer device (46) by a terminal element (52) on the two wheel supports (12), the stabilizer device (46) comprising at least one flexible transmission element (48a, 48b), in a transmission path (48, 50), connecting the two terminal elements (52), a mechanism (54) allowing a balancing movement of the two wheel supports (12) and which can be operated depending on the operation of the vehicle.

ANTI-DEVICE DEVICE WITH PILOT COUPLING MEANS FOR A MOTOR VEHICLE TRAIN

Un dispositif anti-dévers équipe un train d'un véhicule automobile et comprend deux biellettes dont une comprend une partie de moyens de couplage (MC) comportant : - un carter (CR) subdivisé en deux parties (P1-P2) par un piston (PI) et comprenant deux entrées-sorties (ES1-ES2) communiquant avec les deux parties (P1-P2) et une entrée-sortie intermédiaire (ESI) communiquant avec au moins l'une des parties (P1-P2) selon la position du piston (PI), - un réservoir de fluide (RF) alimentant un conduit (CD) couplé à l'entrée-sortie intermédiaire (ESI), - deux moyens anti-retour (MA1-MA2) couplés aux entrées-sorties (ES1-ES2 ) et au conduit (CD), et - une électrovanne (EV) couplée aux entrées-sorties (ES1-ES2) et placée soit dans un état ouvert assurant une liaison entre les parties (P1-P2) et le réservoir de fluide (RF) via l'entrée-sortie intermédiaire (ESI), soit dans un état fermé n'autorisant une évacuation de fluide hors du carter (CR) que par l'entrée-sortie intermédiaire (ESI). An anti-roll device equips a train of a motor vehicle and comprises two links, one of which comprises a part of coupling means (MC) comprising: a housing (CR) divided into two parts (P1-P2) by a piston ( PI) and comprising two input-outputs (ES1-ES2) communicating with the two parts (P1-P2) and an intermediate input-output (ESI) communicating with at least one of the parts (P1-P2) according to the position of the piston (PI), - a fluid reservoir (RF) supplying a conduit (CD) coupled to the intermediate input-output (ESI), - two non-return means (MA1-MA2) coupled to the input-output (ES1- ES2) and to the conduit (CD), and - a solenoid valve (EV) coupled to the inputs-outputs (ES1-ES2) and placed in an open state providing a connection between the parts (P1-P2) and the fluid reservoir ( RF) via the intermediate input-output (ESI), either in a closed state allowing a discharge of fluid out of the housing (CR) that by the input-output i intermediary (ESI).

DEVICE FOR THE CROSS-SECTIONAL STABILIZATION OF A MOTOR VEHICLE

Un dispositif pour la stabilisation transversale d'un véhicule automobile comprend, pour chaque jambe de suspension (1, 2) associée à une roue, un ensemble cylindre-piston (15, 16) dont la tige de piston (17, 18) est reliée à l'extrémité libre, mobile de la jambe de suspension associée (1, 2) de telle sorte qu'elle accompagne le déplacement de cette dernière, notamment lors de la compression. Les ensembles cylindre-piston (15, 16) situés sur des côtés opposés du véhicule automobile sont mutuellement reliés par un dispositif (21a, 22a, 23, 24) de telle sorte qu'un déplacement de la tige de piston (17) d'un (15) des ensembles cylindre-piston, qui est produit par une compression de la jambe de suspension associée (1), introduit du fluide sous pression dans une chambre de cylindre (22b) de l'ensemble cylindre-piston opposé (16). La tige de piston (18) de ce deuxième ensemble cylindre-piston (16) est ainsi déployée, également au sens d'un raccourcissement de la jambe de suspension (2) associée à cet ensemble. A device for the transverse stabilization of a motor vehicle comprises, for each suspension strut (1, 2) associated with a wheel, a cylinder-piston assembly (15, 16) of which the piston rod (17, 18) is connected at the free, movable end of the associated suspension strut (1, 2) so that it accompanies the movement of the latter, in particular during compression. The cylinder-piston assemblies (15, 16) located on opposite sides of the motor vehicle are mutually connected by a device (21a, 22a, 23, 24) so that a displacement of the piston rod (17) by one (15) of the cylinder-piston assemblies, which is produced by compression of the associated suspension strut (1), introduces pressurized fluid into a cylinder chamber (22b) of the opposite cylinder-piston assembly (16) . The piston rod (18) of this second cylinder-piston assembly (16) is thus deployed, also in the sense of a shortening of the suspension strut (2) associated with this assembly ...

Method and device for actuating an adjusting device for the lateral inclination of the wheels and preferably also of the body of a motor car

Patent FR2118353A5