ROLL STABILIZER AND USE OF A ROLL STABILIZAER IN A MOTOR VEHICLE

Abstract

A roll stabilizer for a motor vehicle having a housing (137, 237) with a first stabilizer element (110, 210) coupled to the housing and an electric motor (150, 250) located in the housing (137, 237). The transmission (160, 260) is coupled to the electric motor (150, 250) on a drive side, and the output side of the transmission (160, 260) is coupled to a second stabilizer element (115, 215) such that the stabilizer elements are electromechanically rotatable with respect to one another. The electric motor is designed as a Vernier motor.

Claims

1-9. (canceled)

10. A roll stabilizer for a motor vehicle, the roll stabilizer comprising: an actuator (135, 235) having a housing (137, 237) with a first stabilizer element (110, 210) attached thereto and an electric motor (150, 250) located within the housing (137, 237), a transmission (160, 260) being connected with the electric motor (150, 250) on a drive side, the transmission (160, 260) being connected with a second stabilizer element (115, 215), on an output drive side, such that the first and the second stabilizer elements are electromechanically rotatable against one another, and the electric motor (250) is designed as a Vernier-motor.

11. The roll stabilizer according to claim 10, wherein the electric motor (250) has a longitudinal axis that is parallel to a longitudinal axis of the transmission (260), and the electric motor (250) and the transmission (260) have a common longitudinal axis.

12. The roll stabilizer according to claim 10, wherein the transmission (260) is positioned substantially within a rotor (252) of the electric motor.

13. The roll stabilizer according to claim 12, wherein the transmission (260) is a wave transmission and the rotor (252) of the electric motor (250) is coupled with an elliptic disc of the wave transmission.

14. The roll stabilizer according to claim 12, wherein the transmission (260) is one of a rotary gear transmission and a planetary transmission.

15. The roll stabilizer according to claim 124, wherein the transmission (260) is a planetary transmission, the electric motor (250) has a stator (255) arranged within and connected to the housing (237) in a rotationally fixed manner, a rotor (252) is positioned within and rotatable with respect to the stator (255), and the rotor is coupled to a first sun gear of the planetary transmission.

16. The roller stabilizer according to claim 14, wherein the planetary transmission is of an at least one planetary-stage design and has at least a spring for a noise reduction.

17. The roll stabilizer according to claim 16, wherein each of the at least one planetary-stage of the planetary transmission has two planet gears, and the two planet gears are structurally identical to one another and are preloaded against one another by the spring.

18. The roll stabilizer (205) according to claim 10, wherein the roll stabilizer is arranged in a chassis on at least one axle of the motor vehicle.

19. A roll stabilizer for a motor vehicle, the roll stabilizer comprising: an actuator having an housing with an input side and an output side, the input side of the housing being connected a first stabilizer element, and the output side of the housing being connected to the output side of the housing; an electric motor having a rotor and a stator, the electric motor being arranged radially within the housing such that the stator is connected to the housing in a fixed manner and the rotor is supported radially within the stator and is rotatable relative to the stator and the housing; a transmission being mounted radially within the rotor and being connected on a drive input side thereof with the electric motor, an output drive side of the transmission being connected with a second stabilizer element; the first and the second stabilizer elements being rotatable in opposite rotational directions; and the electric motor being designed as a Vernier-motor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The invention will be described below with reference to preferred embodiments with reference to the drawings. The drawings show:

[0020] FIG. 1 is a schematic view of a vehicle axis with an active roll stabilizer,

[0021] FIG. 2 is a detailed view of an embodiment of the roll stabilizer,

[0022] FIG. 3 is a detailed view of an embodiment of a roll stabilizer according to the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] FIG. 1 shows a schematic representation of a vehicle 100 having a roll stabilizer 105 according to an embodiment of the present invention. The roll stabilizer 105 is realized as a two-part torsion rod with a first stabilizer element 110 and a second stabilizer element 115. Here, one end of the first stabilizer element 110 is connected with a first wheel suspension element 120 of the vehicle 100, and one end of the second stabilizer element 115 is connected with a second wheel suspension element 125 of the vehicle 100. The ends of the stabilizer elements 110, 115 are connected with pivotally mounted hinge supports 120a, 125a, which are connected with the chassis. The wheel suspension elements 120, 125 are, for instance, pivoted opposite and each assigned to a wheel control arm of the vehicle 100. The stabilizer elements 110, 115 are each installed by means of a chassis-solid construction bearing 130, pivotable around a common rotational axis D-D, at the chassis of the vehicle 100. The rotational axis D-D corresponds hereby in this example to a transverse axis of the vehicle 100. The stabilizer elements 100, 115, can be rotated against each other by means of an actuator 135 when the control unit 140 senses for instance an uneven road and this impulse is compensated for by a targeted rotational movement so that the chassis does not experience rolling movement, as it would be the case due to the copy effect of a passive roll stabilizer.

[0024] FIG. 2 shows the construction of an actuator 135 of a conventional active roll stabilizer 105 in accordance with the state of the technology. The roll stabilizer 105 has an actuator 135 with a housing 137. Positioned in the housing 137 is an E-Motor 150 with a housing-mounted stator 155, as well as a rotor 152 which is rotatably positioned in the housing 137. Further, a control unit or electronics 140, respectively for operating the actuator 135 is housed in the housing 137 in the direction of the E-Motor end. Axially next to the E-Motor, a transmission 160 is positioned in the form of a planetary transmission. The E-Motor 150 is operationally connected with the first sun gear 162a of the first planetary stage 161a. The planetary transmission has a total of three planetary stages 161a, 161b, 161c with three planetary carriers 164a, 164b, 164c. The planetary gears of the respective planetary carriers 164a, 164b, 164c mesh with a ring gear 166 which is positioned on the inner side of the housing. A first stabilizer element 110 is integrally connected to the E-Motor end of the actuator 135. The second stabilizer element 115 is operationally connected with the last planetary carrier 164c. The torque of the E-Motor 150 is transmitted via the transmission 160 to the stabilizer element 115, so that there is rotation of the stabilizer element 115 relative to the housing 137 and ultimately with respect to the stabilizer element 110. The housing has an axial extent L1, which results from the arrangement of the E-Motor 150 next to the transmission 160. It can clearly be seen that the E-Motor 150 and the transmission 160 each occupy about one half of the width of the actuators as installation space of the actuator.

[0025] FIG. 3 shows an embodiment according to the invention, in which a much more compact construction of the actuator can clearly be seen. The planetary transmission 260 is designed analogously to the transmission in FIG. 2 and is disposed here within the E-Motor 250. Within the housing 237, the control unit or electronics 240, respectively, of the actuator 235 is accommodated analogously to the arrangement according to FIG. 2. In other words, the transmission does not axially extend substantially beyond the Vernier motor. The ring gear 256 is positioned inside of the rotor 252 and supported on the housing 235 via a support member 267. Through the coaxial positioning of the E-Motor 250 and the transmission 260, considerable assembly space can be saved. The width of the actuator 235 can be reduced to L.sub.2 by approximately to the width L.sub.1 of the actuator 135 of FIG. 2 (in accordance with the state of the technology). This is especially possible because the Vernier motor, in this case with a hollow rotor, takes up less space and can accommodate the transmission in its interior. It is obvious, in accordance with FIG. 2, that in a conventional E-Motor a transmission cannot be integrated in the E-Motor.

[0026] In addition to the gear arrangement shown in FIG. 3, further transmissions are conceivable that can be arranged within the electric motor or the Vernier motors.

REFERENCE CHARACTERS

[0027] 100 Vehicle [0028] 105, 205 Roll Stabilizer [0029] 110, 210 first Stabilizer Element [0030] 115, 215 second Stabilizer Element [0031] 120 first Wheel Suspension Element [0032] 120a first Hinged Support [0033] 125 second Wheel Suspension Element [0034] 125a second Hinged Support [0035] 130 Structure Bearing [0036] 135, 235 Actuator [0037] 137, 237 Housing [0038] 140, 240 Control Unit, Electronics [0039] 150, 250 Electric Motor [0040] 152, 252 Rotor [0041] 155, 255 Stator [0042] 160, 260 Transmission [0043] 161a b,c Planetary Stage [0044] 162a,b,c Sun Gear [0045] 164a,b,c Planetary Carrier [0046] 166, 266 Ring Gear [0047] 170, 270 Output Drive