WO2020020400A1 - Device for adjusting the height of a vehicle body - Google Patents

Device for adjusting the height of a vehicle body Download PDF

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Publication number
WO2020020400A1
WO2020020400A1 PCT/DE2019/100552 DE2019100552W WO2020020400A1 WO 2020020400 A1 WO2020020400 A1 WO 2020020400A1 DE 2019100552 W DE2019100552 W DE 2019100552W WO 2020020400 A1 WO2020020400 A1 WO 2020020400A1
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WO
WIPO (PCT)
Prior art keywords
spring
nut
threaded spindle
threaded
additional
Prior art date
Application number
PCT/DE2019/100552
Other languages
German (de)
French (fr)
Inventor
Markus Holzberger
Tim Bartling
Wilfried Breton
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2020020400A1 publication Critical patent/WO2020020400A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/14—Resilient suspensions characterised by arrangement, location or kind of springs having helical, spiral or coil springs only
    • B60G11/16—Resilient suspensions characterised by arrangement, location or kind of springs having helical, spiral or coil springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
    • B60G15/063—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper characterised by the mounting of the spring on the damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/021—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a coil spring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H25/22—Screw mechanisms with balls, rollers, or similar members between the co-operating parts; Elements essential to the use of such members
    • F16H25/2204—Screw mechanisms with balls, rollers, or similar members between the co-operating parts; Elements essential to the use of such members with balls
    • F16H25/2209—Screw mechanisms with balls, rollers, or similar members between the co-operating parts; Elements essential to the use of such members with balls with arrangements for taking up backlash
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H25/24—Elements essential to such mechanisms, e.g. screws, nuts
    • F16H25/2472—Safety nuts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/12—Wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/44—Axial actuator, e.g. telescopic
    • B60G2202/441—Axial actuator, e.g. telescopic where axial movement is translated to rotation of the connected end part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/125—Mounting of rubber type springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/45—Stops limiting travel
    • B60G2204/4502—Stops limiting travel using resilient buffer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/02—Supply or exhaust flow rates; Pump operation
    • B60G2500/022—Minimisation of pressure cavitation effects upon demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance

Definitions

  • the invention relates to a device for level adjustment of a vehicle body.
  • Devices of the generic type for level adjustment of vehicle bodies are provided, in particular, for increasing the ground clearance of vehicles or lowering them in the suspension struts of the vehicles on flat roadways.
  • EP 1 970 228 B1 discloses a flea adjusting device for vehicles, which is arranged between a height-adjustable spring plate of a suspension spring of a wheel suspension and the vehicle body.
  • a drive motor interacts via a gear stage with a rotatably mounted adjusting sleeve for flea adjustment of the spring plate.
  • the gear stage connected between the drive motor and the adjusting sleeve is arranged inside the adjusting sleeve and the adjusting sleeve is part of a ball screw drive, the threaded nut of which is arranged radially outside the adjusting sleeve and inside the suspension spring.
  • the object of the present invention is to further develop a device for level adjustment of a vehicle body in such a way that the life of a ball screw is extended and an improved spring behavior of a motor vehicle is realized.
  • a device for adjusting the level of a vehicle body comprises a rotationally driven axially immovable threaded spindle and a threaded nut which is axially displaceable along the threaded spindle, a spring plate being arranged on the threaded nut for axially supporting a chassis spring, the threaded spindle being drivable by an actuator, wherein the actuator is at least partially arranged within the threaded spindle, with an axially displaceable axially adjacent to the threaded nut along the threaded spindle Set nut is arranged to receive a pulse and to introduce it into the housing via the threaded spindle, the threaded nut and the additional nut being arranged axially spaced apart from one another, with a spring element being arranged axially between the threaded nut and the additional nut, which is provided for the purpose Lead impulse at least partially into the threaded nut.
  • the device is intended to carry out a lifting movement by axially displacing the threaded nut with respect to the threaded spindle and in doing so to carry and raise or lower the vehicle weight resting on a vehicle axle. This changes the height of the vehicle and the vehicle can be brought to a desired target level.
  • a rotary drive of the axially immovable, rotationally drivable threaded spindle leads to a longitudinal displacement of the threaded nut and the additional nut relative to the threaded spindle. As a result, the threaded nut and the additional nut move longitudinally.
  • the additional nut is preferably carried load-free during the adjustment.
  • An end stop is to be understood as a structural limitation of the spring deflection of the chassis spring.
  • the end stop can be realized in particular by additional components which are arranged between the chassis and the device for level adjustment.
  • An unadjustable end stop would result in different spring deflections and thus different times at which the impulse is introduced into the device, depending on the actual vehicle position set.
  • an immovable end stop would result in a change in the spring characteristic of the coil spring, which affects the driving behavior of the vehicle depending on the height of the vehicle.
  • Lifting the vehicle would result in an extension of the spring deflection up to the end stop, the spring element being highly compressible depending on the stroke. This would result in a significant increase in the loads on the entire system of the device and would result in premature failure of the spring.
  • the end stop By simultaneously adjusting the additional nut with the threaded nut, the end stop is also adjusted. In other words, the adjustment of the end stop adjusts or adjusts the spring deflection of the spring element to the same extent as a function of the flow.
  • the spring characteristic of the suspension spring is adjusted in every actual level position of the vehicle and is advantageously kept constant.
  • An impulse acting on the end stop is generated, for example, when the vehicle passes an obstacle or potholes, the suspension spring compresses and the undercarriage comes into contact with the end stop, thereby introducing the impulse into the additional nut.
  • the impulse is an additional force acting on the device, namely a so-called end stop force, which is introduced into the additional nut via the end stop and, in addition to the regular spring force of the chassis springs, is also absorbed by the device and inserted into the housing or the body of the vehicle is initiated. If there is no impulse on the device, the forces that regularly occur during operation of the vehicle are introduced into the body of the vehicle by the suspension spring. Only when the regularly occurring spring forces are exceeded are the additional forces, i.e. the impulses, passed into the additional nut.
  • the spring forces resulting from the chassis spring are fed into the threaded nut of the ball screw via the spring plate, which is firmly connected to the threaded nut. From there, the spring forces are conducted into the threaded spindle via rolling elements arranged spatially between the threaded nut and the threaded spindle and finally into the housing via the bearing element.
  • the threaded nut and the rolling elements only absorb a maximum of the load from the suspension spring, the impulses being introduced into the additional nut and transmitted depending on the size of the end stop force. This means that even high loads have no negative impact on the life of the ball screw.
  • the ball screw Drive can be made compact and inexpensive, the ball screw absorbing impulses that are more stressful but occur less frequently via additional components, namely via the additional nut and other components that are operatively connected to the additional nut.
  • the spring element arranged axially between the threaded nut and the additional nut preferably has a linear spring characteristic, the spring element axially pushing the additional nut away from the threaded nut in normal operation or when the additional nut is not loaded by an impulse.
  • the linear spring characteristic the load and the deformation of the spring element are proportional to each other, i.e. a double spring force also results in a double axial spring travel. The steeper the spring characteristic curve, the smaller the deformations with the same load. The spring element is then stiffer or harder.
  • the spring element can also have a progressive spring characteristic.
  • a spring element with a progressive spring characteristic has an increasingly curved characteristic.
  • the spring element becomes harder with increasing loads. For example, this prevents the spring from striking and accelerates the rapid decay of vibrations.
  • the spring element is preferably designed as a compression spring, further preferably as a plate spring, as a spring assembly or as a spiral spring. Other types of compression springs are also conceivable. Depending on the design of the spring element or the compression spring, the spring characteristic is linear or progressive.
  • the additional nut preferably has on its inner lateral surface an internal thread which is complementary to an external thread of the threaded spindle, the additional nut being connected in a rotationally fixed manner on its outer lateral surface to a cap element which conducts the impulse into the additional nut. If the impulse acts on the additional nut via the cap element or the force is directed into the additional nut, the additional nut shifts axially in the direction of the threaded nut and compresses the spring element. The degree of compression or the axial deformation of the spring element depends on the level of the end stop force, the spring element being compressible or axially deformable between a minimum and a maximum axial spring travel.
  • the spring element presses the additional nut against a direction of force away from the threaded nut against the external thread of the threaded spindle.
  • the spring element is therefore slightly biased.
  • the direction of force corresponds to the direction in which the acting spring force acts, for example from the chassis spring.
  • a maximum axial spring travel exists when the spring element is compressed by the impulse in the direction of the force, i.e. in the direction of the threaded nut, to such an extent that the additional nut comes into contact with the external thread of the threaded spindle in the direction of force.
  • the end stop force from the impulse is then introduced directly into the threaded spindle.
  • the maximum axial spring travel is reached when the end stop force on the additional nut exceeds a threshold value.
  • the maximum axial spring travel is set depending on the maximum load capacity of the ball screw. This means that below the threshold value of the end stop force, the forces resulting from the impulses are absorbed by the ball screw drive.
  • the ball screw drive can continue to be operated below the threshold value of the end stop force in order to carry out a level adjustment of the vehicle body.
  • the ball screw is blocked, so that a level adjustment of the vehicle body is prevented.
  • the second load path is divided into two underload paths depending on the level of the end stop force.
  • the cap element is preferably designed in the form of a dome, so that the gear unit and / or the drive motor can be accommodated spatially between the ball screw drive and the cap element and the threaded spindle is also guided in a protected manner.
  • the cap element is preferably designed to receive a spring stop or an additional spring. In other words, the cap element is designed as an end stop in order to receive and transmit the impulses.
  • the external thread of the threaded spindle and the internal thread of the additional nut are preferably designed with play relative to one another.
  • an axial and radial play is thus formed between the threaded spindle and the additional nut, which prevents jamming between the additional nut and the threaded spindle, in particular at the beginning of an adjustment process.
  • the axial play between the threaded spindle and the additional nut is so large that the possible axial movement of the additional nut corresponds to the spring characteristic.
  • a bearing element is preferably arranged axially between the threaded spindle and the housing in order to rotatably support the threaded spindle.
  • the bearing element is designed in particular to introduce radial and axial forces into the housing.
  • the bearing element is preferably designed as an axial spherical roller bearing and is designed such that both the spring forces and the end stop forces te can be included. It is essential that the bearing element can absorb both axial forces and radial forces.
  • the actuator with which the threaded spindle can be driven preferably comprises a gear unit and a drive motor, the drive motor being designed, for example, as an electric motor.
  • a locking mechanism is preferably formed in the gear unit, which is provided to lock a rotation of one of the gearwheels in the gear unit in order to prevent an unwanted rotation of the threaded spindle and an associated axial displacement of the threaded nut relative to the threaded spindle.
  • a toothing is preferably formed on an inner lateral surface of the threaded spindle, via which the actuator drives the threaded spindle.
  • the toothing meshes with one or more gear wheels of the gear unit.
  • the teeth are preferably designed as helical teeth, but can also be designed as straight teeth.
  • the cap element and the spring plate are at least partially enclosed by a sealing element.
  • the sealing element is preferably designed as a sleeve, so that an axial displacement between the threaded nut and the additional nut is possible without impairing the sealing effect.
  • a sealing element is arranged axially between the cap element and the spring plate, with a sufficient sealing effect also being realized here even in the event of an axial displacement between the threaded nut and the additional nut.
  • At least one groove is preferably formed on the cap element in order to secure the threaded nut and the additional nut against rotation.
  • the respective groove interacts with an essentially positively arranged nose or an axial shape.
  • a device according to the invention for adjusting the level of the vehicle body is preferably provided in each spring strut of the vehicle. seen.
  • a device according to the invention for flea adjustment of the vehicle body is provided at least on the two suspension struts of an axle.
  • FIG. 1 shows a schematic sectional illustration of a device according to the invention for adjusting the level of a vehicle body
  • FIG. 2 shows a spring characteristic of a spring element of the device according to the invention according to FIG. 1.
  • a device for adjusting the level of a vehicle body comprises a ball screw 2 with a rotationally driven axially immovable threaded spindle 1 and a threaded nut 3 axially displaceable along the threaded spindle 1.
  • the threaded nut 3 is arranged radially outside the threaded spindle 1.
  • a spring plate 17 is arranged on the threaded nut 3, against which a suspension spring 18 is axially supported.
  • the spring plate 17 has a radial leg for receiving the chassis spring 18 and an axial leg which is arranged radially outside the threaded nut 3 and is connected in a rotationally fixed manner to this threaded nut 3.
  • the threaded spindle 1 is designed as a tube or sleeve element and has an external thread 12 or an external raceway for rolling elements 10 on its outer peripheral surface.
  • the threaded nut 3 has on its inner circumferential surface an internal thread 22 or an inner raceway for rolling elements 10, a large number of rolling elements 10 rolling between the outer raceway of the threaded spindle 1 and the inner raceway of the threaded nut 3.
  • a spring force which acts on the device via the chassis spring 18 is first introduced into the spring plate 17 and the threaded nut 3 and passed on via the rolling elements 10 into the threaded spindle 1.
  • the spring force is supported on the housing 8 via a bearing element 15 arranged axially between the threaded spindle 1 and the housing 8.
  • the bearing element 15 is an axial Bearing designed to rotatably support the threaded spindle 1 with respect to the housing 8 and to transmit the forces axially into the housing 8.
  • the threaded spindle 1 partially accommodates an actuator 5, which comprises a drive motor 7 designed as an electric motor and a gear unit 6.
  • the gear unit 6 interacts with the threaded spindle 1, the threaded spindle 1 being drivable by the actuator 5 in order to axially displace the threaded nut 3 with respect to the threaded spindle 1.
  • the gear unit 6 has a locking mechanism (not shown in detail here) in order to block a rotary movement of the threaded spindle 1.
  • a toothing 4 is formed on its inner circumferential surface, which is in tooth engagement with a toothed wheel 21 of the gear unit 6.
  • the additional nut 9 is displaced together with the threaded nut 3 along the threaded spindle 1 in a load-free manner.
  • the additional nut 9 is connected in a rotationally fixed manner to the cap element 14 on its outer circumferential surface, the cap element 14 being designed to receive a spring stop or an additional spring — not shown here.
  • An impulse or an end stop force is introduced into the additional nut 9 via this spring stop or the additional spring.
  • the cap element 14 has a dome shape.
  • the impulse acting on the additional nut 9 is generated, for example, by driving over an obstacle, this impact force being greater than the spring force acting on the spring plate 17.
  • the additional nut 9 has on its inner circumferential surface an internal thread 13 which is complementary to the external thread 12 of the threaded spindle 1, the external thread 12 and the internal thread 13 being designed with play relative to one another. The play between the external thread 12 and the internal thread 13 prevents jamming between the additional nut 9 and the threaded spindle 1.
  • a spring element 16 is arranged axially between the additional nut 9 and the threaded nut 3 and can be compressed between a minimum and a maximum axial spring travel.
  • the spring element 16 is a compression spring designed as a spiral spring with a linear spring characteristic.
  • the cap element 14 and the spring plate 17 are at least partially enclosed by a sealing element 19, opposite the interior of the device
  • a groove 11 is formed on the cap element 14 in order to secure the threaded nut 3 and the additional nut 9 against rotation.
  • FIG. 2 shows in the form of a diagram an exemplary spring characteristic of the spring element 16 designed as a spiral spring, the axial spring travel being plotted on the abscissa 23 and the load on the ordinate 24.
  • the spring characteristic of the spring element 16 has a linear course in the present case, the load being proportional to the axial spring travel of the spring element 16.
  • a first and a second axial spring travel section 25, 26 are plotted on the abscissa 23.
  • the first axial spring travel section 25 describes the beginning of the action of an end stop force from a minimal axial spring travel up to the beginning of the transmission of force from the additional nut 9 to the threaded nut 3.
  • the minimum axial spring travel is present when there is no impulse on the additional nut 9.
  • the additional nut 9 is pressed against the external thread 12 of the threaded spindle 1 counter to a force direction K1.
  • the spring element 16 has a slight pretension at the left end of the first axial spring travel section 25 or at the minimum axial spring travel.
  • the spring element 16 deforms at larger end stop forces according to the second axial spring travel section 26 up to the maximum axial spring travel. Until the maximum axial spring travel is reached, the end stop force is transmitted from the impulse via the spring element 16 into the threaded nut 3. An actuation of the ball screw 2 for level adjustment is still possible. In other words, a level adjustment of the vehicle body can also take place when an impulse acts on the device. At this time, the ball screw 2 takes the loads from the coil spring 18 and from the additional nut 9.
  • the additional nut 9 engages with the threaded spindle 1 in the direction of force K1, as a result of which the ball screw drive 2 is blocked and the effective end stop force is no longer via the threaded nut 3 in the threaded spindle 1 is passed, but is introduced directly into the threaded spindle 1 via the thread pairing between the additional nut 9 and the threaded spindle 1.
  • the ball screw 2 is protected against overloading or damage resulting from the overloading.
  • the end stop force is absorbed up to a certain level by the ball screw drive 2 and transmitted into the housing 8, an end stop force above this threshold value being introduced directly into the threaded spindle 1 to protect the ball screw drive 2.

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

Abstract

The invention relates to a device for adjusting the height of a vehicle body, comprising a rotationally driven, axially non-mobile leadscrew (1) and a leadscrew nut (3) which is mobile axially along the leadscrew (1), wherein a spring plate (17) for axially supporting a suspension spring (18) is arranged on the leadscrew nut (3), wherein the leadscrew (1) is drivable by an actuator (5), wherein the actuator (5) is at least partially arranged inside the leadscrew (1), wherein an additional nut (9) which is mobile axially along the leadscrew (1) is arranged axially adjacent to the leadscrew nut (3) in order to absorb a pulse and to introduce same into the housing (8) via the leadscrew (1), wherein the leadscrew nut (3) and the additional nut (9) are axially mutually spaced, wherein a spring element (16) is situated axially between the leadscrew nut (3) and the additional nut (9) and is provided for at least partially introducing the pulse into the leadscrew nut (3).

Description

Vorrichtung zur Niveauverstellunq eines Fahrzeuqaufbaus  Device for level adjustment of a vehicle body
Die Erfindung betrifft eine Vorrichtung zur Niveauverstellung eines Fahrzeugaufbaus. Gattungsgemäße Vorrichtungen zur Niveauverstellung von Fahrzeugaufbauten sind insbesondere zur Erhöhung der Bodenfreiheit von Fahrzeugen beziehungsweise de- ren Tieferlegung bei ebenen Fahrbahnen in den Federbeinen der Fahrzeuge vorgese- hen. The invention relates to a device for level adjustment of a vehicle body. Devices of the generic type for level adjustment of vehicle bodies are provided, in particular, for increasing the ground clearance of vehicles or lowering them in the suspension struts of the vehicles on flat roadways.
Aus der EP 1 970 228 B1 geht eine Flöhenverstellvorrichtung für Fahrzeuge hervor, die zwischen einem höhenverstellbaren Federteller einer Tragfeder einer Radaufhän- gung und dem Fahrzeugaufbau angeordnet ist. Ein Antriebsmotor wirkt über eine Ge- triebestufe mit einer drehbar gelagerten Stellhülse zur Flöhenverstellung des Federtel- lers zusammen. Die zwischen dem Antriebsmotor und der Stellhülse geschaltete Ge- triebestufe ist innerhalb der Stellhülse angeordnet und die Stellhülse ist Teil eines Ku- gelgewindetriebes, dessen Gewindemutter radial außerhalb der Stellhülse und inner- halb der Tragfeder angeordnet ist. EP 1 970 228 B1 discloses a flea adjusting device for vehicles, which is arranged between a height-adjustable spring plate of a suspension spring of a wheel suspension and the vehicle body. A drive motor interacts via a gear stage with a rotatably mounted adjusting sleeve for flea adjustment of the spring plate. The gear stage connected between the drive motor and the adjusting sleeve is arranged inside the adjusting sleeve and the adjusting sleeve is part of a ball screw drive, the threaded nut of which is arranged radially outside the adjusting sleeve and inside the suspension spring.
Die Aufgabe der vorliegenden Erfindung besteht darin, eine Vorrichtung zur Niveau- verstellung eines Fahrzeugaufbaus dahingehend weiterzuentwickeln, dass die Le- bensdauer eines Kugelgewindetriebs verlängert wird und ein verbessertes Federver- halten eines Kraftfahrzeugs realisiert wird. The object of the present invention is to further develop a device for level adjustment of a vehicle body in such a way that the life of a ball screw is extended and an improved spring behavior of a motor vehicle is realized.
Diese Aufgabe wird durch eine Vorrichtung zur Niveauverstellung eines Fahrzeugauf- baus mit den Merkmalen des Anspruchs 1 gelöst. Bevorzugte oder vorteilhafte Aus- führungsformen der Erfindung ergeben sich aus den Unteransprüchen, der nachfol- genden Beschreibung sowie den beigefügten Figuren. This object is achieved by a device for level adjustment of a vehicle body with the features of claim 1. Preferred or advantageous embodiments of the invention result from the subclaims, the following description and the attached figures.
Eine erfindungsgemäße Vorrichtung zur Niveaueinstellung eines Fahrzeugaufbaus umfasst eine drehangetriebene axial unverschiebliche Gewindespindel und eine ent- lang der Gewindespindel axial verschiebliche Gewindemutter, wobei an der Gewin- demutter ein Federteller zur axialen Abstützung einer Fahrwerksfeder angeordnet ist, wobei die Gewindespindel durch einen Aktuator antreibbar ist, wobei der Aktuator zu- mindest teilweise innerhalb der Gewindespindel angeordnet ist, wobei axial benach- bart zur Gewindemutter eine entlang der Gewindespindel axial verschiebliche Zu- satzmutter angeordnet ist, um einen Impuls aufzunehmen und über die Gewindespin- del in das Gehäuse einzuleiten, wobei die Gewindemutter und die Zusatzmutter axial beabstandet zueinander angeordnet sind, wobei axial zwischen der Gewindemutter und der Zusatzmutter ein Federelement angeordnet ist, das dazu vorgesehen ist, den Impuls zumindest teilweise in die Gewindemutter zu leiten. A device according to the invention for adjusting the level of a vehicle body comprises a rotationally driven axially immovable threaded spindle and a threaded nut which is axially displaceable along the threaded spindle, a spring plate being arranged on the threaded nut for axially supporting a chassis spring, the threaded spindle being drivable by an actuator, wherein the actuator is at least partially arranged within the threaded spindle, with an axially displaceable axially adjacent to the threaded nut along the threaded spindle Set nut is arranged to receive a pulse and to introduce it into the housing via the threaded spindle, the threaded nut and the additional nut being arranged axially spaced apart from one another, with a spring element being arranged axially between the threaded nut and the additional nut, which is provided for the purpose Lead impulse at least partially into the threaded nut.
Die Vorrichtung ist dazu vorgesehen, durch das axiale Verlagern der Gewindemutter gegenüber der Gewindespindel eine Hubbewegung auszuführen und dabei das an einer Fahrzeugachse aufliegende Fahrzeuggewicht zu tragen und anzuheben oder abzusenken. Dadurch wird ein Höhenstand des Fahrzeugs verändert und das Fahr- zeug kann in eine gewünschte Soll-Niveaulage gebracht werden. Ein Drehantrieb der axial unverschieblichen, drehantreibbaren Gewindespindel führt zu einer Längsverla- gerung der Gewindemutter und der Zusatzmutter gegenüber der Gewindespindel. Mithin verlagern sich die Gewindemutter und die Zusatzmutter longitudinal. Die Zu- satzmutter wird während dem Verstellen bevorzugt lastfrei mitgeführt. Durch die ana- log zur Gewindemutter erfolgende Verlagerung der Zusatzmutter wird eine gleichzeiti- ge Verstellung eines Endanschlags der Vorrichtung realisiert. The device is intended to carry out a lifting movement by axially displacing the threaded nut with respect to the threaded spindle and in doing so to carry and raise or lower the vehicle weight resting on a vehicle axle. This changes the height of the vehicle and the vehicle can be brought to a desired target level. A rotary drive of the axially immovable, rotationally drivable threaded spindle leads to a longitudinal displacement of the threaded nut and the additional nut relative to the threaded spindle. As a result, the threaded nut and the additional nut move longitudinally. The additional nut is preferably carried load-free during the adjustment. By displacing the additional nut analogously to the threaded nut, a simultaneous adjustment of an end stop of the device is realized.
Unter einem Endanschlag ist eine bauliche Begrenzung des Einfederwegs der Fahr- werksfeder zu verstehen. Der Endanschlag kann insbesondere durch zusätzliche Bau- teile realisiert werden, die zwischen dem Fahrwerk und der Vorrichtung zur Niveau- verstellung angeordnet sind. Ein unverstellbarer Endanschlag würde je nach einge- stellter Ist-Niveaulage des Fahrzeugs unterschiedliche Einfederwege und somit unter- schiedliche Zeitpunkte, an denen der Impuls in die Vorrichtung eingeleitet wird, zur Folge haben. Anders gesagt würde ein unverlagerbarer Endanschlag eine Verände- rung der Federkennlinie der Fahrwerksfeder zur Folge haben, die sich in Abhängigkeit des Höhenstands des Fahrzeugs auf das Fahrverhalten des Fahrzeugs auswirkt. So würde ein Anheben des Fahrzeugs eine Verlängerung des Einfederwegs bis zum Endanschlag zur Folge haben, wobei das Federelement in Abhängigkeit des Hubs stark komprimierbar ist. Dies hätte eine deutliche Erhöhung der Lasten auf das ge- samte System der Vorrichtung zur Folge, und würde ein frühzeitiges Versagen der Feder nach sich ziehen. Ein Absenken des Fahrzeugs bei einem unverlagerbaren Endanschlag würde wiederum den Einfederweg bis zum Endanschlag verringern, wo bei in Abhängigkeit des Hubs ein Impuls in das System der Vorrichtung nach einem kürzeren Einfederweg einwirkt. Dies würde das Fahrverhalten des Fahrzeugs auf- grund des geringen Einfederwegs nachteilig verändern und somit den Fahrkomfort verschlechtern. An end stop is to be understood as a structural limitation of the spring deflection of the chassis spring. The end stop can be realized in particular by additional components which are arranged between the chassis and the device for level adjustment. An unadjustable end stop would result in different spring deflections and thus different times at which the impulse is introduced into the device, depending on the actual vehicle position set. In other words, an immovable end stop would result in a change in the spring characteristic of the coil spring, which affects the driving behavior of the vehicle depending on the height of the vehicle. Lifting the vehicle would result in an extension of the spring deflection up to the end stop, the spring element being highly compressible depending on the stroke. This would result in a significant increase in the loads on the entire system of the device and would result in premature failure of the spring. Lowering the vehicle at an immovable end stop would in turn reduce the deflection to the end stop, where, depending on the stroke, an impulse into the system of the device according to acts a shorter spring deflection. This would adversely change the driving behavior of the vehicle due to the small spring deflection and thus impair driving comfort.
Durch die gleichzeitige Verstellung der Zusatzmutter mit der Gewindemutter wird folg- lich der Endanschlag ebenfalls verstellt. Anders gesagt wird durch die Verstellung des Endanschlags der Einfederweg des Federelements in Abhängigkeit des Flubs in glei- chem Maße nachgestellt bzw. angepasst. Die Federkennlinie der Fahrwerksfeder wird in jeder Ist-Niveaulage des Fahrzeugs nachgestellt und dadurch vorteilhafterweise konstant gehalten. By simultaneously adjusting the additional nut with the threaded nut, the end stop is also adjusted. In other words, the adjustment of the end stop adjusts or adjusts the spring deflection of the spring element to the same extent as a function of the flow. The spring characteristic of the suspension spring is adjusted in every actual level position of the vehicle and is advantageously kept constant.
Ein auf den Endanschlag wirkender Impuls wird beispielsweise bei einem Überfahren eines Hindernisses oder bei einem Durchfahren von Schlaglöchern mit dem Fahrzeug erzeugt, wobei die Fahrwerksfeder dabei einfedert und das Fahrwerk am Endanschlag zur Anlage kommt, und dadurch der Impuls in die Zusatzmutter eingeleitet wird. Mit anderen Worten ist der Impuls eine zusätzlich auf die Vorrichtung wirkende Kraft, nämlich eine sogenannte Endanschlagskraft, die über den Endanschlag in die Zu- satzmutter eingeleitet wird und neben der regelmäßigen Federkraft der Fahrwerksfe- der zusätzlich von der Vorrichtung aufgenommen und in das Gehäuse bzw. die Ka- rosserie des Fahrzeugs eingeleitet wird. Wirkt kein Impuls auf die Vorrichtung ein, werden die regelmäßig im Betrieb des Fahrzeugs auftretenden Kräfte durch die Fahr- werksfeder in die Karosserie des Fahrzeugs eingeleitet. Erst bei einem Überschreiten der regelmäßig auftretenden Federkräfte werden die zusätzlich wirkenden Kräfte, also die Impulse, in die Zusatzmutter geleitet. An impulse acting on the end stop is generated, for example, when the vehicle passes an obstacle or potholes, the suspension spring compresses and the undercarriage comes into contact with the end stop, thereby introducing the impulse into the additional nut. In other words, the impulse is an additional force acting on the device, namely a so-called end stop force, which is introduced into the additional nut via the end stop and, in addition to the regular spring force of the chassis springs, is also absorbed by the device and inserted into the housing or the body of the vehicle is initiated. If there is no impulse on the device, the forces that regularly occur during operation of the vehicle are introduced into the body of the vehicle by the suspension spring. Only when the regularly occurring spring forces are exceeded are the additional forces, i.e. the impulses, passed into the additional nut.
Die aus der Fahrwerksfeder resultierenden Federkräfte werden über den Federteller, der fest mit der Gewindemutter verbunden ist, in die Gewindemutter des Kugelgewin- detriebs geleitet. Von dort werden die Federkräfte über räumlich zwischen der Gewin- demutter und der Gewindespindel angeordnete Wälzkörper in die Gewindespindel und schließlich über das Lagerelement in das Gehäuse geleitet. Die Gewindemutter und die Wälzkörper nehmen lediglich maximal die Belastung aus der Fahrwerksfeder auf, wobei die Impulse in die Zusatzmutter eingeleitet und in Abhängigkeit der Größe der Endanschlagskraft weitergeleitet werden. Dadurch haben auch hohe Lasten keine ne- gativen Einflüsse auf die Lebensdauer des Kugelgewindetriebs. Der Kugelgewinde- trieb kann kompakt und kostengünstig ausgebildet werden, wobei der Kugelgewinde- trieb höher belastende, jedoch seltener auftretende Impulse über zusätzliche Bauteile, nämlich über die Zusatzmutter und weitere mit der Zusatzmutter wirkverbundene Bau- teile, aufnimmt. The spring forces resulting from the chassis spring are fed into the threaded nut of the ball screw via the spring plate, which is firmly connected to the threaded nut. From there, the spring forces are conducted into the threaded spindle via rolling elements arranged spatially between the threaded nut and the threaded spindle and finally into the housing via the bearing element. The threaded nut and the rolling elements only absorb a maximum of the load from the suspension spring, the impulses being introduced into the additional nut and transmitted depending on the size of the end stop force. This means that even high loads have no negative impact on the life of the ball screw. The ball screw Drive can be made compact and inexpensive, the ball screw absorbing impulses that are more stressful but occur less frequently via additional components, namely via the additional nut and other components that are operatively connected to the additional nut.
Das axial zwischen der Gewindemutter und der Zusatzmutter angeordnete Federele- ment weist vorzugsweise eine lineare Federkennlinie auf, wobei das Federelement die Zusatzmutter im Normalbetrieb, bzw. wenn die Zusatzmutter nicht durch einen Impuls belastet wird, von der Gewindemutter axial wegdrückt. Bei der linearen Federkennlinie sind die Belastung und die Verformung des Federelements proportional zueinander, das heißt eine doppelte Federkraft ergibt auch einen doppelten Axialfederweg. Je stei- ler die Federkennlinie verläuft, umso geringer sind bei gleicher Belastung die Verfor- mungen. Das Federelement ist dann also steifer bzw. härter. The spring element arranged axially between the threaded nut and the additional nut preferably has a linear spring characteristic, the spring element axially pushing the additional nut away from the threaded nut in normal operation or when the additional nut is not loaded by an impulse. With the linear spring characteristic, the load and the deformation of the spring element are proportional to each other, i.e. a double spring force also results in a double axial spring travel. The steeper the spring characteristic curve, the smaller the deformations with the same load. The spring element is then stiffer or harder.
Alternativ kann das Federelement auch eine progressive Federkennlinie aufweisen.Alternatively, the spring element can also have a progressive spring characteristic.
Ein Federelement mit einer progressiven Federkennlinie weist eine ansteigend ge- krümmte Kennlinie auf. Mit anderen Worten wird das Federelement mit jeweils stei- gender Last härter. Dadurch wird beispielsweise ein Durchschlagen der Feder ver- mieden und ein schnelles Abklingen von Schwingungen beschleunigt. A spring element with a progressive spring characteristic has an increasingly curved characteristic. In other words, the spring element becomes harder with increasing loads. For example, this prevents the spring from striking and accelerates the rapid decay of vibrations.
Bevorzugt ist das Federelement als Druckfeder, ferner bevorzugt als Tellerfeder, als Federpaket oder als Spiralfeder ausgebildet. Auch weitere Arten von Druckfedern sind denkbar. Je nach Bauart des Federelements bzw. der Druckfeder ist die Federkennli- nie linear oder progressiv. The spring element is preferably designed as a compression spring, further preferably as a plate spring, as a spring assembly or as a spiral spring. Other types of compression springs are also conceivable. Depending on the design of the spring element or the compression spring, the spring characteristic is linear or progressive.
Vorzugsweise weist die Zusatzmutter an ihrer Innenmantelfläche ein komplementär zu einem Außengewinde der Gewindespindel ausgebildetes Innengewinde auf, wobei die Zusatzmutter an ihrer Außenmantelfläche drehfest mit einem Kappenelement verbun- den ist, das den Impuls in die Zusatzmutter leitet. Wirkt der Impuls über das Kappen- element auf die Zusatzmutter ein, beziehungsweise wird die Kraft in die Zusatzmutter geleitet, verschiebt sich die Zusatzmutter axial in Richtung der Gewindemutter und komprimiert das Federelement. Das Maß der Komprimierung bzw. der axialen Ver- formung des Federelements ist dabei abhängig von der Höhe der Endanschlagskraft, wobei das Federelement zwischen einem minimalen und einem maximalen Axialfe- derweg komprimierbar bzw. axial verformbar ist. The additional nut preferably has on its inner lateral surface an internal thread which is complementary to an external thread of the threaded spindle, the additional nut being connected in a rotationally fixed manner on its outer lateral surface to a cap element which conducts the impulse into the additional nut. If the impulse acts on the additional nut via the cap element or the force is directed into the additional nut, the additional nut shifts axially in the direction of the threaded nut and compresses the spring element. The degree of compression or the axial deformation of the spring element depends on the level of the end stop force, the spring element being compressible or axially deformable between a minimum and a maximum axial spring travel.
Ein minimaler Axialfederweg liegt vor, wenn kein Impuls auf die Zusatzmutter einwirkt. Das Federelement drückt die Zusatzmutter dabei entgegen einer Kraftrichtung von der Gewindemutter weg gegen das Außengewinde der Gewindespindel. Mithin ist das Federelement geringfügig vorgespannt. Die Kraftrichtung entspricht derjenigen Rich- tung, in die die wirkende Federkraft, beispielsweise aus der Fahrwerksfeder wirkt. There is minimal axial spring travel when there is no impulse on the additional nut. The spring element presses the additional nut against a direction of force away from the threaded nut against the external thread of the threaded spindle. The spring element is therefore slightly biased. The direction of force corresponds to the direction in which the acting spring force acts, for example from the chassis spring.
Ein maximaler Axialfederweg liegt vor, wenn das Federelement durch den Impuls in Kraftrichtung, also in Richtung der Gewindemutter so weit komprimiert wird, dass die Zusatzmutter in Kraftrichtung am Außengewinde der Gewindespindel zur Anlage kommt. Die Endanschlagskraft aus dem Impuls wird dann direkt in die Gewindespin- del eingeleitet. Mit anderen Worten wird der maximale Axialfederweg dann erreicht, wenn die Endanschlagskraft auf die Zusatzmutter einen Schwellwert übersteigt. Der maximale Axialfederweg wird in Abhängigkeit der maximalen Belastbarkeit des Kugel- gewindetriebs eingestellt. Das bedeutet, dass unterhalb des Schwellwerts der Endan- schlagskraft die aus den Impulsen wirkenden Kräfte durch den Kugelgewindetrieb aufgenommen werden. Demgegenüber werden oberhalb des Schwellwerts der End- anschlagskraft die aus den Impulsen wirkenden Kräfte durch die Gewindespindel auf- genommen. Dabei ist vorteilhaft, dass der Kugelgewindetrieb unterhalb des Schwell- werts der Endanschlagskraft weiterhin betrieben werden kann, um eine Niveauverstel- lung des Fahrzeugaufbaus durchzuführen. Bei Erreichen des maximalen Axialfeder- wegs bzw. des Schwellwerts der Endanschlagskraft kommt es zu einer Blockierung des Kugelgewindetriebs, sodass eine Niveauverstellung des Fahrzeugaufbaus verhin- dert wird. A maximum axial spring travel exists when the spring element is compressed by the impulse in the direction of the force, i.e. in the direction of the threaded nut, to such an extent that the additional nut comes into contact with the external thread of the threaded spindle in the direction of force. The end stop force from the impulse is then introduced directly into the threaded spindle. In other words, the maximum axial spring travel is reached when the end stop force on the additional nut exceeds a threshold value. The maximum axial spring travel is set depending on the maximum load capacity of the ball screw. This means that below the threshold value of the end stop force, the forces resulting from the impulses are absorbed by the ball screw drive. In contrast, above the threshold value of the end stop force, the forces acting from the impulses are absorbed by the threaded spindle. It is advantageous here that the ball screw drive can continue to be operated below the threshold value of the end stop force in order to carry out a level adjustment of the vehicle body. When the maximum axial spring travel or the threshold value of the end stop force is reached, the ball screw is blocked, so that a level adjustment of the vehicle body is prevented.
In der Vorrichtung liegen somit zwei wesentliche Lastpfade vor. Ein erster Lastpfad für die regelmäßig im Betrieb des Fahrzeugs auftretenden Federkräfte und ein zweiter Lastpfad für die zusätzlich auftretenden Endanschlagskräfte. Der zweite Lastpfad wird dabei in Abhängigkeit der Höhe der Endanschlagskraft in zwei Unterlastpfade unter- teilt. Ein erster Unterlastpfad, über den die Endanschlagskraft, die unterhalb des Schwellwertes liegt, über die Gewindemutter und die Wälzkörper in die Gewindespin- del geleitet wird; und ein zweiter Unterlastpfad, über den die Endanschlagskraft, die oberhalb des Schwellwertes liegt, in die Gewindespindel geleitet wird. Durch eine der- artige Ausgestaltung der Vorrichtung ist es möglich, ein Federverhalten des Kraftfahr- zeugs, auch bei einwirkenden Impulsen zu verbessern. There are therefore two essential load paths in the device. A first load path for the spring forces that occur regularly during operation of the vehicle and a second load path for the additional end stop forces that occur. The second load path is divided into two underload paths depending on the level of the end stop force. A first underload path via which the end stop force, which is below the threshold value, is conducted into the threaded spindle via the threaded nut and the rolling elements; and a second underload path over which the end stop force, the is above the threshold value, into the threaded spindle. Such a configuration of the device makes it possible to improve the spring behavior of the motor vehicle, even when impulses act.
Durch die im Vergleich zum Kugelgewindetrieb größere zur Verfügung stehende Krafteinleitungsfläche zwischen der Zusatzmutter und der Gewindespindel können größere Lasten aus den Impulsen in das Gehäuse eingeleitet werden und die Wälz- körper des Kugelgewindetriebs werden dadurch geschont bzw. nicht zusätzlich belas- tet. Mit anderen Worten kommt die Zusatzmutter mit der Gewindespindel in Lastrich- tung in Eingriff, wodurch die Endanschlagskräfte über die Gewindespindel und das Lagerelement im Gehäuse abgestützt werden. Die Zusatzmutter wirkt selbsthemmend und das System ist in der jeweiligen Position verspannt. Due to the larger force transmission surface available between the additional nut and the threaded spindle compared to the ball screw drive, larger loads can be introduced from the impulses into the housing and the rolling elements of the ball screw drive are thus protected or not additionally loaded. In other words, the additional nut comes into engagement with the threaded spindle in the load direction, as a result of which the end stop forces are supported in the housing via the threaded spindle and the bearing element. The additional nut is self-locking and the system is clamped in the respective position.
Das Kappenelement ist vorzugsweise in Domform ausgebildet, sodass räumlich zwi- schen dem Kugelgewindetrieb und dem Kappenelement die Getriebeeinheit und/oder der Antriebsmotor aufgenommen werden können und ferner die Gewindespindel ge- schützt geführt ist. Bevorzugt ist das Kappenelement zur Aufnahme eines Einfederan- schlags oder einer Zusatzfeder ausgebildet. Anders gesagt ist das Kappenelement als Endanschlag ausgebildet, um die Impulse aufzunehmen und weiterzuleiten. The cap element is preferably designed in the form of a dome, so that the gear unit and / or the drive motor can be accommodated spatially between the ball screw drive and the cap element and the threaded spindle is also guided in a protected manner. The cap element is preferably designed to receive a spring stop or an additional spring. In other words, the cap element is designed as an end stop in order to receive and transmit the impulses.
Bevorzugt sind das Außengewinde der Gewindespindel und das Innengewinde der Zusatzmutter spielbehaftet zueinander ausgebildet. Mit anderen Worten ist somit ein Axial- und Radialspiel zwischen der Gewindespindel und der Zusatzmutter ausgebil- det, welches ein Klemmen zwischen der Zusatzmutter und der Gewindespindel insbe- sondere zu Beginn eines Verstellvorgangs verhindert. Das Axialspiel zwischen der Gewindespindel und der Zusatzmutter ist derart groß gestaltet, dass die mögliche Axi- albewegung der Zusatzmutter der Federkennlinie entspricht. The external thread of the threaded spindle and the internal thread of the additional nut are preferably designed with play relative to one another. In other words, an axial and radial play is thus formed between the threaded spindle and the additional nut, which prevents jamming between the additional nut and the threaded spindle, in particular at the beginning of an adjustment process. The axial play between the threaded spindle and the additional nut is so large that the possible axial movement of the additional nut corresponds to the spring characteristic.
Vorzugsweise ist axial zwischen der Gewindespindel und dem Gehäuse ein La- gerelement angeordnet, um die Gewindespindel drehbar zu lagern. Das Lagerelement ist insbesondere dazu ausgebildet, auftretende Radial- und Axialkräfte in das Gehäu- se einzuleiten. Das Lagerelement ist bevorzugt als Axial-Pendelrollenlager ausgebil- det und derart ausgelegt, dass sowohl die Federkräfte als auch die Endanschlagskräf- te aufgenommen werden können. Wesentlich ist, dass das Lagerelement sowohl Axi- alkräfte als auch Radialkräfte aufnehmen kann. A bearing element is preferably arranged axially between the threaded spindle and the housing in order to rotatably support the threaded spindle. The bearing element is designed in particular to introduce radial and axial forces into the housing. The bearing element is preferably designed as an axial spherical roller bearing and is designed such that both the spring forces and the end stop forces te can be included. It is essential that the bearing element can absorb both axial forces and radial forces.
Der Aktuator, mit dem die Gewindespindel antreibbar ist, umfasst bevorzugt eine Ge- triebeeinheit und einen Antriebsmotor, wobei der Antriebsmotor beispielsweise als Elektromotor ausgebildet ist. In der Getriebeeinheit ist vorzugsweise ein Sperrmecha- nismus ausgebildet, der dazu vorgesehen ist, eine Rotation eines der Zahnräder in der Getriebeeinheit zu sperren, um eine ungewollte Rotation der Gewindespindel und einer damit einhergehenden axialen Verlagerung der Gewindemutter gegenüber der Gewindespindel zu verhindern. The actuator with which the threaded spindle can be driven preferably comprises a gear unit and a drive motor, the drive motor being designed, for example, as an electric motor. A locking mechanism is preferably formed in the gear unit, which is provided to lock a rotation of one of the gearwheels in the gear unit in order to prevent an unwanted rotation of the threaded spindle and an associated axial displacement of the threaded nut relative to the threaded spindle.
Ferner bevorzugt ist an einer Innenmantelfläche der Gewindespindel eine Verzahnung ausgebildet, über die der Aktuator die Gewindespindel antreibt. Die Verzahnung steht mit einem oder mehreren Zahnrädern der Getriebeeinheit in Zahneingriff. Die Verzah- nung ist vorzugsweise als Schrägverzahnung ausgebildet, kann aber ebenso als Ge- radverzahnung ausgebildet sein. Furthermore, a toothing is preferably formed on an inner lateral surface of the threaded spindle, via which the actuator drives the threaded spindle. The toothing meshes with one or more gear wheels of the gear unit. The teeth are preferably designed as helical teeth, but can also be designed as straight teeth.
Gemäß einem bevorzugten Ausführungsbeispiel sind das Kappenelement und der Federteller zumindest teilweise von einem Dichtelement umschlossen. Damit wird der Innenraum der Vorrichtung vor äußeren Einflüssen, wie Schmutz und Feuchtigkeit ge- schützt. Das Dichtelement ist bevorzugt als Manschette ausgebildet, sodass eine axiale Verschiebung zwischen Gewindemutter und Zusatzmutter ohne Beeinträchti- gung der Dichtwirkung möglich ist. Alternativ ist denkbar, dass ein Dichtelement axial zwischen dem Kappenelement und dem Federteller angeordnet ist, wobei hier auch bei axialer Verlagerung zwischen Gewindemutter und Zusatzmutter ebenfalls eine ausreichende Dichtwirkung realisiert wird. According to a preferred embodiment, the cap element and the spring plate are at least partially enclosed by a sealing element. This protects the interior of the device from external influences such as dirt and moisture. The sealing element is preferably designed as a sleeve, so that an axial displacement between the threaded nut and the additional nut is possible without impairing the sealing effect. Alternatively, it is conceivable that a sealing element is arranged axially between the cap element and the spring plate, with a sufficient sealing effect also being realized here even in the event of an axial displacement between the threaded nut and the additional nut.
Vorzugsweise ist an dem Kappenelement zumindest eine Nut ausgebildet, um eine Verdrehsicherung der Gewindemutter und der Zusatzmutter zu realisieren. Insbeson- dere wirkt die jeweilige Nut mit einer im Wesentlichen formschlüssig darin angeordne- ten Nase bzw. einer axialen Ausprägung zusammen. At least one groove is preferably formed on the cap element in order to secure the threaded nut and the additional nut against rotation. In particular, the respective groove interacts with an essentially positively arranged nose or an axial shape.
Bevorzugt ist bei einem Fahrzeug mit vier Rädern in jedem Federbein des Fahrzeugs eine erfindungsgemäße Vorrichtung zur Niveauverstellung des Fahrzeugaufbaus vor- gesehen. Alternativ ist bei einem Fahrzeug mit vier Rädern zumindest an den beiden Federbeinen einer Achse eine erfindungsgemäße Vorrichtung zur Flöhenverstellung des Fahrzeugaufbaus vorgesehen. In a vehicle with four wheels, a device according to the invention for adjusting the level of the vehicle body is preferably provided in each spring strut of the vehicle. seen. Alternatively, in a vehicle with four wheels, a device according to the invention for flea adjustment of the vehicle body is provided at least on the two suspension struts of an axle.
Weitere die Erfindung verbessernde Maßnahmen werden nachstehend gemeinsam mit der Beschreibung eines bevorzugten Ausführungsbeispiels der Erfindung anhand der beiden Figuren näher dargestellt. Es zeigen Further measures improving the invention are described below together with the description of a preferred embodiment of the invention with reference to the two figures. Show it
Figur 1 eine schematische Schnittdarstellung einer erfindungsgemäßen Vorrich- tung zur Niveauverstellung eines Fahrzeugaufbaus, und 1 shows a schematic sectional illustration of a device according to the invention for adjusting the level of a vehicle body, and
Figur 2 eine Federkennlinie eines Federelements der erfindungsgemäßen Vor- richtung gemäß Figur 1. FIG. 2 shows a spring characteristic of a spring element of the device according to the invention according to FIG. 1.
Gemäß Figur 1 umfasst eine Vorrichtung zur Niveaueinstellung eines Fahrzeugauf- baus einen Kugelgewindetrieb 2 mit einer drehangetriebenen axial unverschieblichen Gewindespindel 1 und einer entlang der Gewindespindel 1 axial verschieblichen Ge- windemutter 3. Die Gewindemutter 3 ist radial außerhalb der Gewindespindel 1 ange- ordnet. An der Gewindemutter 3 ist ein Federteller 17 angeordnet, gegen den sich ei- ne Fahrwerksfeder 18 axial abstützt. Der Federteller 17 weist einen radialen Schenkel zur Aufnahme der Fahrwerksfeder 18 und einen axialen Schenkel auf, der radial au- ßerhalb der Gewindemutter 3 angeordnet und drehfest mit dieser Gewindemutter 3 verbunden ist. According to FIG. 1, a device for adjusting the level of a vehicle body comprises a ball screw 2 with a rotationally driven axially immovable threaded spindle 1 and a threaded nut 3 axially displaceable along the threaded spindle 1. The threaded nut 3 is arranged radially outside the threaded spindle 1. A spring plate 17 is arranged on the threaded nut 3, against which a suspension spring 18 is axially supported. The spring plate 17 has a radial leg for receiving the chassis spring 18 and an axial leg which is arranged radially outside the threaded nut 3 and is connected in a rotationally fixed manner to this threaded nut 3.
Die Gewindespindel 1 ist als Rohr- oder Flülsenelement ausgebildet und weist an ihrer Außenumfangsfläche ein Außengewinde 12 bzw. eine Außenlaufbahn für Wälzkörper 10 auf. Die Gewindemutter 3 weist an ihrer Innenumfangsfläche ein Innengewinde 22 bzw. eine Innenlaufbahn für Wälzkörper 10 auf, wobei zwischen der Außenlaufbahn der Gewindespindel 1 und der Innenlaufbahn der Gewindemutter 3 eine Vielzahl von Wälzkörper 10 abrollen. Eine Federkraft, die über die Fahrwerksfeder 18 auf die Vor- richtung einwirkt wird zunächst in den Federteller 17 und die Gewindemutter 3 einge- leitet und über die Wälzkörper 10 in die Gewindespindel 1 weitergeleitet. Die Feder- kraft stützt sich über ein axial zwischen der Gewindespindel 1 und dem Gehäuse 8 angeordnetes Lagerelement 15 am Gehäuse 8 ab. Das Lagerelement 15 ist als Axial- lager ausgebildet, um die Gewindespindel 1 drehbar gegenüber dem Gehäuse 8 zu lagern und die Kräfte in das Gehäuse 8 axial weiterzuleiten. The threaded spindle 1 is designed as a tube or sleeve element and has an external thread 12 or an external raceway for rolling elements 10 on its outer peripheral surface. The threaded nut 3 has on its inner circumferential surface an internal thread 22 or an inner raceway for rolling elements 10, a large number of rolling elements 10 rolling between the outer raceway of the threaded spindle 1 and the inner raceway of the threaded nut 3. A spring force which acts on the device via the chassis spring 18 is first introduced into the spring plate 17 and the threaded nut 3 and passed on via the rolling elements 10 into the threaded spindle 1. The spring force is supported on the housing 8 via a bearing element 15 arranged axially between the threaded spindle 1 and the housing 8. The bearing element 15 is an axial Bearing designed to rotatably support the threaded spindle 1 with respect to the housing 8 and to transmit the forces axially into the housing 8.
Die Gewindespindel 1 nimmt einen Aktuator 5 teilweise auf, der einen als Elektromo- tor ausgebildeten Antriebsmotor 7 und eine Getriebeeinheit 6 umfasst. Die Getriebe- einheit 6 wirkt mit der Gewindespindel 1 zusammen, wobei die Gewindespindel 1 durch den Aktuator 5 antreibbar ist, um die Gewindemutter 3 gegenüber der Gewin- despindel 1 axial zu verlagern. Die Getriebeeinheit 6 weist einen - hier nicht näher dargestellten - Sperrmechanismus auf, um eine Drehbewegung der Gewindespindel 1 zu blockieren. Zum Antrieb der Gewindespindel 1 ist an ihrer Innenumfangsfläche eine Verzahnung 4 ausgebildet, die mit einem Zahnrad 21 der Getriebeeinheit 6 in Zahn- eingriff steht. Axial beabstandet zur Gewindemutter 3 ist eine zusammen mit der Ge- windemutter 3 ebenfalls entlang der Gewindespindel 1 axial verschiebliche Zusatz- mutter 9 angeordnet. Während eines Antriebs der Gewindespindel 1 durch den Aktua- tor 5 verlagert die Zusatzmutter 9 lastfrei zusammen mit der Gewindemutter 3 entlang der Gewindespindel 1. The threaded spindle 1 partially accommodates an actuator 5, which comprises a drive motor 7 designed as an electric motor and a gear unit 6. The gear unit 6 interacts with the threaded spindle 1, the threaded spindle 1 being drivable by the actuator 5 in order to axially displace the threaded nut 3 with respect to the threaded spindle 1. The gear unit 6 has a locking mechanism (not shown in detail here) in order to block a rotary movement of the threaded spindle 1. To drive the threaded spindle 1, a toothing 4 is formed on its inner circumferential surface, which is in tooth engagement with a toothed wheel 21 of the gear unit 6. An additional nut 9, which is axially displaceable along with the threaded spindle 1, is arranged axially spaced from the threaded nut 3. When the threaded spindle 1 is driven by the actuator 5, the additional nut 9 is displaced together with the threaded nut 3 along the threaded spindle 1 in a load-free manner.
Die Zusatzmutter 9 ist an ihrer Außenmantelfläche drehfest mit dem Kappenele- ment 14 verbunden, wobei das Kappenelement 14 dazu ausgebildet ist, einen - hier nicht dargestellten - Einfederanschlag oder eine Zusatzfeder aufzunehmen. Über die- sen Einfederanschlag oder die Zusatzfeder wird ein Impuls bzw. eine Endanschlag- kraft in die Zusatzmutter 9 eingeleitet. Vorliegend weist das Kappenelement 14 eine Domform auf. Der auf die Zusatzmutter 9 wirkende Impuls wird beispielsweise durch das Überfahren eines Hindernisses erzeugt, wobei diese Stoßkraft größer ist, als die auf den Federteller 17 einwirkende Federkraft. The additional nut 9 is connected in a rotationally fixed manner to the cap element 14 on its outer circumferential surface, the cap element 14 being designed to receive a spring stop or an additional spring — not shown here. An impulse or an end stop force is introduced into the additional nut 9 via this spring stop or the additional spring. In the present case, the cap element 14 has a dome shape. The impulse acting on the additional nut 9 is generated, for example, by driving over an obstacle, this impact force being greater than the spring force acting on the spring plate 17.
Die Zusatzmutter 9 weist an ihrer Innenmantelfläche ein komplementär zu dem Au- ßengewinde 12 der Gewindespindel 1 ausgebildetes Innengewinde 13 auf, wobei das Außengewinde 12 und das Innengewinde 13 spielbehaftet zueinander ausgebildet sind. Durch das Spiel zwischen dem Außengewinde 12 und dem Innengewinde 13 wird ein Verklemmen zwischen der Zusatzmutter 9 und der Gewindespindel 1 verhin- dert. Axial zwischen der Zusatzmutter 9 und der Gewindemutter 3 ist ein Federelement 16 angeordnet, welches zwischen einem minimalen und einem maximalen Axialfederweg komprimierbar ist. Das Federelement 16 ist vorliegend eine als Spiralfeder ausgebil- dete Druckfeder mit einer linearen Federkennlinie. The additional nut 9 has on its inner circumferential surface an internal thread 13 which is complementary to the external thread 12 of the threaded spindle 1, the external thread 12 and the internal thread 13 being designed with play relative to one another. The play between the external thread 12 and the internal thread 13 prevents jamming between the additional nut 9 and the threaded spindle 1. A spring element 16 is arranged axially between the additional nut 9 and the threaded nut 3 and can be compressed between a minimum and a maximum axial spring travel. In the present case, the spring element 16 is a compression spring designed as a spiral spring with a linear spring characteristic.
Das Kappenelement 14 und der Federteller 17 sind zumindest teilweise von einem Dichtelement 19 umschlossen, um den Innenraum der Vorrichtung gegenüber The cap element 14 and the spring plate 17 are at least partially enclosed by a sealing element 19, opposite the interior of the device
Schmutz und/oder Feuchtigkeit zu schützen. Darüber hinaus ist an dem Kappenele- ment 14 eine Nut 11 ausgebildet, um eine Verdrehsicherung der Gewindemutter 3 und der Zusatzmutter 9 zu realisieren. Protect dirt and / or moisture. In addition, a groove 11 is formed on the cap element 14 in order to secure the threaded nut 3 and the additional nut 9 against rotation.
Figur 2 zeigt in Form eines Diagramms eine exemplarische Federkennlinie des als Spiralfeder ausgebildeten Federelements 16, wobei der Axialfederweg auf der Abszis- se 23 und die Belastung auf der Ordinate 24 aufgetragen sind. Die Federkennlinie des Federelements 16 weist vorliegend einen linearen Verlauf auf, wobei die Belastung proportional zum Axialfederweg des Federelements 16 ist. FIG. 2 shows in the form of a diagram an exemplary spring characteristic of the spring element 16 designed as a spiral spring, the axial spring travel being plotted on the abscissa 23 and the load on the ordinate 24. The spring characteristic of the spring element 16 has a linear course in the present case, the load being proportional to the axial spring travel of the spring element 16.
An der Abszisse 23 sind ein erster und ein zweiter Axialfederwegabschnitt 25, 26 auf- getragen. Der erste Axialfederwegabschnitt 25 beschreibt den Beginn der Einwirkung einer Endanschlagskraft von einem minimalen Axialfederweg bis zu der beginnenden Kraftübertragung von der Zusatzmutter 9 auf die Gewindemutter 3. Der minimale Axi- alfederweg liegt vor, wenn kein Impuls auf die Zusatzmutter 9 einwirkt. Dabei wird die Zusatzmutter 9 entgegengesetzt zu einer Kraftrichtung K1 gegen das Außengewinde 12 der Gewindespindel 1 gedrückt. Anders gesagt weist das Federelement 16 am lin- ken Ende des ersten Axialfederwegabschnitts 25 bzw. am minimalen Axialfederweg eine geringe Vorspannung auf. A first and a second axial spring travel section 25, 26 are plotted on the abscissa 23. The first axial spring travel section 25 describes the beginning of the action of an end stop force from a minimal axial spring travel up to the beginning of the transmission of force from the additional nut 9 to the threaded nut 3. The minimum axial spring travel is present when there is no impulse on the additional nut 9. In this case, the additional nut 9 is pressed against the external thread 12 of the threaded spindle 1 counter to a force direction K1. In other words, the spring element 16 has a slight pretension at the left end of the first axial spring travel section 25 or at the minimum axial spring travel.
Im Betrieb des Fahrzeugs wirken unterschiedlich hohe Endanschlagskräfte infolge von Impulsen auf die Zusatzmutter 9 ein, wobei die Zusatzmutter 9 unter Berücksichtigung der Federsteifigkeit des Federelements 16 zwischen dem minimalen Axialfederweg und einem maximalen Axialfederweg komprimierbar ist. Mit steigender Belastung der Zusatzmutter 9 verformt bzw. komprimiert das Federelement 16 proportional zu der auftretenden Last, wobei das Federelement 16 in Richtung der Gewindemutter 3 komprimiert wird. Dabei wird der Kontakt zwischen der Zusatzmutter 9 und der Ge- windespindel 1 entgegen der Kraftrichtung K1 gelöst. During operation of the vehicle, different end stop forces act on the additional nut 9 as a result of pulses, the additional nut 9 being compressible, taking into account the spring stiffness of the spring element 16, between the minimum axial spring travel and a maximum axial spring travel. With increasing load on the additional nut 9, the spring element 16 deforms or compresses in proportion to the load occurring, the spring element 16 in the direction of the threaded nut 3 is compressed. The contact between the additional nut 9 and the threaded spindle 1 is released against the force direction K1.
Das Federelement 16 verformt bei größeren Endanschlagskräften gemäß dem zwei- ten Axialfederwegabschnitt 26 bis zum maximalen Axialfederweg. Bis zum Erreichen des maximalen Axialfederwegs wird die Endanschlagskraft aus dem Impuls über das Federelement 16 in die Gewindemutter 3 geleitet. Dabei ist eine Betätigung des Ku- gelgewindetriebs 2 zur Niveauverstellung weiterhin möglich. Anders gesagt kann auch dann noch eine Niveauverstellung des Fahrzeugaufbaus erfolgen, wenn ein Impuls auf die Vorrichtung einwirkt. Zu dieser Zeit nimmt der Kugelgewindetrieb 2 die Lasten aus der Fahrwerksfeder 18 sowie aus der Zusatzmutter 9 auf. The spring element 16 deforms at larger end stop forces according to the second axial spring travel section 26 up to the maximum axial spring travel. Until the maximum axial spring travel is reached, the end stop force is transmitted from the impulse via the spring element 16 into the threaded nut 3. An actuation of the ball screw 2 for level adjustment is still possible. In other words, a level adjustment of the vehicle body can also take place when an impulse acts on the device. At this time, the ball screw 2 takes the loads from the coil spring 18 and from the additional nut 9.
Wird der maximale Axialfederweg am rechten Ende des Axialfederwegabschnitts 26 erreicht, tritt die Zusatzmutter 9 in Kraftrichtung K1 mit der Gewindespindel 1 in Ein- griff, wodurch ein Blockieren des Kugelgewindetriebs 2 erfolgt und die wirkende End- anschlagskraft nicht mehr über die Gewindemutter 3 in die Gewindespindel 1 geleitet wird, sondern direkt über die Gewindepaarung zwischen der Zusatzmutter 9 und der Gewindespindel 1 in die Gewindespindel 1 eingeleitet wird. Dadurch wird der Kugel- gewindetrieb 2 vor einer Überbelastung bzw. einer aus der Überbelastung resultieren- den Beschädigung geschützt. If the maximum axial spring travel is reached at the right end of the axial spring travel section 26, the additional nut 9 engages with the threaded spindle 1 in the direction of force K1, as a result of which the ball screw drive 2 is blocked and the effective end stop force is no longer via the threaded nut 3 in the threaded spindle 1 is passed, but is introduced directly into the threaded spindle 1 via the thread pairing between the additional nut 9 and the threaded spindle 1. As a result, the ball screw 2 is protected against overloading or damage resulting from the overloading.
Mit anderen Worten wird die Endanschlagkraft bis zu einer bestimmten Höhe durch den Kugelgewindetrieb 2 aufgenommen und in das Gehäuse 8 weitergeleitet, wobei eine Endanschlagkraft oberhalb dieses Schwellwerts zum Schutz des Kugelgewinde- triebs 2 direkt in die Gewindespindel 1 eingeleitet wird. In other words, the end stop force is absorbed up to a certain level by the ball screw drive 2 and transmitted into the housing 8, an end stop force above this threshold value being introduced directly into the threaded spindle 1 to protect the ball screw drive 2.
Bezuqszeichenliste LIST OF REFERENCES
1 Gewindespindel 1 threaded spindle
2 Kugelgewindetrieb  2 ball screw drive
3 Gewindemutter  3 threaded nut
4 Verzahnung  4 teeth
5 Aktuator  5 actuator
6 Getriebeeinheit  6 gear unit
7 Antriebsmotor  7 drive motor
8 Gehäuse  8 housing
9 Zusatzmutter  9 additional nut
10 Wälzkörper  10 rolling elements
1 1 Nut 1 1 groove
12 Außengewinde 12 external threads
13 Innengewinde  13 internal thread
14 Kappenelement  14 cap element
15 Lagerelement  15 bearing element
16 Federelement  16 spring element
17 Federteller  17 spring plates
18 Fahrwerksfeder  18 Coil spring
19 Dichtelement  19 sealing element
20 Innenseite  20 inside
21 Zahnrad 21 gear
22 Innenlaufbahn 22 inner track
23 Abszisse  23 abscissa
24 Ordinate  24 ordinate
25 Erster Axialfederwegabschnitt  25 First axial spring travel section
26 Zweiter Axialfederwegabschnitt  26 Second axial travel section
K1 Kraftrichtung K1 direction of force

Claims

Patentansprüche claims
1. Vorrichtung zur Niveaueinstellung eines Fahrzeugaufbaus, umfassend eine drehangetriebene axial unverschiebliche Gewindespindel (1 ) und eine entlang der Gewindespindel (1 ) axial verschiebliche Gewindemutter (3), wobei an der Gewinde- mutter (3) ein Federteller (17) zur axialen Abstützung einer Fahrwerksfeder (18) an- geordnet ist, wobei die Gewindespindel (1 ) durch einen Aktuator (5) antreibbar ist, wobei der Aktuator (5) zumindest teilweise innerhalb der Gewindespindel (1 ) ange- ordnet ist, 1. Device for adjusting the level of a vehicle body, comprising a rotationally driven axially immovable threaded spindle (1) and a threaded nut (3) axially displaceable along the threaded spindle (1), a spring plate (17) on the threaded nut (3) for axially supporting one Coil spring (18) is arranged, the threaded spindle (1) being drivable by an actuator (5), the actuator (5) being at least partially arranged within the threaded spindle (1),
dadurch gekennzeichnet, dass axial benachbart zur Gewindemutter (3) eine entlang der Gewindespindel (1 ) axial verschiebliche Zusatzmutter (9) angeordnet ist, um einen Impuls aufzunehmen und über die Gewindespindel (1 ) in das Gehäuse (8) einzuleiten, wobei die Gewindemutter (3) und die Zusatzmutter (9) axial beabstandet zueinander angeordnet sind, wobei axial zwischen der Gewindemutter (3) und der Zusatzmutter (9) ein Federelement (16) angeordnet ist, das dazu vorgesehen ist, den Impuls zu- mindest teilweise in die Gewindemutter (3) zu leiten. characterized in that an additional nut (9) which is axially displaceable along the threaded spindle (1) is arranged axially adjacent to the threaded nut (3) in order to receive a pulse and to introduce it into the housing (8) via the threaded spindle (1), the threaded nut ( 3) and the additional nut (9) are arranged axially spaced from one another, wherein a spring element (16) is arranged axially between the threaded nut (3) and the additional nut (9), which spring element is intended to at least partially insert the impulse into the threaded nut (3) to lead.
2. Vorrichtung nach Anspruch 1 , 2. Device according to claim 1,
dadurch gekennzeichnet, dass die Zusatzmutter (9) an ihrer Innenmantelfläche ein komplementär zu einem Außengewinde (12) der Gewindespindel (1 ) ausgebildetes Innengewinde (13) aufweist, wobei die Zusatzmutter (9) an ihrer Außenmantelfläche drehfest mit einem Kappenelement (14) verbunden ist, das den Impuls in die Zusatz- mutter (9) leitet. characterized in that the additional nut (9) has on its inner lateral surface a complementary to an external thread (12) of the threaded spindle (1) internal thread (13), the additional nut (9) being connected in a rotationally fixed manner on its outer lateral surface to a cap element (14) , which directs the impulse into the additional nut (9).
3. Vorrichtung nach Anspruch 2, 3. Device according to claim 2,
dadurch gekennzeichnet, dass das Außengewinde (12) der Gewindespindel (1 ) und das Innengewinde (13) der Zusatzmutter (9) spielbehaftet zueinander ausgebildet sind. characterized in that the external thread (12) of the threaded spindle (1) and the internal thread (13) of the additional nut (9) are designed with play relative to one another.
4. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass axial zwischen der Gewindespindel (1 ) und dem Ge- häuse (8) ein Lagerelement (15) angeordnet ist, um die Gewindespindel (1 ) drehbar zu lagern. 4. Device according to one of the preceding claims, characterized in that a bearing element (15) is arranged axially between the threaded spindle (1) and the housing (8) in order to rotatably support the threaded spindle (1).
5. Vorrichtung nach einem der Ansprüche 2 bis 4, 5. Device according to one of claims 2 to 4,
dadurch gekennzeichnet, dass das Kappenelement (14) und der Federteller (17) zumindest teilweise von einem Dichtelement (19) umschlossen sind. characterized in that the cap element (14) and the spring plate (17) are at least partially enclosed by a sealing element (19).
6. Vorrichtung nach einem der Ansprüche 2 bis 5, 6. Device according to one of claims 2 to 5,
dadurch gekennzeichnet, dass an dem Kappenelement (14) zumindest eine characterized in that at least one on the cap element (14)
Nut (11 ) ausgebildet ist, um eine Verdrehsicherung der Gewindemutter (3) und der Zusatzmutter (9) zu realisieren. Groove (11) is formed in order to secure the threaded nut (3) and the additional nut (9) against rotation.
7. Vorrichtung nach einem der Ansprüche 2 bis 6, 7. Device according to one of claims 2 to 6,
dadurch gekennzeichnet, dass das Kappenelement (14) zur Aufnahme eines Einfe- deranschlags oder einer Zusatzfeder ausgebildet ist. characterized in that the cap element (14) is designed to receive a single-spring stop or an additional spring.
8. Vorrichtung nach einem der vorhergehenden Ansprüche, 8. Device according to one of the preceding claims,
dadurch gekennzeichnet, dass an einer Innenmantelfläche der Gewindespindel (1 ) eine Verzahnung (4) ausgebildet ist, über die der Aktuator (5) die Gewindespindel (1 ) antreibt. characterized in that a toothing (4) is formed on an inner lateral surface of the threaded spindle (1), via which the actuator (5) drives the threaded spindle (1).
9. Vorrichtung nach einem der vorhergehenden Ansprüche, 9. Device according to one of the preceding claims,
dadurch gekennzeichnet, dass das Federelement (16) als Druckfeder ausgebildet ist. characterized in that the spring element (16) is designed as a compression spring.
10. Vorrichtung nach Anspruch 9, 10. The device according to claim 9,
dadurch gekennzeichnet, dass das Federelement (16) als Tellerfeder, als Federpa- ket oder als Spiralfeder ausgebildet ist. characterized in that the spring element (16) is designed as a plate spring, as a spring package or as a spiral spring.
PCT/DE2019/100552 2018-07-26 2019-06-17 Device for adjusting the height of a vehicle body WO2020020400A1 (en)

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DE102018118054.3A DE102018118054A1 (en) 2018-07-26 2018-07-26 Device for level adjustment of a vehicle body
DE102018118054.3 2018-07-26

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CN111993853B (en) * 2020-08-12 2022-12-30 内蒙古第一机械集团股份有限公司 External electro-hydraulic combined type vehicle posture adjusting unit

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DE102018111739B3 (en) * 2018-05-16 2019-04-25 Schaeffler Technologies AG & Co. KG Device for level adjustment of a vehicle body

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DE102005001745B3 (en) * 2005-01-14 2006-07-13 Zf Friedrichshafen Ag Spring carrier consist of two building groups with carrier spring located between them and spring plates one of which has an actuator
EP1970228A1 (en) 2007-03-14 2008-09-17 Audi Ag Height adjustment device for motor vehicles
DE102008005294B3 (en) * 2008-01-19 2009-06-18 Zf Friedrichshafen Ag Adjustable spring carrier for vehicle, has two spring caps, between which spring is braced, where braking device is formed by clamping nut which engages in threaded spindle
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