AU2020396288B2

AU2020396288B2 - Vehicle component for a utility vehicle, in particular an off-road utility vehicle

Info

Publication number: AU2020396288B2
Application number: AU2020396288A
Authority: AU
Inventors: Jürgen Kulcsar; Jens Schroeter
Original assignee: General Dynamics European Land Systems Mowag GmbH
Current assignee: General Dynamics European Land Systems Mowag GmbH
Priority date: 2019-12-05
Filing date: 2020-12-07
Publication date: 2026-03-05
Anticipated expiration: 2040-12-07
Also published as: AU2020396288A1; EP4069531C0; WO2021111002A1; JP2023505494A; DE102019133138A1; EP4069531A1; JP7600237B2; EP4069531B1

Abstract

The invention relates to a vehicle component (1) for an off-road utility vehicle (100), comprising a chassis (2) and a power train (12) that can be accommodated on the chassis (2). The power train (12) comprises two rigid axle units (3), each having a torque tube frame (4). The torque tube frames (4) are connected to one another in articulated manner by means of a roll stabiliser device (5) fastened to the chassis (2). The roll stabiliser device (5) is assigned a damper device (6) for damping a roll movement of the vehicle (100). The damper element (7) comprises a controllable damper (9). The damper device (6) comprises a control device (26) which is suitable and configured for the adjustment of a damper parameter of the controllable damper (9) according to a characteristic variable that is stored and/or can be detected by sensor.

Description

Vehicle component in particular for an off-road utility vehicle

The present invention relates to a vehicle component in particular for an off-road utility vehicle, and a method for operating a vehicle component. The vehicle component comprises at least one 2020396288

chassis and at least one drive train provided to be accommodated on the chassis and comprising at least two fixed axle units, each with at least one torque tube frame. The torque tube frames are interlinked by means of at least one antiroll bar device attached to the chassis. At least one damper device comprising at least one damper component for damping a rolling motion of the vehicle is assigned to the antiroll bar device.

This vehicle type is particularly well suited to driving in the most difficult terrains and is described for example in CH 663 767 A5. The fixed axles are configured with one tow bar device each, forming a trapezoidal torque tube frame. The torque tube frames are linked to the vehicle frame respectively chassis in a longitudinal and transverse structure via suitable control arms and by means of the antiroll bar device.

In view of this it is the object of the present invention to further enhance the riding properties of such a vehicle. What is in particular intended is, to provide a reliable option which is at the same time uncomplicated and resistant to breakdowns, to achieve optimal roll stability in a great variety of operating conditions.

This object is solved by a vehicle component having the features of claim 1. Preferred specific embodiments of the invention are the subjects of the subclaims. Further advantages and features of the present invention can be taken from the general description and the description of the exemplary embodiments.

The vehicle component according to the invention is provided for an in particular off-road capable motor vehicle, and preferably a utility vehicle. The vehicle component comprises at least one 28 Jan 2026 chassis and at least one drive train provided for accommodation on the chassis. The drive train comprises at least two fixed axle units, each having at least one torque tube frame. The torque tube frames of the at least two fixed axle units are in particular pivotally interlinked by means of at least one antiroll bar device attached to the chassis. At least one damper device comprising at least one damper component, in particular for damping a rolling 2020396288 motion of the vehicle, is assigned to the antiroll bar device. The damper component comprises, or is configured as, at least one controllable damper. The damper device comprises at least one control device which is suitable and configured to set at least one damper parameter of the controllable damper in dependence on at least one characteristic quantity. Preferably, the characteristic quantity can be obtained by sensor and/or is stored (e.g. in the control device, as a damper curve).

The vehicle component according to the invention offers many advantages. The specifically adapted damping offers a considerable advantage in dependence on the characteristic quantity. Another advantage is that the damper device is assigned to the antiroll bar device. The damping of rolling motions is thus particularly controlled and e.g. considerably more reliable than with conventional damping by means of wheel shock absorbers or frame shock absorbers. Therefore the presently presented invention considerably improves the riding characteristics, and in respect of rolling motions the vehicle is not only stabilized but optimally dampened.

Preferably, the damper component is at least partially coupled with the antiroll bar device. Thus, the damper component can dampen in particular at least one motion of at least part of the antiroll bar device, resulting from a rolling motion of the vehicle. The damper component is in particular coupled with the antiroll bar device at least partially, indirectly and/or directly.

In a particularly advantageous specific embodiment, the antiroll bar device (described in more detail below) comprises at least one 28 Jan 2026 balance beam. The balance beam is in particular coupled with the torque tube frames. The balance beam is in particular rotatably linked to the chassis by means of at least one balance beam bearing. In particular is the damper component (directly and/or indirectly) coupled with the at least one balance beam. Thus, the damper component can in particular dampen at least one rotary motion of the balance beam. It is possible and preferred for the damper component 2020396288 to be incorporated in the balance beam bearing.

Preferably, the antiroll bar device comprises at least two balance beams. Preferably, at least one damper component is provided for each of the balance beams. Both of the balance beams are in particular rotatably linked to the chassis, by means of at least one balance beam bearing each.

A particularly preferred specific embodiment provides for the characteristic quantity to define an operating position of the antiroll bar device relative to the chassis and/or relative to at least one of the torque tube frames. The damper parameter can in particular be set in dependence on at least one of such characteristic quantities.

Another specific embodiment that is likewise particularly advantageous provides for the characteristic quantity to specify a deflection of the at least one balance beam. The damper parameter can in particular be set in dependence on the deflection. It is preferred for the characteristic quantity to define at least one rotation angle position for one balance beam each and/or the difference between the rotation angle positions of the balance beams. Preferably, separate damper parameters for the balance beams can be set (by means of one damper component each). This allows a particularly advantageous adaptation of the damping to a great variety of conditions in terrains and in other operational situations.

The characteristic quantity defines in particular at least one rotation angle position of the at least one balance beam. The sensor 28 Jan 2026 device is in particular suitable and configured to directly and/or indirectly capture the rotation angle position of the balance beam, by means of at least one sensor device (or as described below).

The characteristic quantity defines at least one rotation angle position for one balance beam each, and/or the difference between the rotation angle positions of the balance beams relative to one 2020396288

another. The antiroll bar device comprises in particular at least two balance beams. At least one separate damper parameter can be set for each of the balance beams (by means of one damper component each).

In all the configurations it is preferred for the control device to be suitable and configured to continuously capture the characteristic quantity by means of at least one sensor device, and preferably in operation. The sensor device is in particular suitable and configured to capture at least one of the characteristic quantities described above. The sensor device can in particular capture at least one relative motion between at least two components which move at least partially in a rolling motion of the vehicle. At least one of the components is coupled with, or provided by, the antiroll bar device. To this end the sensor device comprises in particular at least one sensor means, e.g. at least one displacement sensor, rotation sensor respectively rotation angle sensor, distance sensor, or the like. Other suitable sensor types are likewise conceivable.

It is particularly preferred for the sensor device to comprise at least one rotation angle sensor for capturing the rotation angle position of the balance beam. Preferably, at least one rotation angle sensor is provided for each of the balance beams, so that the rotation angle positions of the balance beam can be captured in particular separately. The rotation angle sensor is preferably coupled with the balance beam. The rotation angle sensor is in particular (non-rotatably) coupled with a balance beam shaft extending through the balance beam bearing and/or incorporated in the balance beam bearing. 28 Jan 2026

The controllable damper (respectively the damper component with the controllable damper) is in particular configured as described below regarding the optionally insertable damper components. The controllable damper is in particular provided by one of the damper components described below. 2020396288

The vehicle component comprises in particular at least two damper components which can be optionally inserted in at least one takeup device of the damper device. The damper components differ by at least one damping characteristic, so that at least one damper parameter of the damper device can be set respectively adjusted by selecting the damper component.

This vehicle component again offers many advantages. A considerable advantage is provided by the optionally insertable damper components with their different damping characteristics. This is a very reliable while also structurally uncomplicated option of adapting the damper device to the intended application of the vehicle. Another advantage is that setting the damper parameters is particularly stable and trouble-free.

The antiroll bar device comprises in particular at least one balance beam. The balance beam is in particular coupled with the torque tube frames and preferably pivotally coupled for rotation about at least one axis. The balance beam is in particular rotatably linked with the chassis by means of at least one balance beam bearing. The optionally insertable damper components in particular provide, or at least form part of, the balance beam bearing. Preferably, the optionally insertable damper components are incorporated in the balance beam bearing.

At least one of the damper components is in particular suitable and configured to dampen a rotary motion of, and in particular to also bear, the balance beam. The damper component is in particular configured as a rotary damper. The rotation axis of the rotary damper in particular corresponds to the rotation axis of the balance 28 Jan 2026 beam. The damper component in particular dampens the rotary motion of the balance beam in at least one rotational direction and preferably in at least two rotational directions. The rotation axis of the balance beam extends in particular transverse to the longitudinal axis of the balance beam and preferably transverse to its beam arms. The rotation axis of the balance beam extends in particular transverse to the longitudinal axis of the chassis and in 2020396288 particular transverse to the operational forward traveling direction of the vehicle. Alternately or additionally to this configuration, at least one of the damper components may be suitable and configured to dampen motion of the balance beam transverse and in particular radially to the rotation axis of the balance beam. At least one of the damper components can in particular be configured as a combination damper which dampens both a rotary motion of the balance beam and a motion of the balance beam transverse and in particular radially to the rotation axis of the balance beam.

Preferably, the optionally insertable damper components differ at least in their elasticity and/or restoring force and/or progression and/or in their damping ratio respectively damping constant. It is possible for at least one of the optionally insertable damper components to show an at least two-stage progression and/or damping. Alternately, three or four or five or more stages are conceivable.

Preferably, the optionally insertable damper components differ at least in one property of at least one elastomer part. Thus, setting the damper parameters is particularly efficient while also uncomplicated in realization. The property preferably relates to the Shore hardness and/or the composition and/or the mass of the elastomer part. The elastomer parts may also differ in another characteristic of the material. It is also possible for the damper components to differ in the quantity of their elastomer parts. These configurations preferably relate to elastomer parts in a damper bushing and in particular in an elastomer-metal bushing. The material for the elastomer part may for example be vulcanized or unvulcanized rubber, plastic or the like. The elastomer part is in particular configured as is the elastomer layer or the elastomer 28 Jan 2026 described below.

It is preferred for the optionally insertable damper components to differ at least by their damper type. The different damper types are in particular taken from a group of damper types, comprising at least: rotary damper, linear damper, damper bushing, slotted bushing, elastomer damper, one-stage damper, two-stage damper, 2020396288

multi-stage damper, hydraulic damper, hydro-mount, electric or magnetorheological damper, active respectively controllable damper. In the present invention, a linear damper is in particular understood to mean a damper acting in a linear direction. Within the present invention, the term linear damper in particular does not relate to a linear curve of the damping force. The dampers described above are preferably configured as controllable dampers, so that the damping can be specifically set and adjusted.

At least one of the damper components preferably comprises, or is configured as, at least one damper bushing, in particular a rotary damper bushing. The damper bushing comprises in particular at least one elastomer layer disposed concentrically between at least two backing layers. In particular at least one outer backing layer and at least one inner backing layer are provided. Further backing layers may be disposed between the inner and outer backing layers. Then, at least one elastomer layer each may be disposed between the backing layers. The damper bushing may comprise at least two or at least three or more elastomer layers. The damper bushing may serve for springing as well.

Preferably, at least one outer backing layer and in particular the outermost backing layer and/or at least one elastomer layer are at least partially slotted. The damper bushing is in particular configured as a slotted bushing. The damper bushing comprises in particular at least one slot which is preferably tapered radially inwardly. An innermost backing layer is in particular configured non-slotted. The slot extends in particular axially. The backing layer may be manufactured of a metal material or a plastic or a composite or another suitable material. 28 Jan 2026

It is possible for the damper component, e.g. the damper bushing, to dampen only the motion of the balance beam transverse and in particular radially to the rotation axis of the balance beam. Then the required rotative degree of freedom is achieved for the rotatability of the balance beam in particular by means of at least one bearing unit, e.g. a sliding bearing and/or roller bearing. To 2020396288

this end, such a bearing unit is in particular disposed between the torque tube frame, for example on a journal fixedly disposed on the torque tube frame, and the damper component attached to the balance beam. Alternately it may be provided for the damper component to also provide the rotative degree of freedom for the rotatability of the balance beam. Then the damper component is in particular (also) configured as a rotary damper. Then the rotation respectively bearing is thus provided in the damper component.

The optionally insertable damper components comprise in particular at least two damper bushings differing in at least one damping characteristic. The damper bushings are preferably configured as described above. The damper bushings differ in particular in respect of their elastomer layer and/or backing layer. For example the quantity and/or composition of the backing layer and/or the elastomer layer differ. Preferably, the damper bushings differ by the Shore hardness and/or by the damping ratio of their at least one elastomer layer. It is possible for the damper bushings to be configured with different slotting.

In a preferred embodiment, at least one of the damper components comprises, or is configured as, at least one damper bushing showing at least two stages. A multi-stage, for example three-stage or four- stage damper bushing is conceivable as well. This allows particularly controlled adaptation of the damping characteristics. The damper bushing is in particular dampened in at least one first rotation angle range by means of at least one soft elastomer. The damper bushing is in particular dampened in at least one second rotation angle range following the first rotation angle range at least by means of at least one hard elastomer. Alternately or 28 Jan 2026 additionally, the two-stage damper bushing may be suitable and configured to dampen motions of the balance beam transverse, and in particular radially, to the rotation axis of the balance beam.

The harder elastomer in particular provides a stopper for the rotary motion. The stopper is in particular reached at the end of the first rotation angle range. After reaching the stopper, the second 2020396288

rotation angle range follows in particular. The stopper is in particular deformed in the second rotation angle range. The softer elastomer is in particular deformed in the first rotation angle range, up to hitting the harder elastomer. A multi-stage configuration provides for the damper bushing to preferably comprise at least three hard elastomers of different hardnesses. An elastomer is in particular provided as a stopper at the end of each of the rotation angle ranges. The elastomers are in particular disposed between at least two supporting bodies. One supporting body serves in particular for attaching to the balance beam and the other supporting body, for attaching to the chassis.

The optionally insertable damper components comprise in particular at least two damper bushings which show at least two stages and differ in at least one damping characteristic. The damper bushings are in particular configured as described above. It is possible for the damper bushings to differ in the quantity of their stages. For example, one single-stage and one at least two-stage damper bushing are provided.

It is possible and preferred for at least one of the damper components to comprise, or to be configured as, at least one hydraulically dampened damper bushing. Such a damper bushing comprises in particular at least two damper chambers interconnected by at least one valve device. The valve device controls in particular the flow rate of damper fluid from one to the other of the damper chambers. It is possible to configure the hydraulically dampened damper bushing to be adjustable. In particular can the damper force and/or different damping curves be adjusted.

The damper fluid may be configured as an electro-rheological and/or 28 Jan 2026

magnetorheological fluid. Then, the hydraulic damper bushing is in particular understood to mean an electro-rheological respectively magnetorheological damper bushing. Then the valve device comprises in particular at least one electric coil and/or at least one magnet. In all the configurations the valve device may be configured electrically and/or electromagnetically and/or electromechanically. 2020396288

The hydraulically dampened damper bushing in particular has elastic recovery by means of at least one spring device and preferably at least one elastomer. The spring device may comprise at least one gas pressure spring and/or air spring and/or torsion spring and/or coil spring and/or metal spring or the like. This allows uncomplicated while also reliable recovery of the hydraulic damper.

The hydraulically dampened damper bushing is in particular configured as a rotary damper and/or as a linear damper. It is possible for the hydraulically dampened damper bushing to be provided by a combination damper. The combination damper is in particular suitable and configured to rotatively dampen both a rotary motion of the balance beam and a motion of the balance beam transversely and in particular radially to the rotation axis of the balance beam. The combination damper may comprise at least one (hydraulic) rotary damper which is operatively coupled with at least one radially active (hydraulic) linear damper. These dampers offer considerable advantages in specific riding situations. The damper is preferably configured as a controllable damper so that damping adjustment can be controlled.

The optionally insertable damper components comprise in particular at least two hydraulically dampened damper bushings differing in at least one damping characteristic. The damper bushings are in particular configured as described above.

In an advantageous specific embodiment, at least one of the damper components is configured as, or comprises, at least one controllable damper. The damper device preferably comprises at least one control device which is suitable and configured for adapting at least one 28 Jan 2026 damper parameter of the controllable damper. The damper parameter can in particular be adapted during the ride. A controllable damper alone, and particularly in combination with the optionally insertable damper components, offers considerable improvement of the riding properties and a particularly advantageous adaptation of the damper device. The control device may also be suitable and configured to adapt at least one parameter of the springing of the 2020396288 controllable damper.

The control device is preferably suitable and configured to adjust the at least one damper parameter in dependence on at least one characteristic quantity that is stored and/or can be captured, or is captured, by sensor. This offers a particularly controlled and individual adaptation of the damping. The control device is in particular suitable and configured, in dependence on the characteristic quantity, to reduce or prevent a rolling motion of the vehicle. The characteristic quantity may for example be a state value of the antiroll bar device and may e.g. describe a deflection of the balance beam. Alternately, the characteristic quantity may relate to another state value for the chassis and/or the state of loading of the vehicle and/or may characterize the terrain. The stored characteristic quantity may be provided by at least one algorithm. It is possible to adapt the characteristic quantity by way of at least one algorithm. It may be provided for the algorithm to take into account user input and/or some other specifics.

At least one sensor device is in particular provided for capturing the characteristic quantity by sensor. The sensor device is in particular suitable and configured to capture at least one characteristic quantity for a riding maneuver and/or for the state of the antiroll bar device. The sensor device can in particular directly or indirectly capture the angular position of the balance beam and preferably the rotation angle of the balance beam.

For example, the sensor device comprises at least one rotation angle sensor to directly capture the rotation angle of the rotation axis of the balance beam. For indirect capturing, the sensor device may 28 Jan 2026 have a transmission device assigned to it, converting rotary motion of the balance beam to linear motion. An antiroll bar device comprising at least two balance beams allows to separately capture the rotation angles for each balance beam. The damper parameter for the damper can be adjusted in dependence on the rotation angle of that balance beam it is intended to dampen. 2020396288

It is possible to configure the controllable damper hydraulically. The controllable damper comprises in particular at least two damper chambers. The controllable damper comprises in particular at least one valve device connecting the damper chambers in terms of flow dynamics. The at least one damper parameter can in particular be adapted by actuating the valve device. The valve device controls in particular the flow rate of damper fluid from one into the other damper chamber. Preferably, the controllable hydraulic damper is configured, or comprises at least one, hydraulically dampened damper bushing as described above.

Alternately, the controllable hydraulic damper may be provided by the combination dampers described above. The control device is in particular suitable and configured to adjust, separately and preferably independently of one another, at least one damper parameter for damping the rotary motion of the balance beam, and at least one damper parameter for the motion of the balance beam transverse and in particular radially to the rotation axis of the balance beam. It is also possible to provide a dependent adjustment of the damper parameters. In certain riding situations it has been found that influencing the radial damping respectively (spring) rigidity in combination with rotative damping results in considerable advantages.

The applicant reserves the right to claim a method which serves for operating a vehicle component comprising at least one chassis and at least one drive train provided for accommodation in the chassis. The drive train comprises at least two fixed axle units, each having at least one torque tube frame. The torque tube frames of the at least two fixed axle units are in particular pivotally interlinked by 28 Jan 2026 means of at least one antiroll bar device attached to the chassis. At least one damper device in particular for damping a rolling motion of the vehicle, is assigned to the antiroll bar device. At least one of at least two damper components insertable into at least one takeup device of the damper device is selected for adapting the roll stability to equipment with add-on units and/or to the state of loading of the utility vehicle and/or to a terrain profile travelled 2020396288 and/or to at least one intended application of the utility vehicle. Then the selected damper component is inserted in the takeup device.

This method again offers considerable improvement to the roll stability of the utility vehicle. The insertable damper components are preferably configured for the vehicle component according to the invention as described above. The method serves in particular to operate the vehicle component described above. The vehicle component described above is in particular suitable and configured for operation using the method according to the invention.

In a particularly preferred configuration, the antiroll bar device comprises at least two balance beams. The balance beams are in particular rotatable about a shared (imaginary) rotation axis. The balance beams are in particular disposed on opposite longitudinal faces of the chassis. The balance beams are in particular coupled with two torque tube frames each. The balance beams are in particular coupled with one torque tube frame each of at least one front axle unit and simultaneously, with a torque tube frame of at least one rear axle unit.

At least one balance beam bearing is in particular provided for each of the at least two balance beams. Each of the balance beams is in particular rotatably linked to the chassis by means of at least one dedicated balance beam bearing. In all the configurations it is particularly preferred for the balance beams to rotate at least partially independently of one another. The at least two balance beams are in particular not interconnected non-rotatably by means of a shaft or the like.

At least two optionally insertable damper components each, differing 28 Jan 2026

in at least one damping characteristic, are in particular provided for the balance beams. The optionally insertable damper components comprise, in particular for the at least two balance beams, a pair respectively a group of damper components showing identical damping characteristics. Thus, all the provided balance beams of the antiroll bar device can be equipped with similar respectively identical damper components. 2020396288

The balance beam comprises in particular at least two beam arms extending from the balance beam bearing. The balance beams comprise in particular at least two beam arms each, wherein the balance beams are coupled with a shared torque tube frame by one of the beam arms. The balance beams are coupled with one shared torque tube frame by one of the beam arms each.

The beam arms have disposed thereat, at least one coupling point for pivotally linking to the torque tube frame in particular by means of at least one push rod. At least one coupling point each for pivotally linking the push rod is in particular disposed on the torque tube frame.

The torque tube frame in particular constitutes an axle body of the fixed axle unit and it is preferably configured as a tow bar or similar to a tow bar. The torque tube frame is in particular linked to the chassis for movement like a tow bar. The torque tube frames are in particular movably attached to the chassis by means of at least one joint device each, presently referred to as a central joint. The central joints may be configured as ball joints and/or spherical joints and/or rubber pads or the like. The central joints are preferably linked to a transverse tube of the torque tube frame. The joint device serves in particular as a longitudinal guide of the torque tube frame respectively the tow bar. The drive train comprises in particular at least two fixed axle units provided to be driven.

Preferably the central joint substantially absorbs longitudinal forces and in particular while ensuring the axis movements of 28 Jan 2026 compressing (rotation around the y-axis of the vehicle coordinate system) and crossing (rotation around x-axis). In order to transversely guide the torque tube frames or the tow bars, the fixed axle units preferably comprise at least one transverse guide each. The transverse guide comprises in particular at least one bar linkage device, which is likewise connected with the chassis respectively the superstructure by means of joints. The transverse 2020396288 guide may comprise, or be configured as, at least one Panhard rod and/or Watt linkage and/or at least one scissors guide.

The fixed axle units described above are preferably provided both for the front axle unit and for the rear axle unit. The fixed axle units are preferably interlinked via at least one pivotable balance beam of the antiroll bar device. The balance beam is in particular rotatably linked to the chassis. The fixed axle units are in particular pivotally linked, respectively articulated, to the balance beam through at least one joint each.

In all the configurations it is preferred for the fixed axle units to be configured as, or at least to comprise, a De-Dion axle. It is also conceivable for at least one of the fixed axle units to be configured as, or at least to comprise, a De-Dion axle. In particular the transmission components provided for driving the vehicle and for example a differential gear are disposed external of the torque tube frames. This allows to particularly advantageously reduce unsprung respectively undamped masses. Preferably, a drive connection, which serves to drive the pertaining fixed axle unit and which is in particular operatively coupled with a gear transmission, is disposed external of the torque tube frame respectively of an axle tube. The fixed axle units in particular comprise at least one fixed axle each. Alternately it is possible for the fixed axle units to be configured as, or to comprise, at least one semi-fixed axle, for example a semi-independent suspension or the like.

The fixed axle units preferably comprise at least one differential gear each. The differential gears are preferably disposed external of the torque tube frames. Alternately, other drive connections may 28 Jan 2026 be disposed external of the torque tube frame. The differential gear may also be referred to as an axle differential.

The drive train in particular comprises at least one gear transmission with at least one main transmission and/or at least one transfer gear. The gear transmission in particular provides, for each driven fixed axle unit, at least one differential gear. The 2020396288

differential gear can in particular be at least partially or entirely locked. The differential gear may be configured to prohibit locking respectively open. The transfer gear may also comprise at least one differential gear, which can in particular be not locked, at least partially or entirely, or not at all. The main transmission may be configured as a manual or semi-automatic or fully automatic transmission. The main transmission comprises in particular, or is configured as, a manual transmission. The drive train may comprise at least one wheel. The main transmission and/or the transfer gear and/or the differential gear are in particular disposed fixedly on the frame.

The antiroll bar device has in particular at least one spring device assigned to it which is suitable and configured to directly and/or indirectly support rotary motions of the balance beam. For example a rotative support is conceivable. It is also possible for the spring device to be coupled with the balance beam by way of at least one transmission device, which transmission device converts rotary motion of the balance beam to linear motion for the spring device. The spring device comprises in particular at least one spring. A spring device is in particular understood to mean springs and other suitable types of energy storing devices.

The optionally insertable damper components are in particular suitable and configured to be optionally inserted into the same takeup device. The optionally insertable damper components show in particular the same fitting dimensions and/or identical fitting devices in terms of installation in the takeup device. It is possible for the damper components to comprise, or be provided by, at least one spring device each. The damper components are in 28 Jan 2026 particular suitable and configured for both dampening and springing.

The damper components each comprise in particular at least two damper parts movable relative to one another. At least one first damper part is in particular operatively coupled with the chassis. The first damper part may be directly coupled with the chassis, and/or indirectly coupled with the chassis by means of the antiroll 2020396288

bar device. At least one second damper part is in particular operatively coupled with at least one of the torque tube frames. The second damper part may be directly coupled with the torque tube frame and/or indirectly coupled with the torque tube frame by means of the antiroll bar device. The movements of the two damper parts can be dampened.

It is possible and preferred for each of the damper components to comprise, or be configured as, at least one rotary damper. Alternately the damper components may each comprise, or be configured as, at least one linear damper. Then, in particular at least one transmission device is provided which converts the rotary motion of the balance beam to a motion suitable for the damper.

Another vehicle component according to the invention comprises at least one chassis and at least one drive train provided for accommodation on the chassis. The drive train comprises at least two fixed axle units, each having at least one torque tube frame. The torque tube frames of the at least two fixed axle units are in particular pivotally interlinked by means of at least one antiroll bar device attached to the chassis. At least one damper device is assigned to the antiroll bar device, in particular for damping a rolling motion of the vehicle. The damper device comprises at least one controllable damper. The damper device comprises in particular at least one control device which is suitable and configured to adapt, in particular continually, at least one damper parameter of the controllable damper in particular during operation (in particular while the vehicle is in driving mode).

In preferred specific embodiments the controllable damper is 28 Jan 2026

configured as described above for the vehicle component according to the invention. The control device can preferably select the controllable damper as described above. This vehicle component again offers considerable improvements to the riding properties and many advantages in setting and adjusting the damping.

Further advantages and features of the present invention can be 2020396288

taken from the description of the exemplary embodiments which will be discussed below with reference to the enclosed figures.

The figures show in:

Figure 1 a schematic illustration in an oblique, perspective top view of a utility vehicle with a vehicle component according to the invention;

Figure 2 a schematic detail illustration of the vehicle component of Fig. 1;

Figure 3 a schematic illustration in a side view of a damper component of the vehicle component;

Figure 4 a schematic illustration in a perspective view of a further damper component of the vehicle component;

Figure 5 a schematic illustration in a side view of a further damper component of the vehicle component; and

Figure 6 a schematic illustration of a damper device of the vehicle component.

Figure 1 shows a vehicle component 1 according to the invention for an off-road capable utility vehicle 100, exemplarily configured as 4x4, and illustrated in part only. The vehicle subassembly 1 comprises a chassis 2 and a drive train 12 with a drive motor and a transmission device. For better comprehension, only the half shafts 53 and the final reduction gears 301 of the transmission device are shown. The drive train 12 is equipped with two fixed axle units 3, 28 Jan 2026 comprising a first axle unit configured as a front axle unit, and a second axle unit configured as a rear axle unit.

For example, the transmission device is equipped with a main transmission, not illustrated, which is connected with the drive motor by means of a shaft and linked to a transfer gear. The transfer gear is e.g. directly coupled with a differential gear of 2020396288

the rear axle unit. This results in what is called a transaxle construction. Then, the engine is disposed in front, and the main transmission and the transfer gear, on the driven rear axle unit. Moreover, the transfer gear is coupled with a differential gear of the front axle unit. Then, the differential gears are coupled by means of half shafts 53 with the wheels respectively their final reduction gears 301.

The fixed axle units 3 shown are equipped with one Watt linkage 300 each. Other suitable stabilizer types may be provided as well. Moreover, the front axle unit is equipped with springs 302, assembled to form a suspension strut, and shock absorbers 303. The rear axle unit shown is equipped with four springs 302 and two shock absorbers 303.

The fixed axle units 3 comprise one torque tube frame 4 each, which comprises a transverse axle 14 extending between the wheels, and two push tubes 24 linked to the transverse axle 14 . The torque tubes 24 of a torque tube frame 4 extend lengthwise in the direction of the vehicle center where they are connected by means of a transverse tube 34.

The configuration shown provides for the transmission device with its torque-transmitting components to be disposed external of the torque tube frame 4. The differential gears are attached to the chassis 2 separately from the transverse axles 14 of the torque tube frames 4. Thus, the fixed axle units 3 are configured in a De-Dion axle structure. The half shafts 53 provided for the drive extend likewise external of the torque tube frames 4.

The chassis 2 is configured as a ladder-type frame and comprises a 28 Jan 2026

longitudinal beam 42 on the right and on the left. The longitudinal beams 42 are interconnected at their ends through suitable cross struts. In a central region the longitudinal beams 42 are also connected with a traverse 15 pertaining to an antiroll bar device 5. In the configuration shown the traverse 15 is provided by two parallel, spaced apart traverse members. The ladder-type frame may show further cross struts or reinforcements, not described. 2020396288

The torque tube frames 4 are movably attached to the chassis 2 by means of a central joint 43. The central joints 43 are linked to the transverse tubes 34 and the traverse 15, and configured for example as ball joints or spherical joints or as rubber pads. This allows particularly extensive crossing of the axle units 3 or the wheels, so that even large obstacles can be crossed.

An antiroll bar device 5 is provided to achieve particularly good driving stability and off-road capabilities. This achieves considerable reduction of rolling motions in vehicle operation or when passing over obstacles. The antiroll bar device 5 comprises two opposite balance beams 35, which are rotatably supported on a longitudinal beam 42 by means of a balance beam bearing 25 each.

The torque tube frames 4 of the front axle unit and the rear axle unit are linked to one balance beam 35 each. To this end, a roll stabilization strut 45 is disposed between the balance beam 35 and the pertaining torque tube frame 4. This linking to two shared balance beams 35 allows considerable crossings of the torque tube frames 4 while counteracting unfavorable rolling motions.

To not only stabilize the vehicle 100 relative to rolling motions but to also dampen the rolling motions, the antiroll bar device 5 has a damper device 6 assigned to it. The damper device 6 shown comprises two damper components 7, so that each of the balance beam bearings 25 is equipped with a damper component 7. The utility vehicle 100 shown has damper components 7 each configured as controllable dampers 9, as is described in detail with reference to the Figure 6. 28 Jan 2026

To optimally adapt the damper device 6 to the operating conditions, for example to the equipment or load of the vehicle 100 or to the terrain, a damper parameter of the controllable damper 9 is set in dependence on a characteristic quantity captured by means of a sensor device 36. 2020396288

Moreover, various damper components 7 are selected and installed. To this end, the optionally insertable damper components 7 are configured so that they can be inserted in a takeup device 16, not shown in detail, in the longitudinal beams 42 respectively in the balance beam bearing 25. The damper components 7 are e.g. furnished with the same dimensions and the same fitting devices to enable safe and uncomplicated replacement. Thus, depending on the requirements, certain damper components 7 are selected to thus modify one or more damper parameters.

The Figure 2 shows a damper component 7 configured as a damper bushing 17. Moreover, the exploded view also shows the longitudinal beam 42 and the takeup device 16 for the damper component 7. The damper bushing 17 shown comprises an outer backing layer 27 and an inner backing layer 27, between which an elastomer layer 37 is disposed. For example, the balance beam is linked to the inner backing layer 27. The bushing 17 is inserted in the takeup device 16 with the outer backing layer 27.

The damper bushing 17 may be provided for damping only radially to the rotation axis of the balance beam 35. Then, e.g. a sliding bearing or roller bearing is disposed between the inner backing layer 27 and a journal attached to the torque tube frame, for the rotative degree of freedom. Such a bearing may also be provided between the balance beam 35 and the outer backing layer 27. Alternately it is possible for the rotatability respectively the bearing to be provided by the damper bushing 17.

Different damper parameters may be implemented in relation to the quantity of elastomer layers 37 and backing layers 27, or in 28 Jan 2026 relation to the composition and for example the Shore hardness of the elastomer layer 37. For adapting the damping characteristics, the bushing 17 shown may be replaced by other damper components 7 insertable in the takeup device 16, as they are for example shown in the Figures 3 to 6.

Figure 3 shows an optionally insertable damper component 7, 2020396288

presently configured as a damper bushing 17 respectively slotted bushing. To this end, for example an arrangement of backing layers 27 and one or more elastomer layers 37 is provided, as shown in the Figure 2. Here, a slot 47 extends through the outer backing layer 27 and the elastomer layer 37, tapering radially inwardly. The bushing 17 shown offers for example a harder or softer damping of the balance beam 35. Thus, adapting the damper properties may be controlled by inserting this bushing 17 in the takeup device 16.

Figure 4 shows another optionally insertable damper component 7, which is configured as a two-stage damper bushing 57. To this end, two elastomers 67, 77 showing different hardnesses are disposed between inner and outer supporting bodies 87. The outer supporting body 87 is for example linked to the chassis 2 and the inner supporting body 87, for example to the balance beam 35. The damper component 7 shown may be inserted in the takeup device 16 interchangeably with the other damper components 7 shown. The two- stage damper bushing 57 serves as a rotary damper, and preferably also allows damping in the radial direction to the rotation axis of the balance beam.

When the balance beam 35 rotates due to a rolling motion 100, its rotary motion is firstly dampened by the softer elastomer 67 in a first rotation angle range. At the end of the first rotation angle range, the softer elastomer 67 then abuts the harder elastomer 77. Given a correspondingly stronger rolling motion, the bushing 57 is then moved beyond the first rotation angle range into a second rotation angle range. Then, in the second rotation angle range, damping is effected by the harder elastomer 77. Thus, controlled progression in the characteristic damper curve is achieved. Thus, 28 Jan 2026 for example smaller rolling motions can be dampened particularly softly, while avoiding bottoming out or insufficient damping in the case of larger rolling motions.

Figure 5 shows an optionally insertable damper component 7, which is presently configured as a hydraulically dampened damper bushing 8. To this end, two damper chambers 19 linked by means of a valve 2020396288

device 29 are provided. A rotary motion of the balance beam 35 causes damper fluid to flow from one to the other damper chamber 19, wherein the valve device 29 specifies the flow rate and thus the damper force. The hydraulically dampened damper bushing 8 is presently configured as a combination damper. Alternately, the damper bushing 8 may be configured as a rotary damper only.

Then the valve device 29 may show a fixedly predetermined flow rate, or a settable flow rate. To enable, or at least support, restoring the deflected damper bushing, a spring device 18, for example an elastomer, is provided. The hydraulic damper bushing 8 shown may be inserted in the takeup device 16 interchangeably with the other damper components 7 shown.

The Figure 6 shows a damper device 6 which has a damper 9 controllable by means of a control device 26. The controllable damper 9 shown has two damper chambers 19 which are flow-connected by means of a valve device 29. The control device 26 can select the valve device 29 so as to adjust e.g. different characteristic damper curves. Other constructions of controllable dampers 9 are likewise conceivable, with which to adapt one or more damper parameters by means of the control device 26. The controllable damper 9 shown is configured as a combination damper. Alternately, the controllable damper 9 may be configured as a rotary damper only. For example, in the chassis 2 described with reference to the Figure, each of the balance beams 35 is dampened by means of a controllable damper 6.

The control device 26 shown is operatively coupled with a sensor device 36. The sensor device 36 senses for example a characteristic quantity for a riding maneuver and preferably a rotation angle for 28 Jan 2026 each of the balance beams 35. To this end, each balance beam 35 is provided with a rotation angle sensor. The characteristic quantity captured by the sensor device 36 is then provided for the control device 26. It selects the two dampers 9 in dependence on the characteristic quantity so that, in relation to the deflection of the pertaining balance beam, an adapted damper force is provided for each damper 6 separately. The controllable damper shown may be 2020396288 inserted in the takeup device 16 interchangeably with the other damper components 7 shown.

The damper components 7 shown are for example selected and installed in the takeup device 16 based on equipment with add-on units, or dependent on the loading state of the utility vehicle, and taking into account a terrain profile intended to be traversed. Thus, an optimal damping of rolling motions and thus particularly high roll stability is achieved in a great variety of operating conditions.

In this specification, the terms "comprise", "comprises", "comprising" or similar terms are intended to mean a non-exclusive inclusion, such that a system, method or apparatus that comprises a list of elements does not include those elements solely but may well include other elements not listed.

In this specification, terms such as upward, downward, horizontal and vertical, and their grammatical derivatives, are used to describe the invention in its normal orientation and are not to be construed to limit the invention to any particular orientation.

The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that the prior art forms part of the common general knowledge.

It should be appreciated that various other changes and modifications may be made to the embodiments described without departing from the spirit or scope of the invention.

List of reference numerals: 28 Jan 2026

1 vehicle component 2 chassis 3 fixed axle unit 4 torque tube frame 5 antiroll bar device 6 damper device 2020396288

7 damper component 8 damper bushing 9 damper 12 drive train 14 transverse axle 15 traverse 16 takeup device 17 damper bushing 18 spring device 19 damper chamber 24 torque tube 25 balance beam bearing 26 control device 27 backing layer 29 valve device 34 transverse tube 35 balance beam 36 sensor device 37 elastomer layer 42 longitudinal beam 43 ball joint 45 roll stabilization strut 47 slot 53 half shaft 57 damper bushing 67 elastomer 77 elastomer 87 supporting body 100 utility vehicle

300 Watt linkage 28 Jan 2026

301 final reduction gears 302 coil spring 303 shock absorber

Claims

Claims:

1. Vehicle component in particular for an off-road utility vehicle , comprising at least one chassis and at least one drive train that can be accommodated on the chassis, the drive train comprising at least two fixed axle units having at least one torque tube frame each, wherein the torque tube frames of 2020396288

the at least two fixed axle units are pivotally interlinked by means of at least one antiroll bar device attached to the chassis, and wherein at least one damper device comprising at least one damper component is assigned to the antiroll bar device for damping a rolling motion of the vehicle, wherein the damper component comprises at least one controllable damper, and that the damper device comprises at least one control device, which is suitable and configured to set at least one damper parameter of the controllable damper in dependence on at least one characteristic quantity, comprising at least two damper components which can be used interchangeably in at least one takeup device of the damper device and which differ in at least one damping characteristic, so that at least one damper parameter of the damper device can be set and adjusted by selecting the damper component.

2. The vehicle component according to the preceding claim, wherein the characteristic quantity can be obtained by sensor and/or is stored and wherein the characteristic quantity defines an operating position of the antiroll bar device relative to the chassis and/or relative to at least one of the torque tube frames and wherein the control device is suitable and configured to capture the characteristic quantity by means of at least one sensor device.

3. The vehicle component according to any one of the preceding claims, wherein the damper component is at least partially coupled with the antiroll bar device, so that at least one motion of at least part of the antiroll bar device resulting from a rolling motion of the vehicle can be dampened by means 28 Jan 2026 of the damper component.

4. The vehicle component according to any one of the preceding claims, wherein the antiroll bar device comprises at least one balance beam, which is coupled with the torque tube frames and is rotatably linked to the chassis by at least one balance beam bearing, and wherein the damper component is coupled with 2020396288

the at least one balance beam, so that at least one rotary motion of the balance beam can be dampened by means of the damper component.

5. The vehicle component according to any one of the preceding claims, wherein the antiroll bar device comprises at least two balance beams, for each of which at least one damper component is provided.

6. The vehicle component according to any one of the preceding claims, wherein the antiroll bar device comprises at least one balance beam, which is coupled with the torque tube frames and is rotatably linked to the chassis by means of at least one balance beam bearing, and wherein the characteristic quantity specifies a deflection of the at least one balance beam.

7. The vehicle component according to any one of the preceding claims, wherein the characteristic quantity defines at least one rotation angle position of the at least one balance beam.

8. The vehicle component according to any one of the two preceding claims, wherein the antiroll bar device comprises at least two balance beams, and wherein the characteristic quantity defines at least one rotation angle position for one balance beam each and/or a difference of the rotation angle positions of the balance beam to one another, and wherein separate damper parameters can be adjusted for each of the balance beams (by means of one damper component each).

9. The vehicle component according to any one of the four preceding claims, wherein the sensor device comprises at least 28 Jan 2026 one rotation angle sensor for capturing the rotation angle position of the balance beam, and wherein preferably at least one rotation angle sensor each is provided for the balance beams, so that the rotation angle positions of the balance beams can be captured separately.

10. The vehicle component according to any one of the preceding 2020396288

claims, wherein the control device is suitable and configured to adapt the at least one damper parameter of the controllable damper during operation.

11. The vehicle component according to any one of the preceding claims, wherein the controllable damper is configured hydraulically, and comprises at least two damper chambers and at least one valve device connecting the damper chambers in terms of flow dynamics, and wherein the damper parameter can be adapted by actuating the valve device.

12. The vehicle component according to any one of the preceding claims, wherein the insertable damper components are incorporated in a balance beam bearing of the antiroll bar device.

13. The vehicle component according to any one of the preceding claims, wherein the insertable damper components differ at least in their elasticity and/or restoring force and/or progression and/or in their damping ratio.

14. The vehicle component according to any one of the preceding claims, wherein the insertable damper components differ at least in one property of at least one elastomer part, and wherein the property relates to the Shore hardness and/or the composition and/or the mass of the elastomer part.

15. The vehicle component according to any one of the preceding claims, wherein the insertable damper components differ at least by their damper type.

16. The vehicle component according to any of the preceding 28 Jan 2026

claims, wherein at least one of the damper components comprises at least one damper bushing with at least one elastomer layer disposed concentrically between at least two backing layers, and in particular wherein at least one outer backing layer and/or the elastomer layer are at least partially slotted. 2020396288

17. The vehicle component according to any one of the preceding claims, wherein at least one of the damper components comprises at least one at least two-stage damper bushing, which is dampened in at least one first rotation angle range by means of at least one soft elastomer, and in at least one second rotation angle range following the first rotation angle range at least by means of at least one hard elastomer.

18. The vehicle component according to the preceding claim, wherein the insertable damper components comprise at least two damper bushings differing in at least one damping characteristic and having at least two stages.

19. The vehicle component according to any one of the preceding claims, wherein at least one of the damper components comprises at least one hydraulically dampened damper bushing, which is preferably restorable by means of at least one spring device, in particular at least one elastomer.

20. The vehicle component according to the preceding claim, wherein the insertable damper components comprise at least two hydraulically dampened damper bushings differing in at least one damping characteristic.