看到在讨论横向稳定杆(anti-roll bar/sway bar)，贴个新技术

mave_w

其实原理很简单，将一根sway bar从中间切开，然后通过一个控制机构向两侧施加扭矩而已。
通过ECU控制，可以实现实时连续的anti-roll stiffness调整。这样一辆车可以同时拥有良好的弯道性能、舒适性、通过性。
这几乎是一项革命性的技术，这意味着悬挂设计时可以将ride和roll设计完全分开。而且不再需要考虑如何去兼顾不同路况下的使用。

说起来，我还挺奇怪为什么之前没人想到过这个主意。不过好像Jeep的车上有sway bar lock，不知道是不是用类似的方法。



Global braking and chassis systems specialist BWI Group has developed a new ultra-compact version of its Active Stabiliser Bar System (ASBS) that helps to provide exceptional handling combined with best-in-class ride. The new system brings additional comfort benefits in addition to improving the dynamic abilities of the vehicle. The breakthrough has been achieved by developing a unique architecture that also reduces system weight by around 30 percent.

A traditional stabiliser bar (anti-roll bar) improves vehicle stability through corners by reducing roll angle and managing the tyre to road interface. Heavy vehicles with a high centre of gravity, such as SUVs (Sport Utility Vehicles), typically require stiff, large diameter stabiliser bars but these will substantially reduce ride comfort and refinement and can also reduce traction in some conditions. Conventional stabiliser bars also restrict wheel travel, potentially compromising off-road behaviour, and can create an effect known as ‘head toss' that can be particularly uncomfortable in vehicles where the occupants are seated high.

BWI’s ASBS technology minimises all of these issues by splitting the conventional stabiliser bar in the middle. At the intersection of the two roll-bar sections, a computer-controlled actuator applies a variable level of torque. When the vehicle is travelling in a straight line, the system effectively de-couples the stabiliser bars from the vehicle, improving ride comfort and allowing large wheel articulation to increase off-road ability. In a corner, roll-stiffness is instantly increased by applying torque to each end of the bar. For the new generation system, BWI has developed a Twin Channel architecture that links the control of front and rear roll stiffness to give real-time control of the vehicle’s tendency to understeer or oversteer.

“Our system allows vehicle manufacturers to adjust the front-rear balance in real time so that the understeer or oversteer characteristics are continuously optimised for the demands of each driving situation,” explains Olivier Raynauld, BWI’s Manager, Forward Engineering Controlled Suspensions. “This means that the same vehicle can be agile in the city at low speeds, stable on the highway at higher speeds and provide improved stability during lane changing by adapting to help initiate the turn then resisting overshoot afterwards.”

Head toss occurs when the vehicle negotiates road undulations that are out of phase between left side and right side wheels, causing the occupants’ heads to be tossed alternately left and right across the vehicle; it is often made worse by stiff stabiliser bars in conjunction with soft springs and dampers.

BWI has also eliminated the tendency of pressurised actuators to exhibit a dead band (known as a discontinuity) around their centre position; an issue that otherwise necessitates complex management. “Existing systems control the flow of fluid between two sides of an actuator,” says Raynauld. “We control the pressure difference between the two sides and that means we avoid a discontinuity at the central position.”

BWI claims that the improvements are so significant that the new system can deal with all the vehicle roll angle and roll velocity inputs, leaving the springs and dampers to deal with just vertical inputs and eliminating a major source of compromise in the ride and handling balance. The twin channel approach is suitable for both linear and rotary actuators and will improve the comfort and stability of most vehicle types including sports cars, luxury cars and SUVs. The first production application of new generation roll control system is scheduled for 2012. BWI currently supplies roll control systems for the Land Rover Discovery and the Range Rover Sport.

BWI also supplies a wide range of other chassis control technologies to various vehicle manufacturers worldwide including electronic stability systems, variable damping systems and antilock braking systems.

qizhulvyou

跟主动悬架的机理一样否？

Jeney2010

好好看下 目前对转向专业英语还不是很清楚

克里米亚

就是防倾杆中间装了一液压限制扭转离合器
直路断开 两边全独立 舒适性好
过弯时合上 限制侧倾 过弯稳定性强
最早见宝马7系
NB之处是可以无极调控两边传递的扭矩
达到无侧倾转弯

ahu459535497

专业英语要求高啊，有中文版的吗？

huiliang82

这个新技术在哪个车子上有应用啊，看起来还不错

highlanders

这个技术在JEEP的牧马人车型上早已应用
貌似供应商是美国车桥，不过不知道他是不是拥有专利

auto2010

这个就是所谓的主动稳定杆，宝马有这方面技术

qqharlem

全球底盘及制动系统专业制造商BWI公司已开发出超紧凑主动稳定杆系统（简称ASBS），该系统有助于产生优越的操控性能以及极佳的舒适性。新主动稳定杆系统除改善动力性能外，还具备更多舒适性方面的好处。该项技术突破是通过开发一种独特的结构完成的，同时该机构使系统重量降低了大约30%。

    传统稳定杆（防倾杆）通过减少侧倾角度以及设法使轮胎贴近地面的方式改善车辆在转弯能力。重心高的重型车辆，比如SUv,往往需要大刚度，大直径稳定杆，但是会大大降低驾驶舒适性，完美性，在某些情况下也会减少牵引力。传动稳定杆也限制了车轮的跳动，有可能损害越野能力，引起“抬头”现象，这种状况会让在车内的人感觉特别不舒服，车内的乘客座位被抬高。
    BWI公司的主动稳定杆系统技术通过将传统稳定杆在中间分开，最大程度地避免了上述问题。电脑控制执行器向两段稳定杆断开处施加一个大小可变的扭矩。当车辆直线行驶时，系统可以有效地将两段稳定杆与车辆分开，从而提高乘坐舒适性，允许车轮大幅跳动，提高车辆越野能力。在弯道处，通过向稳定杆的各端施加扭矩，侧倾刚度骤然加大。针对该新一代主动稳定杆系统，BWI已开发双通道结构，该结构可以将前后悬架侧倾刚度的控制联系在一起，从而对车辆的不足转向，过度转向趋势进行实时控制。“我们的系统可以让汽车制造商实时调节前后悬架的平衡，因此不足转向以及过度转向特性可以根据每个驾驶情况的需要进行连续优化，BWI的前悬技术控制悬架经理奥利维尔*雷诺尔德表示，“也就是说，同一辆车可以在城市灵活地低速行驶，可以在高速公里较高车速下稳定行驶，还可以在车道变换的情况下，通过适应辅助转弯，然后克服向后过冲，提高操作稳定性。车辆越过左右侧车轮之间异相的起伏路面时，出现抬头现象，引起乘客头部在车辆内左右交替摇晃。在与软弹簧以及减震器配用的硬稳定杆上，这种情况往往更加严重。
    BWI公司同时避免了执行器压力过大的可能性，出现死去的情况（称为不连续性）在中心位置。否则就会是管理复杂成为必然。”目前流体控制系统在两个执行器两边之间的流体。“雷诺尔德表示，”我们控制执行器两边的压力差，也就是说在中心位置，我们避免了控制中断的情况。
    BWI宣称这项技术非常重要，新系统可以响应所有侧倾角，侧倾速度输入，从而使弹簧，减震器克服垂直输入排除舒适性与操控性平衡之间需要妥协的主要原因。双通道方式适合于直管，圆形执行器，会改善大多数汽车的舒适性稳定性，包括跑车，高端轿车以及SUV。第一批新一代侧倾控制应用系统计划在2012年量产。
BWI目前为路虎发现者，路虎览胜运动版供应侧倾控制系统。
    BWI也向全球各汽车制造商供应其他底盘控制技术，包括电子稳定系统，可变阻尼减震系统，防抱死系统。


这个主意，个人觉得不是想不出来，而是实现过程需要创新。后面几段翻译有些地方有些牵强，有时间再完善。

ddhlwj

我以前想过断开式...但是细节方面，能力有限....看到这个眼前一亮啊！...学习！

云枫

没有再详细的资料啊  崩溃

sars3544

成本啊  想法应该说很早就有了  技术性实现功能的 也不是特别难  关键还是成本  和使用寿命 稳定性

sxljlj

好像类似KDSS