DE102007052468A1 - Bearing bush arrangement for transverse stabilizer has serially connected bearing bush units with which driver's cab is sprung relative to vehicle chassis; transverse stabilizer is mounted by bearing bush units relative to both cab, chassis - Google Patents

Abstract

The arrangement has at least two serially connected bearing bush units (24,26) with which the driver's cab (2) is sprung relative to the vehicle chassis (4) so that the transverse stabilizer (12) is mounted by bearing bush units relative to the cab and the chassis, resulting in increased vibration isolation between the cab and the chassis.

Description

Technical part

The The present invention relates to a bushing arrangement for a Anti-roll bar.

background

severity Vehicles, e.g. Trucks, often have a cabin, the relative to the frame of the vehicle at three or four different points suspended resiliently is.

severity Vehicles of the above mentioned Kinds often a driver's cab suspended on the frame of the vehicle and tiltable relative to it. The cabin is tiltable to access the Engine to wait and for Allow repairs as needed. The cabin is, usually at the rear edge, e.g. by an air spring arrangement or by a mechanical coil spring of a conventional type suspended.

such Vehicles are common provided with a stabilizer bar, whose task is to To reduce rolling movements of the cabin and the different types to dampen from resilient movements, at the various suspension points between the cabin and the frame can occur. In such cases, one usually includes front anti-roll bar a transverse torsion bar, which has at each of its axial ends connecting arms, the in the longitudinal direction of the vehicle are aligned. The connecting arms are at theirs one end relative to the cabin and at its other end to the frame stored directly or indirectly.

The for the The purpose of bearing types used are sliding, ball and roller bearings. Transfer these bearings Vibrations and the like, while not desirable is that the anti-roll bar transmits them. This is because of that they do not dampen some spring movements while at the same time Torsion rotation in the Verbindungsarmbefestigungen almost lossless are. However, the rigid structure of the bearings has disadvantages itself, such as to allow vibrations from the frame be forwarded to the cabin that affect the driver.

A usual alternative solution is to use rubber bushes. Bushings are included Anti-roll bars used to transmit vibrations from the frame to the cabin. A stiff bearing bush has a low suitability for the isolation of spring movements and can therefore lead to insufficient spring comfort. A softer bushing has good insulation properties, which in terms of the point of view vibration and comfort, but it has worse Strength properties and also absorbs suspension energy, with the consequent risk of limiting the function of the anti-roll bar. A bushing with medium stiffness between the two above mentioned species can bring the risk, vibrations, which are excited by removing the front axles, frame vibrations or the like to create.

An example of a bushing for a stabilizer bar is in SE 502 395 C2 Reference is made, in which an apparatus for suspending a sprung cab is described relative to a vehicle frame, which comprises a transverse stabilizer having two connecting arms, which are aligned substantially in the longitudinal direction of the vehicle. The link arms are supported relative to the cab or frame by a bushing of different stiffness in mutually perpendicular radial directions. The bushing comprises an elastic means having two vertically diametrically opposed elastic units between housings which are respectively arranged relative to the connecting arm and the cab / frame such that an associated cavity is provided in the longitudinal direction of the vehicle. The configuration of the elastic means is such that its spring constant in the vertical direction of the vehicle is greater than the spring constant in the longitudinal direction of the vehicle.

One Problem with bushings of this type is that it is desired to use a rigid bushing, which has a low insulation of vibration and therefore insufficient spring comfort to lead can. Another problem with bushings of this type is that the elastic means at its in the transverse direction of the vehicle fixed ends, which means that the elastic Mean shear forces and torsional moments is exposed when the cabin for a Access to the engine is tilted.

Brief description of the invention

The problem associated with the desire to use a rigid bushing, which has little ability to isolate spring travel and therefore can result in insufficient spring comfort, is achieved by providing a bushing arrangement for a stabilizer bar in the suspension of a sprung cab relative to a vehicle frame with the anti-roll bar being arranged for rotation relative to both the cab and the frame, and comprising two connecting arms substantially in the longitudinal direction aligned and arranged on their respective sides of a longitudinal vertical plane through the center of the vehicle, said connecting arms are fixed together by a transverse torsion bar, the cab being sprung relative to the vehicle frame via at least two bearing bush units connected in series it follows that the anti-roll bar is sprung with respect to both the cab and the frame by bearing bush units, wherein at least one of the cabin suspensions, preferably one of its front suspensions, according to the invention is formed.

The The fact that the bushing assembly described in claim 1 Has properties leads to the advantage of achieving a softer spring behavior, i. an enlarged vibration isolation between the cabin and the frame, something from the point of view the vibration and comfort is beneficial, without the rigidity and Strength reduce the bearing bush unit and without their absorption of To increase spring energy.

The Problem of being located at its in the transverse direction of the vehicle Ends attached elastic means thereby being subjected to shearing forces if the cabin for an access to the engine is tilted, is described by the in the dependent claims Properties solved. This results from the fact that the bearing bush unit is stored, what brings with it the advantages that the cab tilts can be without noticeable wear of the bearing bush unit (which means that the service life of the bushing unit extended can be). This embodiment of the bearing bush arrangement means that a larger total amount of rubber in the suspension can be installed, whereby their service life also extended becomes.

Short list of drawings

The The invention will be described below with reference to the accompanying drawings described in more detail, wherein:

1 schematically shows a view of a front suspension and spring arrangement for a cab of a heavy vehicle according to a first embodiment of the invention,

2 schematically an exploded view of a bearing bush arrangement according to the 1 represents, and

3 schematically a bar stabilizer according to 1 represents.

Description of preferred embodiments

1 schematically shows a view of a front suspension and spring arrangement for a cabin according to the invention 2 for a heavy vehicle. The cabin 2 A heavy vehicle, such as a truck, is usually on a vehicle frame 4 suspended, comprising substantially two longitudinally extending parallel side members. The latter are interconnected by a number of cross members and a motor is conventionally attached to the frame 4 attached. According to a preferred embodiment of the invention, the cabin 2 relative to the frame 4 Tilted forward to make the engine easily accessible for inspection and repairs. The cabin 2 is relative to the frame 4 in the manner corresponding to the invention resiliently suspended, preferably at the front edge of the cabin 2 , According to this embodiment, the cabin 2 thus suspended at its rear edge in a conventional manner, for example by an air spring arrangement or by mechanical coil springs. The front suspension assembly includes one on the cab 2 fixed bracket 6 a fastener attached to the frame 8th , a spring element 10 and a stabilizer bar 12 ,

The stabilizer bar 12 is symmetrical about a vertical plane through the center of the vehicle in its longitudinal direction, which is why only one (the left) part in 1 is shown.

The spring element 10 , which is a central shock absorber, not shown here, and a spring 14 includes, for example, an air spring or a mechanical coil spring, which connects to the cabin 2 fixed bracket 6 with the attached to the frame fastener 8th , The attached to the frame fastener 8th is preferably stiff on the frame 4 attached separate element, but can alternatively also an integrated part of the frame 4 be.

The stabilizer bar 12 has the function to reduce the taxiing of the cabin in a conventional way and includes a torsion bar 18 , which in the transverse direction of the vehicle between the upper ends of the two attached to the frame fasteners 8th is arranged and its own ends for a common rotation with an associated connecting arm 20 arranged in the longitudinal direction of the vehicle, in this case to the rear. The back part 22 the connecting arm is for rotation relative to the lower part of the holder 6 through a first bushing unit 24 suspended, showing a relative rotation between the connecting arm 20 and the holder 6 around a horizontal axis allowed in the Substantially transversely to the vehicle runs, resulting from a torsional rotation of the first bearing bush unit 24 results or from the fact that the first bearing bush unit 24 in the anti-roll bar 12 or in the at the cabin 2 attached bracket 6 is supported by preferably two ball bearings or plain bearings.

The spring element 10 is at its upper end relative to the bracket 6 supported for rotation but secured against axial movement, preferably by a rubber bushing, and at its lower end indirectly or directly relative to the fastener attached to the frame 8th preferably supported by a ball bearing or a sliding bearing or a bearing bush for rotation, but secured against axial movement.

At the end portion of the torsion bar 18 is the anti-roll bar 12 for rotation indirectly or directly relative to the fastener attached to the frame 8th through a second bushing unit 26 stored, which is a relative rotation between the anti-roll bar 12 and the attached to the frame fastener 8th allowed about a horizontal axis which extends substantially transverse to the vehicle, resulting from a torsional rotation of the second bearing bush unit 26 results or from the fact that the second bearing bush unit 26 in the anti-roll bar 12 or in the attached to the frame fastener 8th is preferably supported by two ball bearings or plain bearings.

As mentioned above, the bar stabilizer 12 symmetrical about a vertical plane through the center of the vehicle and in the longitudinal direction and accordingly comprises two connecting arms 20 . 30 (please refer 3 ).

The invention therefore relates to a bearing bush arrangement for a transverse stabilizer 12 in the suspension of a sprung cab 2 relative to a vehicle frame 4 , this anti-roll bar 12 for rotation relative to both the cab 2 as well as the frame 4 is mounted and two connecting arms 20 . 30 which are aligned substantially in the longitudinal direction of the vehicle and arranged on their respective sides of a longitudinal vertical plane through the center of the vehicle. The connecting arms 20 . 30 are by a transverse torsion bar 18 firmly connected to each other, each of the connecting arms 20 . 30 relative to at least one vehicle component in the form of either the driver's cab 2 or the vehicle frame 4 is mounted such that a relative rotation between the connecting arm 20 . 30 and the vehicle component 2 . 4 around an axis 32 . 34 is allowed, which is aligned substantially in the transverse direction of the vehicle. At least one connecting arm 20 . 30 is relative to the vehicle component 2 . 4 through a bushing unit 24 . 26 stored, with the driver's cab 2 with respect to the vehicle frame 4 via at least two bearing bush units connected in series 24 . 26 is spring-loaded, which results from the fact that the stabilizer bar 12 Regarding both the cabin 2 as well as the frame 4 through bearing bush units 24 . 26 is sprung. This will increase the vibration isolation between the cab 2 and the frame 4 reached.

In Series connected bearing bushes cause that each of the bushings can be made stiffer, thereby extends their service life despite the fact that the "series-connected bushing" as a whole will be softer becomes, with consequent consolidated damping behavior and comfort.

2 schematically illustrates an exploded view of a bearing bush arrangement according to 1 It shows one at the cabin 2 fixed bracket 6 a fastener attached to the frame 8th , a spring element 10 and a stabilizer bar 12 , The spring element 10 , which is a central shock absorber, not shown here, and an air spring 14 Includes, connects to the cabin 2 fixed bracket 6 with the attached to the frame fastener 8th which is preferably a rigid to the frame 4 attached separate element, but alternatively also an integrated part of the frame 4 can be. The crossbar 12 has the function of reducing the taxiing of the cab in a conventional manner and includes a torsion bar 18 between the upper ends of the two fasteners attached to the frame 8th is arranged, and its own ends for a common rotation with an associated connecting arm 20 arranged in the longitudinal direction of the vehicle, in this case to the rear. The rear section 22 the connecting arm is for rotation relative to the lower portion of the bracket 6 by a first bearing bushing arrangement 24 mounted, which is a relative rotation between the connecting arm 20 and the holder 6 around a horizontal axis 32 allowed, which runs substantially transversely to the vehicle, resulting from a torsional rotation in the bearing bush unit 24 results or from the fact that the bearing bush unit 24 as described in more detail below is suspended. The spring element 10 is at its upper end relative to the bracket 6 stored for rotation, but secured against axial movement, preferably by a ball joint, a conventional ball bearing or plain bearing or a bearing bush, and is indirectly or directly rela at its lower end, preferably by a ball joint, a conventional ball bearing or plain bearing or a bushing to the attached to the frame fastener 8th stored for rotation, but secured against axial movement. At the end section of the torsion bar 18 is the anti-roll bar 12 directly or indirectly, in this embodiment indirectly, via an element 28 attached to the attached to the frame fastener 8th is fixed and which is provided with a hole which is adapted to the second bearing bush unit 26 for rotation relative to the fastener attached to the frame 8th through a second bushing unit 26 mounted, which is a relative rotation between the anti-roll bar 12 and the attached to the frame fastener 8th around a horizontal axis 34 allowed, which runs substantially transversely to the vehicle, resulting from a torsional rotation in the bearing bush unit 26 results or from the fact that the bearing bush unit 26 as described in more detail below is suspended.

The bearing bush units 24 . 26 For example, they may have the shape of bearing bushing units similar to each other, for example, the type to which the aforementioned one refers SE 502 395 C2 refers. Other types of bearing bushing units are also possible, for example bearing bushes which are symmetrical in their axial extent and are made of one and the same material. The bushing units may also be of various types and / or have different dimensions. The bearing bush units 24 . 26 For example, they may have an outwardly facing cylindrical surface provided for into a hole in the connecting arm 20 into a hole in the fastener attached to the frame 8th or in a hole in an element 28 attached to the frame-mounted fastener 8th fixed is to be pressed. The bearing bush elements 24 . 26 Alternatively, they may comprise an outer housing with an outwardly facing cylindrical shell surface provided in a hole in the connecting arm 20 into a hole in the fastener attached to the frame 8th or in a hole in an element 28 to be pressed on the attached to the frame fastener 8th is attached. The bearing bush elements 24 . 26 Alternatively, an outer housing 45 which is preferably made of steel or aluminum, an inner housing arranged inside and substantially concentric with the outer housing and preferably made of steel or aluminum 48 and a bearing bush 50 comprise, which is arranged between the outer housing and the inner housing and connects the outer housing with the inner housing. The outer case 45 is firmly against the inner shell of the bearing or, in cases where there is no bearing, directly against the anti-roll bar 12 drawn. The bushing may be integral and preferably made of rubber or polyurethane, or alternatively of another vibration-isolating material. Alternatively, the bushing may comprise several different parts, with an attachment between them, preferably by solid vulcanization, when the vibration-isolating material is rubber. One suitable method of manufacture may be to integrally cast or forge the connecting arm and thereafter a hole through its rear portion 22 to drill, which is suitable for the first bearing bush unit 24 and in the case of the fastener attached to the frame 8th an element 28 to attach, with a for receiving the second bushing unit 26 suitable hole is provided.

The bearing bush units 24 . 26 are pressed into the holes and held in position by press fit. slices 36 . 38 . 40 . 42 are on each side of the bushing units 24 . 26 arranged as shown in the drawing, for optimum rigidity in the transverse direction of the bearing bush units 24 . 26 and also serve as position limiters and penetration stop devices. fasteners 44 . 46 , preferably in the form of meandered connections 44 . 46 , are to attach the bearing bush unit 24 on the bracket attached to the cab 6 or the bearing bush unit 26 on the anti-roll bar 12 intended. The disks 36 . 38 . 40 . 42 are preferably made of plastic material, for example polyurethane (PUR), but may also be made of other material, such as rubber.

The disks 36 . 38 . 40 . 42 dampen together with the bearing bush units 24 . 26 At least movements that take place vertically and in the longitudinal direction relative to the vehicle and also attenuate alternatively, depending on the type of bearing bush units 24 . 26 , Movements in the transverse direction of the vehicle.

The twisted connections 44 . 46 are preferably by ball bearings or plain bearings 52 . 54 ; 56 . 58 with respect to the anti-roll bar 12 and the bushing units 24 . 26 stored. The bearing bush units 24 . 26 are therefore not subject to torsional rotation or shear forces when the cab 2 is tilted for access to the engine, which brings with it the advantages that the cabin, without noticeable wear of the bearing bushing units 24 . 26 can be tilted up and down, thus making it possible, the service life of the bearing bush units 24 . 26 to extend. Alternatively, the bearing bush units 24 . 26 that is, the elastic means, at their ends located in the transverse direction of the vehicle relative to both the cabi ne as well as the frame 4 be attached, causing the bearing bushing units 24 . 26 Torsional rotation or shear forces are subject when the cab 2 is tilted for access to the engine. camp 52 . 54 ; 56 . 58 can only on the first bearing bush unit 24 be provided only on the second bearing bush unit 26 or at both the first and second bushing unit 24 . 26 or none of them.

3 schematically shows a transverse stabilizer according to the 1 , As in connection with 1 mentioned, is the anti-roll bar 12 symmetrical about a vertical plane through the center of the vehicle in its longitudinal direction and accordingly comprises two connecting arms 20 . 30 passing through a transverse torsion bar 18 are firmly connected.

According to the above-described embodiments, the self-weight of the car is supported by the spring member so that the bushing assembly is loaded only by the dynamic forces that occur during rolling of the vehicle and vibrations generated by roads, the bushing assembly being arranged to filter out and thus to prevent them from reaching the cabin. According to the embodiments, the connecting arm attachment of the anti-roll bar is 12 on the torsion bar 18 directly or indirectly relative to the frame 4 stored while the other end of the connecting arm 20 . 30 relative to the cabin 4 is stored. The reverse relative arrangement to each other is also possible. In addition, according to the embodiments, the connection arm is 20 . 30 directed backwards, but it can also be turned over so that it is directed forward instead.

Claims (15)

Bearing bush arrangement for a transverse stabilizer ( 12 ) when suspending a suspended driver's cab ( 2 ) relative to a vehicle frame ( 4 ), the anti-roll bar ( 12 ) for rotation relative to both the car ( 2 ) as well as the frame ( 4 ) and two connecting arms ( 20 . 30 ), which are directed substantially in the longitudinal direction of the vehicle and arranged at their respective sides of a longitudinal vertical plane through the center of the vehicle, wherein the connecting arms (FIG. 20 . 30 ) by a transverse torsion bar ( 18 ) are fixedly connected to each other, wherein each of the connecting arms ( 20 . 30 ) relative to at least one vehicle component in the form of either the driver's cab ( 2 ) or the frame ( 4 ) of the vehicle is mounted for relative rotation between the connecting arm ( 20 . 30 ) and the vehicle component ( 2 . 4 ) about an axis ( 32 . 34 ), which is directed substantially in the transverse direction of the vehicle, wherein at least one connecting arm ( 20 . 30 ) relative to the vehicle component ( 2 . 4 ) by a bushing unit ( 24 . 26 ), characterized in that the driver's cab ( 2 ) with regard to the vehicle frame ( 4 ) via at least two serially connected bearing bush units ( 24 . 26 ), which results from the fact that the anti-roll bar ( 12 ) with respect to both the cabin ( 2 ) as well as the frame ( 4 ) by bearing bush units ( 24 . 26 ), whereby an increased vibration isolation between the cabin ( 2 ) and the frame ( 4 ) is achieved. Bearing bush arrangement according to claim 1, characterized in that the transverse stabilizer ( 12 ) with respect to the cabin ( 2 ) via one on the cabin ( 2 ) mounted bracket ( 6 ) is sprung. Bearing arrangement according to claim 1 or 2, characterized in that the transverse stabilizer ( 12 ) with regard to the framework ( 4 ) on one on the frame ( 4 ) fastener ( 8th ) is sprung. Bearing arrangement according to one of the preceding claims, characterized in that the connecting arm ( 20 . 30 ) indirectly or directly for rotation relative to the cabin ( 2 ) by a bushing unit ( 24 ) which is a relative rotation between the connecting arm ( 20 . 30 ) and the cabin ( 2 ) about a horizontal axis ( 32 ), which extends substantially across the vehicle. Bearing arrangement according to claim 4, characterized in that the connecting arm ( 20 . 30 ) indirectly or directly for rotation relative to the cabin ( 2 ) by a first bearing bush unit ( 24 ) and bearings ( 52 . 54 ) which is a relative rotation between the connecting arm ( 20 . 30 ) and the cabin ( 2 ) about a horizontal axis ( 32 ), which runs essentially transversely to the vehicle. Bushing arrangement according to one of the preceding claims, characterized in that the transverse stabilizer ( 12 ) at the end portion of the torsion bar ( 18 ) directly or indirectly for rotation relative to the frame ( 4 ) by a second bushing unit ( 26 ) is mounted, which is a relative rotation between the anti-roll bar ( 12 ) and the frame ( 4 ) about a horizontal axis ( 32 ), which runs essentially transversely to the vehicle. Bearing bush arrangement according to claim 6, characterized in that the transverse stabilizer ( 12 ) at the end portion of the torsion bar ( 18 ) indirectly or directly for rotation relative to the frame men ( 4 ) by a second bushing unit ( 26 ) and bearings ( 56 . 58 ) is mounted, which is a relative rotation between the anti-roll bar ( 12 ) and the frame ( 4 ) about a horizontal axis ( 34 ), which runs essentially transversely to the vehicle. Bearing arrangement according to one of the preceding claims, characterized in that the first and second bearing bush units ( 24 . 26 ) of similar or different species and have similar or different extents. Bearing arrangement according to claim 8, characterized in that the bearing bush unit ( 24 . 26 ) has an outwardly facing cylindrical surface, which is intended, in a hole in the connecting arm ( 20 ) or in a hole in one of the frames ( 4 ) attached element ( 8th . 28 ) to be pressed. Bearing arrangement according to claim 8, characterized in that the bearing bush unit ( 24 . 26 ) comprises an outer housing with an outwardly facing cylindrical outer surface, which is pre-see, in a hole in the connecting arm ( 20 ) or in a hole in one of the frames ( 4 ) fastened element ( 8th . 28 ) to be pressed. Bearing arrangement according to claim 8, characterized in that the bearing bush unit ( 24 . 26 ) an outer housing ( 45 ), a substantially concentric with the outer housing ( 45 ) arranged inner housing ( 48 ) and a bearing bush ( 50 ), which between the outer housing ( 45 ) and the inner housing ( 48 ) is arranged and the outer housing ( 45 ) with the inner housing ( 48 ) connects. Bearing arrangement according to claim 11, characterized in that the bearing bush ( 50 ) may be integrally formed or may comprise a plurality of parts. Bearing bush arrangement according to one of the preceding claims, characterized in that the bearing bush units ( 24 . 26 ) comprise a vibration-isolating material, such as rubber or polyurethane, for example. Bearing bush arrangement according to one of the preceding claims, characterized in that the bearing bush units ( 24 . 26 ) are held in position by press fitting and fastening devices ( 44 . 46 ) are designed to support the bushing units ( 24 . 26 ) directly or indirectly to the cabin ( 2 ) or the transverse stabilizer ( 12 ) to fix. Bearing arrangement according to one of the preceding claims, characterized in that on each side of the bearing bush units ( 24 . 26 ) Slices ( 36 . 38 . 40 . 42 ) are arranged to move in the transverse direction of the bushing unit ( 24 . 26 ) to provide optimal rigidity.