DE102016223092A1 - Cab stabilizer - Google Patents

Abstract

The invention proposes a cab stabilizer (2) with a torsion bar spring (3) extending in a vehicle transverse direction (y), whose two end regions (4, 5) are each rigidly connected to a lever (6) extending at least substantially in a vehicle longitudinal direction (x) , 7) are connected. The rigid connection between the lever (6, 7) and the torsion bar spring (3) is in each case releasably designed to allow for easy disassembly of the torsion bar spring (3). The invention is characterized in that the rigid connections between the levers (6, 7) and the torsion bar spring (3) in each case as an indirect connection with the interposition of a connection part (24, 25) are formed.

Description

The invention relates to a cab stabilizer according to the preamble of patent claim 1.

Cab stabilizers, for example, for roll stabilization of a commercial vehicle cab, are known from the prior art. In the DE 10 2014 221 141 A1 discloses a cab stabilizer for roll support of a cab, wherein the cab stabilizer has a torsion bar spring and two at the ends extending transversely to this lever. The levers each have a bearing eye provided with a non-circular inner peripheral contour. The torsion bar spring is provided at each of its ends with a non-circular outer peripheral contour adapted to the inner peripheral contours of the bearing eyes, the ends of the torsion bar spring respectively being seated in the associated bearing eye. The walls of the bearing lugs are in each case arranged in two slots arranged in a common plane and extending in the longitudinal direction of the torsion bar spring, whereby a respective wall section per lever is formed as a separate component. These wall sections are each pressed by screws against the non-circular outer peripheral contour of the ends of the torsion bar, whereby the ends of the torsion bar are rigidly connected to the respective zugeordneten lever.

By dividing the wall in each case one lever associated with the separate wall portion and it is possible after loosening the screws to take out the torsion bar spring from the bearing eyes. With a cab stabilizer designed in this way, the torsion bar spring and the levers can thus be separated from one another, so that in the case of maintenance the entire cab stabilizer does not have to be dismantled in order, for example, to reach a radiator of the commercial vehicle. The above-described connection of the ends of the torsion bar spring with the respective zugeordneten lever on the one hand as stable as possible and on the other hand at the same time be releasable. Since the two aforementioned requirements are only conditionally compatible, the solution known from the prior art represents a compromise.

The object of the invention is to provide a stable cab stabilizer whose torsion bar can be dismantled and reassembled with little effort.

This object is achieved according to the present invention by a chassis stabilizer having the features of independent claim 1.

Preferred embodiments and further developments are the subject of the dependent claims. Further features and details of the invention will become apparent from the description and the drawing figures.

The invention accordingly provides a cab stabilizer with a torsion bar spring extending in a vehicle transverse direction, the two end regions of which are each rigidly connected to a lever extending at least substantially in a vehicle longitudinal direction, the rigid connection between the lever and the torsion bar spring being respectively detachable, to allow for easy disassembly of the torsion bar in case of maintenance. According to the invention, the rigid connections between the levers and the torsion bar spring are each formed as an indirect connection with the interposition of a connection part.

The connection parts are in particular rigidly connected to the two end regions of the torsion bar, wherein this rigid connection in each case inextricably, for example, as a circumferential weld, or can be detachable. The rigid connection is preferably maintained even with a disassembly of the torsion bar in case of maintenance. Therefore, in the structural design of the rigid connection of the connecting parts to the two end regions of the torsion bar spring, the focus can be placed on the most stable design possible. In particular, the connecting parts completely surround the end regions of the torsion bar spring, in order to achieve a particularly stable connection at these points. Through the interposition of the connecting parts, the points at which the detachable connections between the torsion bar spring and the levers are to be realized, in this particularly suitable areas of the cab stabilizer can be placed.

The torsion bar spring and the connecting parts which are rigidly connected to their end regions are part of a sub-assembly unit which can be detached from the cab stabilizer in the event of maintenance in order, for example, to reach or replace a radiator of a commercial vehicle with little effort. The connection parts are preferably connected to the outer surface of the levers in order to be able to separate the aforementioned sub-assembly unit from the levers in a simple manner. In contrast to embodiments in which the end portions of the torsion bar spring are received in form-corresponding recesses of the lever, a complex unthreading of the torsion bar during disassembly and a subsequent re-threading is avoided in the context of assembly in this embodiment.

The cab stabilizer is present as a spring element in a cab suspension to understand a commercial vehicle, wherein the cab stabilizer is preferably designed as a roll stabilizer, which counteracts a roll of the cab, ie a rotational movement of the cab about a longitudinal axis of the commercial vehicle, and thus contributes to improving the ride comfort for a driver of the commercial vehicle. The cab stabilizer may alternatively be designed as a pitch stabilizer, which counteracts a pitching of the driver's cab, that is to say a rotational movement of the driver's cab about a transverse axis of the commercial vehicle. Under a rigid connection in the present case is to be understood a connection between two parts, which may in principle be separated, for example by loosening screws or destroying a cohesive connection, the two parts, however, can not move relative to each other when used as intended. Under a commercial vehicle is in the context of the present invention, a preferably powered vehicle to understand, which is determined by its design and device for transporting goods, for pulling trailers or for harvesting agricultural or forestry products.

The cab stabilizer has in particular exactly one torsion bar spring, which is preferably formed torsionally soft and rigid and can be made of solid material. Preferably, however, the torsion bar spring is designed as a tube, in particular as a straight tube, in order to save weight. The torsion bar spring may be formed in one piece or divided. For example, a split design may be used to realize active roll stabilization of the cab stabilizer. The end portions of the torsion bar spring are preferably expanded, wherein in the expanded end portions preferably each filling a press-fit plug is inserted. When the connecting parts completely surround the end regions of the torsion spring, the pressing plugs driven into the end regions indirectly exert pressing forces on the connecting parts, in particular on the walls of the inner bores of the connecting parts. The pressing forces give the rigid connection of the connecting parts to the two end portions of the torsion bar each high stability. At the same time, the pressing forces introduced by the pressing plugs into the rigid connections during driving prevent undesired deformation of the end regions of the torsion bar spring. The inner bores are in this embodiment, in particular, as well as the shape corresponding end portions of the torsion spring out of round. Preferably, the pressing plugs are seated completely and substantially flush in the end regions of the tubular torsion bar spring. The pressing plugs have, in particular, no bearing areas or receptacles for bearings, by means of which the torsion bar spring can be stored, for example, on a vehicle frame or on a driver's cab. The torsion bar preferably consists of metal, in particular steel or spring steel. Furthermore, the levers are preferably formed of metal, in particular of aluminum or of a ferrous material. Preferably, the levers are solid and made of a cast material, such as a cast aluminum alloy, cast steel or nodular cast iron. The non-circular contours of the end regions of the torsion bar spring as well as of the corresponding inner bores of the connecting parts preferably each form a polygonal contour, for example a triangular contour. The corners of the polygonal contours are preferably rounded. Further, the sides of the polygonal contours may, for example, be curved. Alternatively, however, the non-round contours can also be formed in each case by an oval contour.

Advantageously, the levers have contact areas with the connection parts and the connection parts in turn have contact areas with the levers, wherein the assigned contact areas are each contoured. The contact areas of the levers are each part of the outer surface of the lever. Preferably, the contact areas are arranged spaced from the torsion bar spring. Investigations by the applicant according to the finite element method (FEM) have shown that planar contact areas between the levers and the connecting parts when driving, for example when cornering, when driving through a pothole or when driving onto a curb, tend, in some areas from each other withdraw. In particular, such a lifting is observed in the subregions of the contact areas which face the vehicle center. In contrast, an inadmissibly high surface pressure occurs in the vehicle exterior facing partial areas by the vehicle inside lifting the contact areas. Such tilting or tilting of the contact areas, which alternates with a full-surface concerns of the contact areas, while driving can lead to an unwanted loosening of screws, with which the contact areas are pressed against each other. In the worst case, this can lead to inefficiency of the cab stabilizer and / or separation of individual parts thereof. In addition, impermissibly high surface pressures caused by the tilting or tilting of the contact areas can lead to damage in the surfaces of the affected partial areas of the contact areas. Due to the lack of space, only a limited number of screws can be provided in the vicinity of the contact areas in order to counteract such a partial lifting of the contact areas, associated with the above-described tilting or tilting thereof.

Further FEM investigations have shown that the undesired tilting or tilting of the contact areas can be prevented or at least reduced by a contoured configuration of the same. In the context of the present invention, a contoured design means that the contact regions each have at least partially an extension deviating from a flat planar surface and that of two mutually associated contact regions, one has at least one concave contour region and the other has a shape-corresponding convex contour region. By contouring is thus achieved that a displacement of the respective associated contact areas against each other is prevented by a form-fitting acting portion of the contouring. The respective associated contact areas may be formed partially or completely formcorresponding.

In an advantageous embodiment of the invention, the contact areas are each formed symmetrically with respect to a perpendicular to a longitudinal central axis of the torsion bar extending part of the plane of symmetry. The partial symmetry plane extends in each case perpendicular to a plane which is spanned by the vehicle longitudinal direction and the vehicle transverse direction. Within the scope of the abovementioned FEM investigations, the requirements for the rigid connections between the levers and the torsion bar spring could be met with a partial symmetry plane arranged in this way. Due to the symmetrical design of the contoured contact areas, a support effect is provided within associated, at least partially form-correspondingly formed contact areas, which cooperate, for example, during roll movements of the driver's cab. This supporting action counteracts tilting or tilting of the contact areas during driving operation.

Suitably, the longitudinal extent of the contact areas in a vehicle vertical direction is greater than perpendicular to it. The vehicle vertical direction extends perpendicular to the vehicle longitudinal direction and at the same time perpendicular to the vehicle transverse direction. This embodiment is adapted to the general standard design of the lever with at least substantially rectangular cross section with extending in the vehicle vertical direction longitudinal sides.

Advantageously, the partial symmetry planes extend symmetrically to a vehicle symmetry plane. This applies in particular to the undeflected, relaxed state of the cab stabilizer. The vehicle symmetry plane extends perpendicular to the longitudinal center axis of the torsion bar spring and at the same time runs through the center of the longitudinal central axis. In this case, the longitudinal center axis of the torsion bar spring has the same length as the torsion bar spring itself, which is why the center of the longitudinal center axis is at the same time in the middle of the torsion bar spring. The cab stabilizer is preferably installed in the commercial vehicle in such a way that the torsion bar spring extends in the vehicle transverse direction and the center of its longitudinal center axis is arranged at least substantially in the center of the vehicle when viewed in the vehicle transverse direction. In the installed state in the commercial vehicle, the vehicle symmetry plane is spanned by the vehicle vertical direction and the vehicle longitudinal direction and at the same time runs through the vehicle center. By the arrangement of the sub-symmetry planes described above, the knowledge is taken into account that the levers are deflected in the same direction during driving during rolling movements of the cab in the vehicle vertical direction in opposite directions. An indirectly connected to the torsion bar spring lever end is thus deflected upward in the vehicle vertical direction and the other down, the torsion bar itself at least substantially performs a pivotal movement about the center of its longitudinal central axis.

Furthermore, it is advantageous if the contact regions each have a plurality of contact surfaces. With contact surfaces in this context, the surfaces are meant by which the connecting parts directly touch the associated lever. The contact areas can basically be configured as free-form surfaces, that is, as areas which can not be represented by simple control geometries and thus can assume any, even highly complex, structures. However, such free-form surfaces are expensive to manufacture because they usually have to be produced by a three-dimensional machining, for example by 3D milling. It is therefore cheaper if the contact areas have a plurality of contact surfaces, wherein the individual contact surfaces are preferably designed as Regelgeometrieflächen.

Preferably, the contact surfaces of a contact region are at least partially planar in itself. Level contact surfaces are rule geometry surfaces that can be produced inexpensively, for example by machining using 2D milling.

Particularly preferably, in each case at least two of the contact surfaces of a contact region are connected by an open surface. In the area of the open spaces, the contact areas are exposed, ie they are at a distance from one another, for example a parallel distance, in order, for example, in the course of a screwing a clamping of the respective associated contact areas against each other enable. Such a tightening would not be possible if the contact areas were formed exclusively of contact surfaces. In this case, the respective associated contact surfaces could only be brought to block and screwed together in this state. The open spaces can be machined or unprocessed surfaces with relatively low accuracy requirements. By a combination of two contact surfaces over an open space, the possibility of a cutter overflow is also created in a chipping production of the contact surfaces, so the possibility of a cutter slightly above the contact surfaces also rotate to also produce the edge regions of the contact surfaces completely plan , The open spaces pass through the contact areas, in particular in the vehicle vertical direction and / or in the vehicle transverse direction.

In addition, it is preferred if the contact surfaces of a contact region at least partially form leg surfaces of a straight column with a base formed as an isosceles triangle. The column arises in particular by parallel displacement of the isosceles triangle perpendicular to its base. With the formulation that the contact surfaces of a contact region "at least partially" form leg surfaces of a straight column with a formed as an isosceles triangle base, to express that at least two of the contact surfaces can be connected by an open space. In this case, the tip formed by the two limbs of the isosceles triangle is virtually cut off by the free surface. Advantageously, the contact surfaces designed as leg surfaces enclose an angle between 80 degrees and 140 degrees, preferably between 90 degrees and 130 degrees, and particularly preferably between 100 and 120 degrees. For example, the included angle between the trained as leg surfaces contact surfaces can be 110 degrees. A design with such rule geometry contact surfaces designed in this way is simple to manufacture and has achieved good results in the aforementioned FEM investigations. The mutually supporting leg surfaces of the associated contact surfaces represent in this embodiment, the form-fitting acting portion of the contouring of the associated contact areas.

In an advantageous embodiment of the invention, the releasable connection between the lever and the connecting part is in each case designed as a screw connection, wherein screws of the screw connection at least partially enforce the contact surfaces. In this case, the detachable connection between the lever and the connecting part is in each case at the same time designed as a rigid connection, so that together with the rigid connection of the connecting part to the end region of the torsion spring a total of a rigid connection between the lever and the torsion bar is provided. It is advantageous if the screws pass through the contact surfaces, because in this way along the screw axes acting screw forces are introduced directly into the contact surfaces and the components to be joined in this way not warped by the screw forces, in the sense of undesirable deformation. The screws can penetrate the contact surfaces vertically or obliquely. Screw heads of the screws are preferably arranged such that they are accessible in the direction of their screw axes in order to improve the accessibility to drive components of the commercial vehicle, for example the radiator, as described in the introduction. As screws are, for example, hexagon socket screws.

In an advantageous embodiment of the invention, the screws enforce the contact areas perpendicular to the longitudinal central axis of the torsion bar spring and respectively in the subregions of the contact areas with the greatest possible distance from the longitudinal center axis. Practically this means that the screws, when viewed in the installed state in the vehicle, are arranged in the upper and lower portions of the contact areas with the greatest possible distance in the vehicle vertical direction. The screws are spaced as far as possible from each other perpendicular to the longitudinal central axis of the torsion bar spring in order to be able to optimally support rotational and / or bending moments introduced by the torsion bar spring into the contact areas. This is due to the fact that the portions which are furthest away from the longitudinal center axis make the largest contribution to the torque support. For this reason, it is alternatively also possible to design the contact regions in such a way that the middle section of the contact regions arranged between the partial regions which are penetrated by the screws is hollow, that is to say designed as an open surface.

Preferably, the contact surfaces of the contact areas at least partially centering surfaces for mounting the cab stabilizer. This makes it possible to dispense with separate centering elements, such as centering pins with corresponding centering holes.

Expediently, the levers and the connection parts assigned to them each have a pair of shape-matching abutment surfaces which, together with the respective contact surfaces during assembly, permit a clear positioning of the levers and the associated connection parts relative to one another. The form-matching stop surfaces form during assembly, in particular after installation of the respective associated contact surfaces, a sliding stop for a movement of the torsion bar spring with the rigidly connected thereto connecting parts in the vehicle vertical direction or at least substantially in the vehicle vertical direction.

Advantageously, the levers each have a bearing point for supporting the cab stabilizer at their second ends facing the connection parts. The bearings are preferably arranged outside the contact areas and are used in particular for direct or indirect support of the cab stabilizer relative to the cab and / or per vehicle side a spring-damper element, which is formed for example of an air spring with integrated damper. The bearings are advantageously integrally formed with the levers. In particular, the bearing points for receiving Pratzengelenken, which are also referred to as molecular joints, formed. From the prior art known embodiments in which such a support of the cab stabilizer takes place directly or indirectly via end extensions of the torsion bar, are disadvantageous because of these front extensions in the cab stabilizer registered forces and moments, in particular bending moments, in contrast to the present invention , must be additionally guided over the contact areas. Due to the fact that the forces and moments introduced into the cab stabilizer via the abovementioned bearing points are introduced directly into the relatively stable, preferably solid, lever and are not guided over the contact areas, the contact areas are relieved from the prior art. As already stated, for example, the support of the cab stabilizer relative to the cab and / or a spring-damper element per vehicle side is taken over by the bearings. Against this background, the arrangement of the bearing points on the connecting parts facing, the second ends of the lever has the advantage that no disassembly of the connected to the bearings components or components is required for disassembly of the torsion bar. To disassemble the torsion bar only the screws must be solved with which the connecting parts are connected to the lever.

• 1 in einer perspektivischen Darstellung einen Teil eines Nutzfahrzeugs mit einem Fahrerhausstabilisator gemäß einer bevorzugten Ausführungsform der Erfindung;
• 2 in einer vergrößerten Detailansicht die Einzelheit X aus 1;
• 3 in einer vergrößerten Detailansicht die Einzelheit Y aus 1;
• 4 in einer perspektivischen Darstellung den Fahrerhausstabilisator aus 1;
• 5 in einer Explosionsdarstellung den Fahrerhausstabilisator aus 4;
• 6 in einer vergrößerten Darstellung die Ansicht A aus 5;
• 7 in einer vergrößerten Darstellung ähnlich 6, allerdings bei Betrachtung von schräg unten, den Fahrerhausstabilisator in einem Montagezwischenschritt und 8 in einer Schnittdarstellung den Schnitt E - E aus 4.

In the following the invention will be explained in more detail with reference to an exemplary embodiment of illustrative drawings, wherein like reference numerals refer to the same components or elements. Showing:

• 1 in a perspective view of a part of a commercial vehicle with a cab stabilizer according to a preferred embodiment of the invention;
• 2 in an enlarged detail view of the detail X from 1 ;
• 3 in an enlarged detail view of the detail Y from 1 ;
• 4 in a perspective view of the cab stabilizer 1 ;
• 5 in an exploded view of the cab stabilizer 4 ;
• 6 in an enlarged view, the view A from 5 ;
• 7 similar in an enlarged view 6 However, when viewed obliquely from below, the cab stabilizer in a mounting intermediate step and 8th in a sectional view of the section E - E off 4 ,

1 shows in a partially schematic representation as a truck 1 trained commercial vehicle with a cab stabilizer 2 which is in a vehicle transverse direction y extending torsion bar spring 3 having. The two end areas 4 . 5 the torsion bar spring 3 are each rigid with one at least substantially in a vehicle longitudinal direction x extending lever 6 . 7 connected, with the rigid connection between the lever 6 . 7 and the torsion bar spring 3 each releasably formed to a simple disassembly of the torsion bar in case of maintenance 3 to enable. By dismantling the torsion bar spring 3 For example, it is possible to easily connect to a radiator 8th of the commercial vehicle 1 to get. The levers 6 . 7 each have a first end 9 . 10 on which they each have a console 11 to a side member 12 . 13 a vehicle frame 14 are connected. At the torsion bar spring 3 facing, second ends 44 . 45 point the levers 6 . 7 each one integrally formed with these bearing 15 . 16 for supporting the cab stabilizer 2 on. The bearings 15 . 16 serve to support the cab stabilizer 2 opposite a cab 17 , which indirectly via cab connections 18 . 19 to the bearings 15 . 16 is connected. In addition, the cab stabilizer 2 and the cab attached to it 17 by spring-damper elements 20 . 21 opposite the vehicle frame 14 supported, with the spring-damper elements 20 . 21 are each formed as an air spring with integrated damper.

2 shows the connection of the torsion bar spring 3 with the cab connection 19 the left side of the vehicle in detail. It can be seen that the depository 15 for receiving a claw joint 23 are formed, wherein the claw joint 23 again with the assigned cab connection 19 is screwed. For dismantling the torsion bar spring 3 is not dismantling the at the depository 15 directly or indirectly connected components or Components required. In 3 is clarified that the connection of the torsion bar 3 is formed on the right side of the vehicle analogous to the connection on the left side of the vehicle. The depository 16 is also here to take a Pratzengelenks 22 formed, wherein the claw joint 22 also with the assigned cab connection 18 is screwed.

4 shows the cab stabilizer 2 as an assembly unit, the two end portions 4 . 5 the torsion bar spring 3 each rigid with the substantially in the vehicle longitudinal direction x extending levers 6 . 7 are connected. Furthermore, the rigid connections between the levers 6 . 7 and the torsion bar spring 3 each as an indirect connection with the interposition of a connection part 24 . 25 educated. A vehicle symmetry plane 26 extends perpendicular to a longitudinal central axis 27 the torsion bar spring 3 and at the same time runs through the center 28 the longitudinal central axis 27 , In the installed state in the commercial vehicle 1 becomes the vehicle symmetry plane 26 through the vehicle longitudinal direction x and a to this and the vehicle transverse direction y vertically extending vehicle vertical direction z clamped. At the same time the vehicle symmetry plane runs 26 through the middle of the vehicle 28 the longitudinal central axis 27 ,

In 5 it can be seen that the levers 6 . 7 contact areas 29 . 30 to the connection parts 24 . 25 have and the connecting parts 24 . 25 again contact areas 31 . 32 to the levers 6 . 7 have, wherein the associated contact areas 29 . 31 such as 30 . 32 each contoured and formed substantially form Corresponding. The detachable connections between the levers 6 . 7 and the connection parts 24 . 25 represent at the same time rigid connections and are as screw connections 33 . 34 formed with four Allen screws. Due to the detachable and at the same time rigidly formed connections between the levers 6 . 7 and the connection parts 24 . 25 be together with the rigid connections of the connecting parts 24 . 25 to the two end areas 4 . 5 the torsion bar spring 3 Total rigid connections between the levers 6 . 7 and the torsion bar spring 3 provided. The torsion bar spring 3 and the connecting parts 24 . 25 form during the dismantling of the cab stabilizer 2 For example, as part of a maintenance of the radiator 8th , a Unterzusammenbaueinheit, as a release of the rigid connections of the connecting parts 24 . 25 to the two end areas 4 . 5 the torsion bar spring 3 is not provided. Clearly visible are those at the second ends 44 . 45 the lever 6 . 7 arranged and integrally formed with these bearings 15 . 16 to the contact areas 29 . 30 the lever 6 . 7 limits.

6 shows the left side of the cab stabilizer 2 viewed from diagonally above. It can be seen that the contact area 29 of the lever 7 the left side of the vehicle two contact surfaces 35 . 36 having, wherein the contact surfaces 35 . 36 are formed in a flat and the associated connection part 25 touch directly. The two contact surfaces 35 . 36 are through an open space 37 connected. The through the two contact surfaces 35 . 36 and the open space 37 formed contact area 29 is symmetrical with respect to a perpendicular to the longitudinal central axis 27 the torsion bar spring 3 extending partial symmetry plane 38 educated. The longitudinal extension of the contact area 29 in the vehicle vertical direction z is greater than its longitudinal extent perpendicular to it, which is intended to express that the contact area 29 when installed in the commercial vehicle has a height that is greater than its width. The partial symmetry plane 38 extends parallel spaced from the vehicle symmetry plane 26 , The contact surfaces 35 . 36 of the contact area 29 lie in leg surfaces of a straight column with a base formed as an isosceles triangle.

The leg surfaces close an angle α of 110 degrees, reducing the contact areas 35 . 36 the contact areas 29 at the same time centering surfaces for mounting the cab stabilizer 2 represent. In the contact area 29 There are screw holes to identify the contact surfaces 35 . 36 partially enforce, which is why the hexagon socket screws of the screw 33 the contact surfaces 35 . 36 partially enforce. In addition, the hexagon socket screws pass through the contact area 29 perpendicular to the longitudinal central axis 27 the torsion bar spring 3 as well as in the upper and lower portions of the contact areas 29 with the greatest possible distance in the vertical direction of the vehicle z ,

Out 7 it appears that the lever 7 the left side of the vehicle and associated with this connector 25 a pair of shape-matching stop surfaces 39 have, wherein the abutment surface of the connection part 25 is covered. The stop surfaces 39 allow together with the contact surfaces 35 . 36 during the assembly of the torsion bar 3 and the connection parts 24 . 25 formed Unterzusammenbaueinheit a clear positioning of the lever 7 and the associated connection part 25 to each other. Because of the contact surfaces 35 . 36 on the one hand are trained in itself and on the other hand an angle α of 110 degrees form the contact surfaces 35 . 36 of the lever 7 together with form-corresponding contact surfaces 42 . 43 of the connection part 25 a sliding guide through which the aforementioned sub-assembly unit already in the vehicle longitudinal direction x and in the vehicle transverse direction y is fixed. The stop surfaces 39 form an additional stop in the vehicle vertical direction z , whereby a clear positioning of the lever 7 and the associated connection part 25 given to each other. In 7 an intermediate position is shown during assembly of the aforementioned sub-assembly unit. The connection part 25 is already in the sliding guide described above; but not yet against the stop surface 39 of the lever 7 pushed.

In 8th it can be seen that the torsion bar spring 3 is designed as a straight tube. On the left side of the vehicle is the end area 5 the torsion bar spring 3 widened and takes a pressing plug 40 with little oversize. Through the press stopper 40 becomes the end area 5 against a wall of an inner bore of the connection part 25 pressed. The pressing plug 40 , the end area 5 the torsion bar spring 3 and the wall of the inner bore of the connection part 25 have formcorresponding, polygonal non-circular peripheral surfaces which fully abut each other, whereby a positive and at the same time non-positive, rigid and at the same time detachable connection of the connecting part 25 to the torsion bar spring 3 given is. In other words, the end region is 5 the torsion bar spring 3 between the pressing plug 40 and the connector 25 clamped. The cab stabilizer 2 is symmetrical with respect to the vehicle symmetry plane 26 educated. Therefore, the end region points 4 the right side of the vehicle also a pressing plug on. In the area of the lever 7 assigned free space 37 and a corresponding, the connection part 25 assigned free space 41 assign the contact area 29 of the lever 7 and the shape-corresponding contact area 31 of the connection part 25 a parallel distance from each other to a bracing of the two associated contact areas 29 . 31 to enable one another. The contact surface 35 of the lever 7 lies on the entire surface of the trained in itself contact surface 42 of the connection part 25 at. The contact surface lies in the same way 36 of the lever 7 over the entire surface at the contact surface 43 of the connection part 25 at. The aforementioned contact surfaces 35 . 36 . 42 . 43 as well as the open spaces 37 . 41 are symmetrical with respect to the sub-symmetry plane 38 arranged, whose areal extent by looking through the dash-dotted, each the sub-symmetry plane 38 illustrative lines from the drawing 6 and 8th becomes clear. The mutually supporting contact surfaces 35 . 42 and 36 . 43 represent a form-fitting acting portion of the contouring of the associated contact areas 29 . 31 represents.

LIST OF REFERENCE NUMBERS

1

Commercial vehicle, truck

2

Cab stabilizer

3

Torsion bar

4

end

5

end

6

lever

7

lever

8th

cooler

9

first end

10

first end

11

console

12

longitudinal beams

13

longitudinal beams

14

vehicle frame

15

depository

16

depository

17

driver's cab

18

Cab connection

19

Cab connection

20

Spring-damper element

21

Spring-damper element

22

claw-type joint

23

claw-type joint

24

connector

25

connector

26

Vehicle symmetry plane

27

Longitudinal central axis

28

Focus

29

contact area

30

contact area

31

contact area

32

contact area

33

screw

34

screw

35

contact area

36

contact area

37

open space

38

Part symmetry plane

39

stop surface

40

Press stopper

41

open space

42

contact area

43

contact area

44

second end

45

second end

x

Vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

α

angle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102014221141 A1 [0002]

Claims (14)

Cab stabilizer (2) with a torsion bar spring (3) extending in a vehicle transverse direction (y), whose two end regions (4, 5) are each rigidly connected to a lever (6, 7) extending at least substantially in a vehicle longitudinal direction (x) , wherein the rigid connection between the lever (6, 7) and the torsion bar spring (3) is in each case detachably designed to allow easy disassembly of the torsion bar spring (3) in case of maintenance, characterized in that the rigid connections between the levers (6 , 7) and the torsion bar spring (3) in each case as an indirect connection with the interposition of a connecting part (24, 25) are formed. Cab stabilizer (2) after Claim 1 , characterized in that the levers (6, 7) contact areas (29, 30) to the connecting parts (24, 25) and the connecting parts (24, 25) turn contact areas (31, 32) to the levers (6, 7) have, wherein the associated contact areas (29, 30, 31, 32) are each formed contoured. Cab stabilizer (2) after Claim 2 , characterized in that the contact regions (29, 30, 31, 32) in each case symmetrically with respect to a perpendicular to a longitudinal central axis (27) of the torsion bar spring (3) extending part-symmetry plane (38) are formed. Cab stabilizer (2) after Claim 2 or 3 , characterized in that the longitudinal extent of the contact regions (29, 30, 31, 32) in a vehicle vertical direction (z) is greater than perpendicular to it. Cab stabilizer (2) after Claim 3 , characterized in that the partial symmetry planes (38) extend symmetrically to a vehicle symmetry plane (26). Cab stabilizer (2) after one of the Claims 2 to 5 , characterized in that the contact regions (29, 30, 31, 32) each have a plurality of contact surfaces (35, 36, 42, 43). Cab stabilizer (2) after Claim 6 , characterized in that the contact surfaces (35, 36, 42, 43) of a contact region (29, 30, 31, 32) are at least partially planar in itself. Cab stabilizer (2) after Claim 6 or 7 , characterized in that in each case at least two of the contact surfaces (35, 36, 42, 43) of a contact region (29, 30, 31, 32) are connected by an open surface (37). Cab stabilizer (2) after one of the Claims 6 to 8th , characterized in that the contact surfaces (35, 36, 42, 43) of a contact region (29, 30, 31, 32) at least partially form leg surfaces of a straight column with a base formed as an isosceles triangle. Cab stabilizer (2) after one of the Claims 6 to 9 , characterized in that the detachable connection between the lever (6, 7) and the connecting part (24, 25) in each case as a screw connection (33, 34) is formed, wherein screws of the screw connection (33, 34), the contact surfaces (35, 36, 42, 43) in each case at least partially enforce. Cab stabilizer (2) after Claim 10 , characterized in that the screws, the contact areas (29, 30, 31, 32) perpendicular to the longitudinal central axis (27) of the torsion bar spring (3) and respectively in the sub-areas of the contact areas (29, 30, 31, 32) with the greatest possible distance to enforce the longitudinal central axis (27). Cab stabilizer (2) after one of the Claims 6 to 11 , characterized in that the contact surfaces (35, 36, 42, 43) of the contact regions (29, 30, 31, 32) at least partially centering surfaces for mounting the cab stabilizer (2) form. Cab stabilizer (2) after Claim 12 , characterized in that the levers (6, 7) and their associated connection parts (24, 25) each have a pair of shape-corresponding stop surfaces (39), which together with the respective contact surfaces (35, 36, 42, 43) during assembly allow a clear positioning of the levers (6, 7) and the associated connection parts (24, 25) to each other. Cab stabilizer (2) according to one of the preceding claims, characterized in that the levers (6, 7) at their connection parts (24, 25) facing the second ends (44, 45) each have a bearing point (15, 16) for supporting the Cab stabilizer (2) have.

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