DE102017220864B3 - Bar stabilization device of a chassis of a motor vehicle, semi-automatic axis, and motor vehicle - Google Patents

Abstract

The invention relates to a transverse stabilization device (10) of a chassis of a motor vehicle and comprises a left wishbone (12) and a right wishbone (14), which extend in an installed state in the transverse direction of the motor vehicle and are each externally pivotally connected to the chassis. According to the invention, the left wishbone (12) and the right wishbone (14) on the inside each by means of a toggle (12, 14) hinged toggle (20, 26) at transversely spaced Anlenkorten (32, 34) on a chassis (30) of Motor vehicle articulated, wherein the rocker arms (20, 26) between the Anlenkorten (32, 34) by means of a rubber bearing (36) are operatively connected to each other with anisotropic stiffness.

Description

The invention relates to a transverse stabilization device of a chassis of a motor vehicle according to the preamble of claim 1, comprising a right wishbone and a left wishbone, which extend in an installed state in the transverse direction of the motor vehicle and are each externally pivotally connected to the chassis. The invention further relates to a semi-automatic axle of a motor vehicle with such a transverse stabilization device according to the preamble of claim 8 and a motor vehicle according to claim 9.

A according to the preamble of claim 1 generic anti-roll bar device with a conventional Watt linkage describes the DE 10 2010 023 808 A1 , The Watt linkage for the movable connection of two machine parts, in particular a vehicle axle and a body, comprises two rods whose opposite ends engage a first one of the machine parts, and a coupling device coupled to the mutually facing ends of the rods and coupled to the second machine part. The coupling device comprises two pivotable about the second machine part pivot axes lever. A first point of application of the levers is in each case connected to one of the mutually facing ends of the rods, and second points of application of the levers are connected to each other by a coupling body, which forces a respectively opposite pivotal movement of the two levers about their pivot axes. The coupling body may be an elastomeric body, but is designed pin-shaped.

In the technical field of automotive engineering different suspensions for the wheels of a motor vehicle are known. In particular, it is possible to differentiate between the independent suspension used predominantly in cars today and the rigid suspension used primarily in the rear axles of commercial vehicles. In addition, however, there are also so-called semi-rigid axles, in which the wheels provided on both sides of an axle or its wheel are connected to two trailing arms, which are pivotally connected at a body-side end to the vehicle body, usually with the chassis (chassis). In this case, a tubular bush receptacle for a bearing bush is typically formed on the body side. The two trailing arms are connected to each other via a transversely extending cross member (sometimes referred to as axle or Torsionsprofil). The latter is rigid and torsionally soft, so that it transmits a torque between them in the manner of a stabilizer with uneven compression of the trailing arm. Depending on the position of the axle jumper along the trailing arm, a distinction is made between a torsion beam axle (axle jumper closer to the body-side end) and a torsion crank axle (axle jumper at the body end). Apart from the inclusion of the wheel carrier, the trailing arm often also serve to support springs and spring damper.

In the prior art further wheel suspensions are known in which a semi-axial axis is supplemented by a cross-connection in the region of the wheel carrier, which has a so-called Watt-linkage. In this case, two Wattlenker that extend in the transverse direction, each outside the outside pivotally connected to the trailing arms and the inside pivotally connected to a central link. The central link is in turn connected in a central region pivotally connected to the vehicle body. Watt poles are applicable to both rigid axle suspensions and semi-rigid axles to prevent longitudinal or lateral movement of the axle.

The DE 10 2011 050 807 A1 . DE 10 2011 012 373 A1 and DE 10 2009 031 846 A1 show twist beam axles with Watt-linkage, wherein the central link is connected via a horizontal pivot axis with the vehicle body.

The DE 10 2011 117 453 A1 describes a torsion beam axle for a vehicle, in particular for a motor vehicle, with two trailing arms, which have a connection to a vehicle body and a connection to a Watt-linkage device. The composite beam axis has a torsionally soft transverse profile, which connects the two trailing arms with each other, wherein in each case a portion of the respective trailing arm between the transverse profile and the connection to the vehicle body is formed pliable. It is sufficient, bend-soft form only a certain part or only a certain portion of the trailing arm between the transverse profile and the connection to the vehicle body. Thus, understeer of the vehicle, for example, in a fast cornering, can be achieved and it can be lateral forces on a wheel that occur during fast cornering, supported by the rear trailing arm and the cross profile.

The DE 10 2011 012 373 A1 describes a suspension of a vehicle axle, which has a torsion beam axle, with two trailing arms, each having a suspension and are connected to each other via a transverse strut with a Torsionsprofil, which is rigid and torsionally soft. In this case, the torsion beam axle is connected to a swept watt-linkage, the laterally offset to an axis through a Radmitte the suspension is hinged to the trailing arms. The torsion beam whose torsion profile is rigid and torsionally soft, makes it possible to dispense with an additional stabilizer. Instead, by the combination with the swept Watt-linkage an occurring lateral force, for example when driving through a curve, can be better absorbed.

It is also known in the prior art to use gear connections in wheel suspensions.

This is how the CN 202685838 U a vehicle stabilizer having cantilever connectors. There is a pivot connection between the boom connectors. In each case, a gear is arranged at one end of each of the boom connectors, wherein the gears are in engagement with a centrally disposed gear. When a vehicle is traveling on a flat road, the vehicle lateral stabilization device functions as a lateral stabilizer bar to reduce the vehicle tilt angle under the effect of a large lateral force, and a vehicle suspension system is in a low-rigidity state to improve the running performance of the vehicle. When the vehicle is traveling on an uneven road, the vehicle anti-sway device can increase the rigidity of the vehicle suspension system by switching and act as a backup spring, thereby reducing the effects of the rough road on the vehicle and improving the ride comfort of the vehicle.

Furthermore, the describes KR 10 2004 044294 A a dual-link rear suspension used as a stabilizer to improve steering stability and durability by maintaining the function of the stabilizer regardless of bouncing or rebounding of the vehicle without additional stabilizer and reducing manufacturing costs by reducing the number of parts , The double-link rear suspension is supported by hinged to a rear cross member, the rear link. Rear wishbone connecting portions of the rear links are meshed by means of gears. One of the gears is integrally connected to the rear link, and the other gear is connected to the other rear link by means of a spring. Upon compression of at least one of the rear wheels, the gears roll off each other. The number of parts is reduced and the structure is simplified without additional stabilizers. The performance of the dual-link rear suspension is improved despite bouncing or rebounding of the vehicle.

Furthermore, the describes KR 10 2010 0042939 A a vehicle lateral control device that uses a transmission instead of a stabilizer in a suspension device to reduce noise from a mounting unit of a vehicle. The vehicle lateral control device includes a left wishbone, a right wishbone, a left sprocket, a right sprocket and a cross member. The left wishbone and the right wishbone are connected to a left wheel hub and a right wheel hub, respectively. The left and right gears are attached to ends of the left control arm and the right control arm and form the transmission with each other. The cross member is connected to the left wishbone and the right wishbone.

In view of the prior art that has been pointed out, the technical field of stabilizing the transverse direction of vehicle wheel suspensions still offers room for improvement, in particular with regard to at least one required installation space.

The invention has for its object to provide a transverse stabilization device of a chassis of a motor vehicle, which can be at least structurally as easy as possible to integrate into a motor vehicle.

According to the invention the object is achieved by a transverse stabilization device of a chassis of a motor vehicle having the features of claim 1. The object is further achieved by a semi-rigid axle, in particular a torsion-beam axle, of a motor vehicle with such a transverse stabilization device according to claim 8 and with a motor vehicle having the features of claim 9. Further, particularly advantageous embodiments of the invention disclose the dependent subclaims.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

The anti-roll bar of a chassis of a motor vehicle has a right wishbone and a left wishbone, which extend in an installed state in the transverse direction of the motor vehicle and are each externally pivotally connected to the chassis. Here, the right wishbone and the left wishbone are on the inside each by means of a respective wishbone articulated rocker arm at transversely spaced Anlenkorten on a chassis of the Motor vehicle steerable. The rocker arms are operatively connected to each other between the Anlenkorten by means of a rubber bearing. According to the invention, the rubber bearing has a rotary bearing element as the core, which is completely surrounded by a concentrically arranged hollow cylinder, wherein between the hollow cylinder and the core, a molded part is arranged that completely surrounds the core and is integrally connected thereto, wherein the molded part has an elliptical cross-sectional area has, so that the rubber bearing has an anisotropic stiffness and the molding is integrally connected at its end points of the major axis of the ellipse with the hollow cylinder.

For the purposes of this invention, a "motor vehicle" is to be understood as meaning, in particular, a passenger car, a lorry, a semitrailer or a motor coach.

A "rubber bearing" is to be understood in this context, in particular a bearing that a metallic, cylindrical rotary bearing element as a core, surrounding the core, concentrically arranged, metallic hollow cylinder and a, an intermediate space between the core and the hollow cylinder at least partially filling filling which has a rubber-elastic material, which is at least partially cohesively connected to the rotary bearing element and the hollow cylinder. Suitable rubber-elastic materials, synthetic rubbers such as chloroprene rubber and polyester urethane rubber can be used, which are commercially available under various names (Neoprene ^®, Vulkollan ^®).

In this context, the term "operatively connected" is to be understood in particular as meaning that actively connected objects are connected to one another in such a way that a transmission of a force and / or a torque between the objects is possible.

The rubber bearing may be aligned in a straight ahead direction of travel of the motor vehicle. For the purposes of this invention, the term "rubber bearing aligned in a straight-ahead direction" should be understood in particular to mean that a center line of the cylindrical rotary bearing element is aligned parallel to a straight-ahead travel direction of the motor vehicle.

Alternatively, the rubber mount may be aligned parallel to a vertical axis of the motor vehicle. For the purposes of this invention, the term "rubber mount aligned parallel to a vertical axis" should be understood in particular to mean that the center line of the cylindrical rotary bearing element is aligned parallel to a vertical axis of the motor vehicle.

In a suitable embodiment, transverse forces can be transmitted by the invention during cornering of the motor vehicle in which mutual deflection occurs, whereby lateral stabilization of the chassis can be achieved and, in particular, disadvantageous wheel position changes due to the forces acting on the wheel during cornering can be avoided. In addition, with an equilateral deflection of the wheels on both sides, a required effective length compensation of the transverse link in the transverse direction can be performed.

In principle, a similar function is provided by the Watt linkage mentioned in the introduction. However, the Watt-linkage performs at an equilateral deflection of a movement of the central link strictly only along a Lemniskate (Lemniskatenlenker), which represents only in a narrow range around a central position an exactly vertical movement, while the anti-roll bar invention exactly vertical movement in one larger area allows. Furthermore, in a suitable embodiment of the invention, a lesser required installation space can be achieved, in particular in the vertical direction, than in known embodiments of the Watt rod assembly.

In preferred embodiments, the rubber mount has a stiffness in a first direction that has a stiffness in a second direction that is transverse to the first direction, at least by a factor 3 , preferably by a factor 5 , and, more preferably, by one factor 7 exceeds. In this way, an approximately complete transmission of a force acting during a cornering of the motor vehicle and mutual deflection between the rocker arms or the wishbones, which acts in the rubber bearing as a force in the first direction, can be achieved. In case of equal deflection of the wheels on both sides, a transmission of a force between the rocker arms, which is effective in the rubber bearing as a horizontal force in the second direction, can be significantly reduced from one axis side to the other in the desired manner.

The terms "first", "second", etc. used in this application are for the purpose of distinction only. In particular, by their use no order or priority of the objects mentioned in connection with these terms should be implied.

In this case, the anisotropic stiffness by selecting and arranging different rubber-elastic materials in different Spatial directions and / or a different arrangement of rubber-elastic material in the different spatial directions be brought about.

Coupling elements, each with a single pivot axis, are preferably provided at the articulation locations between the rocker arms and the chassis. In this way, the components of the stabilization device in an installed state and during operation substantially space-saving in a plane and move substantially in this plane, whereby the stabilizing device can be designed in a particularly compact design.

In this case, the pivot axes can be arranged in an installed state parallel to the straight-ahead direction of travel of the motor vehicle. In this case, the rubber bearing would be aligned in the straight ahead direction of travel of the motor vehicle, and the rocker arms, the left control arm and the right control arm will move substantially in a plane perpendicular to the straight ahead direction of travel of the motor vehicle.

Alternatively, the pivot axes can also be aligned in an installed state parallel to the vertical axis of the motor vehicle. In this case, the rubber mount would also be aligned parallel to the vertical axis of the motor vehicle, and the rocker arms, the left wishbone and the right wishbone move substantially in one or two planes parallel to the roadway. In the case of movement in two planes, the left rocker arm and the right rocker arm move in a common plane.

At coupling points between each of the control arms and the associated rocker arm coupling elements may be provided, which are designed as ball joints. At this coupling points but also conventional rubber bearings can be provided as coupling elements.

In preferred embodiments, the operative connection between the rocker arms is made by the rubber bearing being press-fitted into a through hole provided in one of the rocker arms and having one core of the rubber bearing operatively connected to the other of the rocker arms.

In this way, a structurally particularly simple operative connection of the rocker arms between the Anlenkorten means of the rubber bearing can be provided.

Preferably, the operative connection between the rocker arms is made by means of the rubber bearing in that one of the rocker arms is provided with a rigidly connected fork element which is in mechanical engagement with the core of the rubber bearing for producing the operative connection. Thereby, the operative connection can be provided in a structurally particularly simple way.

When the rocker arms are formed as rigid sheet metal parts, a particularly lightweight and inexpensive stabilizing device can be provided. The wishbone and the rocker arm can be made for example by forming from a steel sheet. To increase the bending strength, the rocker arms can be equipped with folds.

A particularly effective transmission of the shear forces due to favorable leverage ratios can be achieved if a pivotal position for the linkage to the respective wishbone and the relevant articulation point for the linkage to the chassis of the motor vehicle are arranged on each of the rocker arm, that they in an installed state with a Position of the core of the rubber bearing form a triangular shape, in particular substantially the shape of an equilateral triangle.

In preferred embodiments, the position of the core of the rubber bearing is arranged parallel to the straight-ahead direction of the motor vehicle and with an orientation of the rubber bearing parallel to the vertical axis of the motor vehicle in front of the Anlenkorten for the articulation of the rocker arm to the chassis with an alignment of the rubber bearing. This can be achieved that the rubber bearing is deformed during operation in the transverse direction in the same way in both directions. By this symmetrization of the deformation in both directions, a reduced deformation range of the rubber bearing is required, so that a rubber bearing with a smaller diameter may be sufficient, whereby valuable installation space and costs can be saved.

In another aspect of the invention, a semi-automatic axle of a motor vehicle is proposed, which has a left trailing arm and a right trailing arm and at least one embodiment of the disclosed transverse stabilization device. Furthermore, the left wishbone and the right wishbone are each externally pivotally connected to one of the trailing arm of the semi-rigid axle.

The advantages described in connection with the anti-roll bar device are fully transferable to the semi-automatic axis of the motor vehicle.

In particular, the semi-automatic axis of the motor vehicle can be designed as a torsion-beam axle be. Twist-beam axles are known to have a tendency to oversteer when cornering. By using the anti-roll bar device according to the invention in the semi-static axis, this tendency can be effectively neutralized.

In addition, a motor vehicle is proposed whose suspension comprises at least one embodiment of the described semi-rigid axle with a transverse stabilization device according to the invention, wherein the transverse stabilization device can increase the ride comfort and the driving stability of the motor vehicle.

• 1 eine schematische Darstellung einer als Verbundlenkerachse ausgebildeten Halbstarrachse eines Kraftfahrzeugs mit einer erfindungsgemäßen Querstabilisierungsvorrichtung in einer Draufsicht (oben) und in einer Rückansicht (unten),
• 2 eine schematisierte Darstellung der Querstabilisierungsvorrichtung der Halbstarrachse gemäß der 1 in einer Rückansicht in einem nur statisch mit der Karosserielast belasteten Zustand des Fahrwerks des Kraftfahrzeugs,
• 3 eine schematisierte Darstellung einer Krafteinleitung in die Querstabilisierungsvorrichtung gemäß der 2 in einer Rückansicht während einer Kurvenfahrt, und
• 4 eine schematisierte Darstellung der Querstabilisierungsvorrichtung gemäß der 2 in einer Rückansicht in einem Zustand einer gleichseitigen Einfederung.

Further advantageous embodiments of the invention are disclosed in the subclaims and the following description of the figures. Show it:

• 1 a schematic representation of a trained as a beam armature axis of a motor vehicle with a transverse stabilization device according to the invention in a plan view (top) and in a rear view (bottom),
• 2 a schematic representation of the transverse stabilization device of the semi-static axis according to the 1 in a rear view in a state of the undercarriage of the motor vehicle which is only statically loaded with the body load,
• 3 a schematic representation of an introduction of force in the transverse stabilization device according to the 2 in a rear view while cornering, and
• 4 a schematic representation of the transverse stabilization device according to the 2 in a rear view in a state of equilateral deflection.

In the different figures, the same parts are always provided with the same reference numerals, which is why these are usually described only once.

1 shows a schematic representation of a possible embodiment of a transverse stabilization device according to the invention 10 , which in conjunction with a trained as a twist beam axle semi-axis 48 a motor vehicle is used. The torsion beam axle is part of a chassis for suspension of a body of the motor vehicle, which is designed as a passenger car. The half-star axis 48 forms a rear axle of the passenger car.

In the upper part of the 1 are the half-star axis 48 and the stabilizer bar 10 shown in a built-in state in a plan view. The lower part of the 1 shows the same arrangement in a rear view.

The half-star axis 48 has a left trailing arm in a known manner 50 and a right trailing arm 52 on, where the wheels provided on both sides or their wheel carrier (not shown) of the rear axle can be attached. The trailing arm 50 . 52 are at a body-side end each by means of a bearing bush 54 pivotally connected to a chassis of the motor vehicle. The two trailing arms 50 . 52 are near their body-side ends by one in a transverse direction, ie, transverse to a straight-ahead direction 60 (-X direction) of the motor vehicle, and parallel to the Y-direction arranged cross member 56 (Torsionsprofil) connected in a conventional manner. At the rear ends of the left trailing arm 50 and the right trailing arm 52 is each a spring seat 58 provided for receiving a coil spring and a shock absorber (not shown).

The stabilizer bar 10 includes a left wishbone 12 and a right wishbone 14 that are in the in the 1 illustrated installation state in the transverse direction of the motor vehicle and extend parallel to the Y direction. The left wishbone 12 is on the outside by means of a bearing bush 16 with the left trailing arm 50 the half-star axis 48 pivotally connected. The right wishbone 14 is on the outside by means of a bearing bush 18 with the right trailing arm 52 the half-star axis 48 pivotally connected. The bearing bushes 16 . 18 For example, can be designed as a rubber bearing. Alternatively, for the manufacture of the pivotal connection of the wishbone 12 . 14 with the trailing arms 50 . 52 Also be provided ball joints.

Inside is the left wishbone 12 by means of one on the left wishbone 12 hinged left rocker arm 20 at a left anchorage 32 a carrier 30 articulated to the chassis of the motor vehicle. The right wishbone 14 is inside by means of a right wishbone 14 hinged right rocker arm 26 at a right anchorage 34 of the carrier 30 hinged. The left anchorage 32 and the right anchorage 34 are spaced transversely (Y direction). In this case, as a coupling element for articulation of each of the rocker arms 20 . 26 on the carrier 30 each provided a hinge joint with a single pivot axis. The pivot axes of the hinge joints are in the in the 1 shown installed state parallel to the straight-ahead direction (-X direction) of the motor vehicle. Alternatively, as a coupling elements for articulation and rubber bearings may be provided, which in addition to the main pivoting movement in the YZ Level also allow a predetermined margin for movements parallel to the X direction.

The rocker arms 20 . 26 are designed as rigid sheet metal parts, which are provided to increase bending strength with circumferential folds.

Between the left anchorage 32 and the right anchorage 34 on the carrier 30 of the chassis are the two rocker arms 20 . 26 by means of a rubber bearing 36 interacting with each other. The rubber camp 36 is aligned in the straight ahead direction of travel of the motor vehicle. In 2 is the stabilizer bar 10 the half-star axis 48 according to the 1 shown in a rear view in a only statically loaded with the body load state of the chassis of the motor vehicle in a schematic representation. The operative connection between the two rocker arms 20 . 26 as well as the structure of the rubber bearing 36 are best from the 2 to 4 seen.

The rubber camp 36 includes in this particular embodiment a rotary bearing member as a core 42 , which is designed as a metallic, cylindrical pin with an end-side external thread. In other embodiments, the core may simply be just a sleeve (pipe) that is fixedly connected with a bolt and nut in the fork of the rocker arm. A concentrically arranged, metallic hollow cylinder 38 surrounds the core 42 ganzumfänglich. In a space between the hollow cylinder 38 and the core 42 is a molding 40 made of a rubber-elastic material, such as chloroprene rubber, arranged that the core 42 completely surrounds and is connected to this cohesively, for example by vulcanization. The molding 40 points in a direction perpendicular to the straight-ahead direction 60 arranged sectional plane, which corresponds to the YZ plane, an elliptical cross-sectional area, wherein the major axis of the ellipse parallel to the Z-direction and the semi-minor axis of the ellipse are arranged parallel to the Y-direction. In a region around the endpoints of the major axis of the ellipse is the molding 40 with the hollow cylinder 38 cohesively connected, for example by vulcanization.

Due to the very different spatial distribution of the molding 40 made of chloroprene rubber results in an anisotropic stiffness of the rubber bearing 36 in which a rigidity in the vertical direction, ie parallel to the Z-direction, exceeds a stiffness in the horizontal direction, ie parallel to the Y-direction, by a factor of about 5.

The left rocker arm 20 has a passage opening 22 on, in which the outer hollow cylinder 38 fitted by means of a press fit. In this way, the left rocker arm 20 and the rubber camp 36 firmly connected. The right rocker arm 26 is equipped with a rigidly connected fork element (not shown) whose fork width substantially corresponds to a diameter of the cylindrical pivot member. Basically, but also the right rocker arm 26 the passage opening 22 and the left rocker arm 20 can be equipped with the rigidly connected fork element (not shown).

For the production of the operative connection between the rocker arms 20 . 26 is the fork element of the right rocker arm 26 by a screw connection with the core 42 , ie with the end-side external thread of the rotary bearing element, the rubber bearing 36 connected and is thus fixed to the core 42 in mechanical engagement.

An operation of the anti-roll bar device 10 will be described below on the basis of 3 FIG. 2 illustrates a schematic representation of a force introduction and force transmission into the transverse stabilization device 10 according to the 2 in a rear view during a passage of a left turn shows.

Due to the cornering force acts F , whose cause is the cornering force of the right rear wheel, on the right wishbone 14 , The power F is from the right wishbone 14 via a linkage position 28 on the right rocker arm 26 transfer. Through the right rocker arm 26 , the right anchorage 34 on the carrier 30 The chassis is articulated in the right wishbone 14 transversely acting force F in a vertically upward (in the Z direction) acting force F 'deflected on the rubber-elastic molding 40 of the rubber camp 36 acts. In this case, the upward force F 'depending on the existing leverage a different amount than that in the right wishbone 14 initiated force F exhibit.

The molding 40 of the rubber camp 36 is not deformable due to its stiffness in the vertical direction, so that a force equal in magnitude, but in the opposite direction (-Z direction) acting force -F 'in the rubber bearing 36 is generated on the left rocker arm 20 acts. The left rocker arm 20 is at the left anchorage 32 hinged to the support of the chassis and transmits the acting in the -Z direction force -F 'on the left wishbone 12 ,

The right or left on the rocker arms 20 . 26 acting transverse forces thus cancel each other. A rotational movement of the two rocker arms 20 . 26 around the swivel axes of the hinge joints at the anchor points 32 . 34 does not take place. The wishbones 12 . 14 act in this driving situation as directly connected to the chassis wishbones, and forces in one of the wishbone 12 . 14 are also initiated via the Anlenkorte 32 . 34 introduced into the chassis.

The articulation position 28 for the articulation of the right rocker arm 26 to the right wishbone 14 , one from the right anchorage 34 formed articulation position for the articulation of the right rocker arm 26 to the chassis of the motor vehicle are arranged such that they in an installed state with a position of the core 42 of the rubber camp 36 form a shape of a substantially right triangle ( 1 below), resulting in favorable leverage ratios for the transmission of the cornering force acting during cornering. In principle, however, other arrangements of the articulation positions are conceivable.

In the end, that can be on the right wishbone 14 during cornering, cornering force of the right rear wheel of substantially equal magnitude on the left wishbone 12 be transferred, resulting in a stabilization of the chassis when cornering.

When driving through right-hand curves, the previous description applies in a mirror-image manner.

Based on 4 Below is the operation of the anti-roll bar device 10 explained in an equilateral deflection of the rear wheels of the motor vehicle.

With an equilateral deflection of the rear wheels, the outer ends of the left wishbone move 12 and the right wishbone 14 equally vertical (parallel to the Z direction) up and down. The left rocker arm 20 is due to the movement of the left wishbone 12 around the left anchorage 32 on the carrier 30 the chassis turned outwards. The right rocker arm 26 is due to the movement of the right wishbone 14 around the right anchorage 34 on the carrier 30 the chassis turned outwards. Due to the comparatively low stiffness of the rubber bearing 36 in the horizontal direction (ie parallel to the Y direction) becomes the core 42 of the rubber camp 36 by the rotational movement of the rocker arms 20 . 26 from an original middle position 44 in Y-direction to a new position 46 shifted, whereby a required for the same side deflection effective length change of the control arm 12 . 14 can be performed in the Y direction.

In the embodiment of the transverse stabilization device described above 10 are the pivot axes of the coupling elements between the rocker arms 20 . 26 and the carrier 30 as well as the rubber bearing 36 parallel to the straight-ahead direction 60 of the motor vehicle aligned. In an alternative embodiment, pivot axes of the coupling elements between the rocker arms 20 . 26 and the carrier 30 and the rubber bearing should be aligned parallel to a vertical axis of the motor vehicle arranged parallel to the Z direction. The description of the operation of the anti-roll bar device 10 remains after replacement of the affected directions.

LIST OF REFERENCE NUMBERS

10

Cross-stabilizing device

12

left wishbone

14

right wishbone

16

bearing bush

18

bearing bush

20

left rocker arm

22

Through opening

24

Anlenkposition

26

right rocker arm

28

Anlenkposition

30

carrier

32

left anchorage

34

right anchorage

36

Rubber bearing

38

metallic hollow cylinder

40

molding

42

core

44

middle position

46

new position

48

Semi Trucks

50

left trailing arm

52

right trailing arm

54

bearing bush

56

crossbeam

58

spring seat

60

Straight-on direction

F

force

F '

force

Claims (9)

A stabilizer device (10) of an undercarriage of a motor vehicle, comprising a left transverse link (12) and a right transverse link (14), which extend in an installed state in the transverse direction of the motor vehicle and in each case on the outside pivotally connected to the chassis, wherein the left wishbone (12) and the right wishbone (14) on the inside each by means of a respective wishbone (12, 14) hinged rocker arm (20, 26) at transversely spaced Anlenkorten (32, 34) a chassis (30) of the motor vehicle are articulated, wherein the rocker arms (20, 26) between the Anlenkorten (32, 34) by means of a rubber bearing (36) are operatively connected to each other, characterized in that the rubber bearing (36) is a rotary bearing element as a core ( 42), which is completely surrounded by a concentrically arranged hollow cylinder (38), wherein between the hollow cylinder (38) and the core (42) a molding (40) is arranged, that surrounds the core (42) completely and with this cohesively wherein the molding (40) has an ellipsoidal cross-sectional area such that the rubber bearing (36) has an anisotropic rigidity and the molding (40) has its end points of the large half Chse of the ellipse with the hollow cylinder (38) is materially connected. Bar stabilization device (10) according to Claim 1 characterized in that the rubber bearing (36) has a rigidity in a first direction that exceeds a stiffness in a second direction, which is arranged transversely to the first direction, by at least a factor of 3. Bar stabilization device (10) according to Claim 1 or 2 , characterized in that at the Anlenkorten (32, 34) between the rocker arms (20, 26) and the chassis (30) coupling elements are each provided with a single pivot axis. Anti-roll bar device (10) according to any one of the preceding claims, characterized in that the operative connection between the rocker arms (20, 26) is made by pressing the rubber mount (36) into a passage opening (22) in one of the rocker arms (20 ) is provided, is connected thereto and a core (42) of the rubber bearing (36) with the other of the rocker arm (26) is operatively connected. A stabilizer device (10) according to any one of the preceding claims, characterized in that the operative connection between the rocker arms (20, 26) is made by means of the rubber bearing (36), by one of the rocker arms (26) being provided with a rigidly connected fork element which is intended for Making the operative connection firmly with the core (42) of the rubber bearing (36) is in mechanical engagement. Bar stabilization device (10) according to one of the preceding claims, characterized in that the rocker arms (20, 26) are designed as rigid sheet-metal parts. Bar stabilization device (10) according to one of the preceding claims, characterized in that on each of the rocker arms (20, 26) a articulation position (24, 28) for the linkage to the respective wishbone (12, 14) and the relevant articulation point (32, 34 ) are arranged for the articulation to the chassis (30) of the motor vehicle such that they form a triangular shape in an installed state with a position of the core (42) of the rubber bearing (36). A semi-automatic axle (48) of a motor vehicle, comprising - A left trailing arm (50) and a right trailing arm (52), and - At least one anti-roll bar device (10) according to any one of the preceding claims, wherein the left wishbone (12) and the right wishbone (14) on the outside each pivotally connected to one of the trailing arms (50, 52) of the semi-rigid axle (48). Motor vehicle, characterized in that the chassis according to at least one semi-trailer (48) Claim 8 includes.

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