The invention concerns a bushing arrangement to provide a connection between the drivers cab and an anti roll bar which is connected to the chassis of the vehicle.

The drivers cab is exposed to various forces, such as rolling of the vehicle, vibrations caused by unevennesses of the road and forces exerted onto the vehicle during to turning and breaking. The anti roll bar is provided with bushing arrangements to absorb vibrations and transfer forces. The elasticity of the bushing arrangement determines the absorption capacity of the bushing arrangement. A bushing arrangement displaying highly elastic properties fulfils the need for absorbing vibrations or displacements thereby providing a dampening of the cab, whilst a bushing arrangement displaying highly rigid properties provides a better contact with the road and a better feedback to the driver. Further the bushing arrangement may be provided soft in some directions of the vehicle and rigid in other directions of the vehicle. WO 03/062034 and EP 525435 disclose bushing arrangements in accordance with prior art.

As the vehicle manufactures have various demands concerning the elasticity (more or less rigid/soft) of the bushing arrangements, a need has evoked to be able to provide various bushing arrangements each displaying an individual elastic property to be mounted in the specific type of vehicle.

To meet the demands of the vehicle manufacture, means being able to provide a large number of different kinds of bushing arrangements, each kind fulfilling the demand to the specific elasticity of the vehicle manufacture. The testing and manufacture of this large number of different kinds of bushing arrangements are time consuming and very costly to carry out.

It is an object of the invention to provide a solution which minimizes the time and money spent on manufacturing the bushing arrangements with different elasticity.

The object of the invention is achieved by providing a bushing arrangement wherein the elasticity of the individual bushing arrangement easily may be adapted to the specific platform system, market and manufacturer's demand.

The object of the invention is achieved by the invention as defined in the independent claim 1. Further embodiments of the invention are defined in the dependent claims.

In accordance with the invention the bushing arrangement is provided so that the elasticity of the bushing element may be varied with regards to displaying rigid or soft characteristics. This arrangement is carried out by introducing an additional

elastic element and a stop arrangement in the bushing arrangement. The stop arrangement is adjustable to determine the portion of the displacement to be absorbed by the additional elastic element and the portion of the displacement to be transferred via the bushing arrangement. In accordance with the invention a bushing arrangement is provided for the connection between drivers" cab and the chassis of the vehicle by a core and an anti roll bar. In accordance with prior art the core may be fixed to the drivers" cab and the anti roll bar to the chassis or vice versa. The core has an axial axis extending in the transverse direction of the vehicle. The anti roll bar comprises a torsion bar with an axial axis extending in the transverse direction of the vehicle and two link arms each with an longitudinal extension essentially in the longitudinal direction of the vehicle. Each link arm has a first end portion connected to the torsion bar and a second end portion connected to the core by a first bushing element. The first bushing element is a conventional bushing element and comprises a first rigid sleeve arranged concentric to the core at a radially outer position relative to the core. The first elastic element is positioned in the radial space between the first rigid sleeve and the core, and extends in the circumferential direction around the core. This conventional bushing element is provided with a second bushing element. The second bushing element is arranged concentric at a radially outer or inner position relative to the first bushing element. The second bushing element comprises a second rigid sleeve and at least a second elastic element wherein at least a portion of the radially inner surface of the second rigid sleeve is arranged in contact with the radially positioned outer surface of the second elastic element. The second elastic element has extensions in radial, axial and circumferential directions of the bushing arrangement. The second elastic element is more elastic than the first elastic element, preferably in a direction corresponding to the transverse direction of the vehicle (axial direction of the bushing arrangement). Preferably, the first elastic element displays a deforming capacity which defines the first elastic element as essentially rigid. The second elastic element being more elastic or soft than the first elastic element provides for the displacements, especially in the transverse direction, to be more easily absorbed by the second elastic element. The second elastic element may be fixed for instance by vulcanization to the radially inner surface of the second rigid sleeve and to the radially outer surface of the first rigid sleeve. The second bushing element may be provided with at least one adjustable stop arrangement comprising one stop portion included in the second bushing element and provided to be brought into contact with a stop surface provided in the bushing arrangement at a distance away from the stop portion. Within a predetermined range of forces, this adjustable stop arrangement determines how much of the displacement to be absorbed by the second elastic element and how of much the

displacement to be transferred via the bushing arrangement. The displacement is transferred via the bushing arrangement by the abutting contact between the stop portion and the stop surface. Thereby the size of the displacement to be transferred is determined by adjusting (increasing or decreasing) the distance between the stop surface and the stop portion.

The stop surface may be provided by a surface of the first rigid sleeve, the core or another element of the bushing arrangement displaying a certain rigidity. The stop portion has full or partial extension in the circumferential direction of the second rigid sleeve. In accordance with a first embodiment of the invention adapted for dealing with the forces acting in the transverse direction of the vehicle, the stop portion is provided at the axial end portions of the second rigid sleeve. In a further embodiment the stop portion is arranged inclining inwards towards the axial axis of the core. The distance to the stop surface may be adjusted by using a suitable tool capable of deforming the stop portion plastically, thereby decreasing or increasing the distance. This adjustment might be carried out in various ways. For instance the tool might be used to alter the angel of inclination of the stop portion, or to apply a further inclination to the stop portion thereby obtaining a stop portion with two areas each with a different angle of inclination. Alternatively, the curved portion defining the inclination of the stop portion and indicating the starting point of the inclination may be moved in the transverse direction.

The second elastic element may have a full or partial circumferential extension, and preferably the circumferential extension is provided all along the inner circumference of the second rigid sleeve or along portions of the inner circumference of the second rigid sleeve. The bushing arrangement may be provided with plural preferably two second elastic elements each having extensions in radial, axial and circumferential direction, which circumferential extension is provided along portions of the inner circumference of the second rigid sleeve.

In accordance with a second embodiment of the invention the bushing arrangement is provided with a flexibility coinciding with the longitudinal direction of the vehicle. The bushing arrangement is adapted for absorbing forces acting in the longitudinal direction of the vehicle. In accordance with this second embodiment the second elastic element has a partial circumferential extension, and is provided along portions of the inner circumference of the second rigid sleeve. The second elastic element may comprise plural preferably two separated members each having extensions in radial, axial and circumferential direction, wherein each of the separated members is provided along portions of the inner circumference of the second rigid sleeve. The second elastic element is provided in positions coinciding with the vertical direction of the vehicle, for instance the two separate members are

positioned at each side of the circumference along the vertical direction. The bushing arrangement in accordance with this second embodiment provides stiffness in the vertical direction and makes the bushing arrangement flexible in the longitudinal direction of the vehicle. The adjustable stop portion for determining the portion of displacement to be transferred and absorbedjs provided by a portion of the inner surface of the second rigid sleeve. The distance to the stop surface is adjusted by varying the diameter of the second rigid sleeve by defomation and thus for instance reducing the distance. The stop portion may be provided locally or all along the outer surface of the second rigid sleeve in the transverse direction. The stop portion and/or the stop surface may optionally be provided with an inner layer of elastic material to reduce dissonnance when the stop portion and the stop surface are abutting.

An example of a preferred embodiment of the invention is to be described in the following with reference to the figures where Fig 1 shows the connection between the drivers" cab and the anti-roll bar using a bushing arrangement.

Fig 2 is a section along A-A in fig 1 of the bushing arrangement in accordance with a first embodiment of the invention.

Fig 3 is perspective view of the bushing arrangement. Fig 4 is a section along B-B of the bushing arrangement in accordance with a second embodiment of the invention.

Fig 5 is a section along C-C of the bushing arrangement in accordance with a second embodiment of the invention.

Fig 6 is a section along D-D of the bushing arrangement in accordance with a . second embodiment of the invention.

Fig 7 shows detail E in fig 5.

Fig 1 shows an anti-roll bar 1 which is constituted by a torsion rod 3 and two link arms 2a, 2b fixed at each end of the torsion rod 3. The two link arms 2a, 2b has an orientation such that the lengthwise direction of each of the link arms 2a, 2b extend in the longitudinal direction of the vehicle, illustrated by arrow L. The axial or longitudinal direction of torsion rod 3 is oriented in the transverse direction of the vehicle as illustrated by arrow T. The arrows L and T are also indicated in fig 2.

The vertical direction of the vehicle is illustrated by arrow V. The anti-roll bar 1 is connected to the chassis 4 of the vehicle by suitable connecting means at the areas of connection between the torsion rod 3 and each link arm 2a, 2b. (For illustrative purposes the connection to the chassis is only shown at arm link 2b). Further the resilient couplings between the drivers cab shown by structure 5 and the link arms

2a, 2b are illustrated at link arm 2b. Each of the bushing arrangements 6a, 6b are arranged in respective transverse bores 7a, 7b provided in each of the arm links 2a, 2b. The drivers cab 5 is joined to the link arms 2a, 2b by connecting the drivers cab 5 to each of the bushing arrangements 6a, 6b by suitable fixing means illustrated by component 8.

The cross-section of the bushing arrangement 6a in fig 2 is shown with the walls of the transverse bores 7a, 7b removed. A core 9 which provides the connection to drivers cab is positioned in the bushing arrangement with an axial axis such as the central axis 9a coinciding with the transverse direction T of the vehicle. The bushing arrangement comprises a first bushing element comprising a first elastic element 10 and a first rigid sleeve 11. The first elastic element 10 has annular cross section displayed in a plane defined by the longitudinal and vertical directions of the vehicle, further the elastic element 10 has a axial or a longitudinal extension in the transverse direction of the vehicle. The elastic element 10 is fitted onto the outer circumference of the core 9. The first elastic element 10 is provided with inner stiffening members 10a. The first rigid sleeve 11 which has an essentially cylindrical shape with a radially positioned inner axial surface 14 and a radially positioned outer axial surface 15, is arranged onto the first elastic element 10. The first rigid sleeve 11 is provided with axial end portions 11a oriented with an inwards inclination in the radial direction toward the central axis 9a of the core 9 all along the circumference of the first bush element. The first rigid sleeve 11 is mounted onto the first elastic element 10, by pressing the first rigid sleeve 11 onto the first elastic element 10 thereby compression the first elastic element 10.

The first elastic element 10 provided so that is able to absorb displacements due to stress applied to the bushing arrangement in the transverse, longitudinal and vertical direction of the vehicle. Preferably, the first elastic element shows a fairly stiff characteristic in the vertical direction and soft characteristics in transverse and longitudinal directions. Further a second bushing element is included in the bushing arrangement δa.The second bushing element comprises a second elastic element 13 and a second rigid sleeve 12. The second rigid sleeve 12 is arranged radially spaced from the first rigid sleeve 11 and has a radially inner axial surface 16 and a radially outer axial surface 17. The second elastic element 13 is arranged in the space between the first and second rigid sleeve 11, 12. Alternatively the second bushing element may be arranged somewhere in between the first rigid sleeve 11 and the core 9, hence at a position radially closer to the central axis 9a of the core. In accordance with a first embodiment of the invention the second elastic element 13 fills up the space between the first and second rigid sleeve 11, 12 in the cirumferential direction of the bushing arrangement. By the introduction of the second elastic element 13 in the bushing arrangement a possibility for further absorption of displacement is provided and hence further dampening is achieved.

The second elastic element 13 may be fixated to the first and second rigid sleeve 11 ,

12 by vulcanization or by other fixation methods. The outer surface of the second rigid sleeve is placed into engagement with the inner wall of the transverse bore 7a, 7b, when the bushing arrangement is inserted into the bore. The second elastic element 13 is capable of absorbing displacements in transverse, longitudinal and vertical direction of the vehicle, and is arranged comparably more elastic than the first elastic element 10. The second elastic element 13 is more elastic in transversal or longitudinal directions than in the vertical direction. The second elastic element

13 might be characterized as stiff in the vertical direction and soft in transversal and longitudinal directions. Preferably the second elastic element 13 displays highly elastic features/is quite elastic in the transverse direction of the vehicle. The ability to absorb displacements in the transverse direction may be controlled by a stop arrangement comprising adjustable stop portions 12a provided at the axial end portions of the second rigid sleeve 12 and stop surfaces 1 Ib. A distance D is defined between the stop portion 12a and a stop surface lib, which stop surface 1 Ib is defined as an area of the outer surface of the first rigid sleeve. When applying stress to the bushing arrangement in the transverse direction, the size of the distance D determines the portion of the lateral movement to be absorbed by the second elastic element 13. When the stop portion 12a and the stop surface 1 Ib are placed into abutting contact further lateral displacement in is prohibited.

The stop portion 12a is shown with inwards inclination in the radial direction toward the central axis 9a of the core 9. By using a suitable tool the inclination angle of the stop portion 12a may be altered thereby reducing or increasing the distance D. Alternatively the distance D may be altered by moving the curved portion 12c( defining the inclination of the stop portion and indicating the starting point of the inclination) in the transverse direction. By this alteration the elasticity in the transverse direction may be adjusted to meet the need of the various customer in regards to dampening or driving response. Thus, by reducing the distance D, the rigidity of the bushing arrangement is achieved compared to increasing the distance D, which means providing a softer bushing arrangement capable of absorbing vibrations and forces/displacements exerted onto the bushing arrangement. The stop portion 12a may be provided with a layer 13a of elastic material to prevent dissonance when the stop portion 12a abuts against the stop surface l ib

The second elastic element 13 may be provided to fill the radial space between the first and second rigid element 11, 12 all around the circumference of the bushing arrangement. Alternatively the second elastic element 13 may be provided to fill the radial space between the first and second rigid element 11, 12 at certain areas to introduce additional stiffness or dampening to the bushing arrangement in these directions.

Figs 4-6 show an example of the second embodiment wherein the second elastic element 13 is provided to fill the radial space at portions of the circumference experiencing loading in the vertical direction. As seen in these figures the radial space between first and second rigid sleeve 11, 12 is empty in a direction essentially corresponding to a longitudinal loading direction. The bushing arrangement obtains stiffness in the vertical direction and is more flexible in the longitudinal direction of the vehicle. To be able to adjust the possible displacement in the longitudinal direction of the vehicle and thereby restricting the absorbing capacity in the longitudinal direction of the second elastic element 13, this second embodiment of the invention is provided with a stopping arrangement comprising an adjustable stop portion 12b and a stop surface 1 Ic ₅ see fig 7. The stop portion 12b is adjusted by deforming the diameter of the second rigid sleeve 12 locally as shown in fig 7 to obtain a distance D between the stop portion 12b and the stop surface l ie corresponding to restriction of the displacement between first and second rigid sleeve 11,12 as demanded. The deformation of the diameter of the second rigid sleeve 12 may be carried out locally or all along the second rigid sleeve 12 in the transverse direction of the vehicle. Further first and second rigid sleeves are provided with an elastic layer 13a to prevent dissonance when the outer surface of the first rigid sleeve 11 abuts against the and second rigid sleeve 12.