Anti-roll torsion bar assembly and vehicle

Abstract

The disclosure concerns an anti-roll torsion bar assembly (8) for a vehicle (2), the anti-roll torsion bar assembly (8) comprising a torsion bar (12), a first link arm (14), and a second link arm (16). A first end portion (18) of the torsion bar (12) is configured with a recess (20) that partially encloses a first end portion (22) of the first link arm (14). First and second pairs of mating surfaces (32, 32’, 34, 34’) of the torsion bar (12) and the first link arm (14) are arranged at the recess (20). The first pair of mating surfaces (32, 32’) extends in a first plane (36) and the second pair of mating surfaces (34, 34’) extends in a second plane (38), the first and second planes (36, 38) extending at an angle (a) to each other.

Description

The invention relates to an anti-roll torsion bar assembly for a vehicle and to a vehicle comprising an anti-roll torsion bar assembly.BACKGROUNDAn anti-roll bar, also referred to as cab stabiliser or as herein, anti-roll torsion bar assembly, has long been a crucial component in vehicle design, serving to stabilise the cab and reduce unwanted movements caused by uneven road surfaces or sharp turns.In its traditional form, this device comprises lateral link arms or levers interconnected by a torsion bar extending between the two lateral link arms across a lengthwise extension of the vehicle, providing a single unit that is connected to the cab and a chassis of the vehicle.However, the need for access to various vehicle components, such as a radiator or other kinds of coolers, is complicated by the traditional form of the anti-roll bar. Specifically, when attempting to remove or service an engine cooler located at the front of the cab, the traditional anti-roll bar design can present a significant obstacle. During servicing of the vehicle, detaching the anti-roll bar for accessing vehicle components is labour intensive and accordingly, costly.In response to this challenge, various solutions have been proposed in the prior art. One approach has been to develop torsion bar assemblies that are designed for detachment of the torsion bar from the link arms. While these designs do offer some degree of flexibility and access, they often fall short in terms of precision, ease of use, and correct positioning.EP3206898 discloses a connecting arrangement for a stabilizer of a vehicle, with at least one lever which extends transversely with respect to a longitudinal direction and comprises a bearing eye, which is provided with a noncircular inner circumferential contour. A torsion bar spring extends with an axis of rotation thereof in the longitudinal direction. The torsion bar spring is provided at at least one end with a noncircular outer circumferential contour matched to the inner circumferential contour of the bearing eye, and sits together with the latter in the bearing eye. Two mutually opposite wall sections are pressed against the noncircular outer circumferential contour of the torsion bar spring by at least one releasable clamping means.EP3797062 discloses a driver's cab stabiliser having two levers which extend parallel to each other in a longitudinal direction of the vehicle and are each lengthened in the longitudinal direction of the vehicle by a connecting element; and a torsion bar spring which extends in a transverse direction of the vehicle between the two connecting elements and is fixedly connected at both ends to the associated lever indirectly via the associated connecting element.WO2018095662 discloses a driver's cab stabiliser with a torsion bar spring which extends in a vehicle transverse direction and two end regions of which are each connected rigidly to a lever extending at least substantially in a vehicle longitudinal direction. The rigid connection between the lever and the torsion bar spring is in each case releasable in order to permit simple removal of the torsion bar spring during maintenance. The rigid connections between the levers and the torsion bar spring are in each case designed as an indirect connection with interconnection of a connection part.Accordingly, existing detachable torsion bar solutions may require complex mechanisms or additional components to facilitate their installation and removal. These added complexities can lead to increased costs, reduced reliability, and even compromised performance.Furthermore, the precise alignment and orientation required for proper function often necessitate specialized tools or expertise, further limiting their practical application.Considering these limitations, there still remains a need for a torsion bar assembly that provides a stable construction with accessibility to vehicle components.SUMMARYIt would be advantageous to achieve a stable anti-roll torsion bar assembly that provides access to vehicle components. In particular, it would be desirable to provide an anti-roll torsion bar assembly that is easily disassembled and reassembled. To better address one or more of these concerns, one or more of an anti-roll torsion bar assembly and a vehicle having the features defined in one or more of the independent claims is provided.According to an aspect, there is provided an anti-roll torsion bar assembly for a vehicle, the anti-roll torsion bar assembly comprising a torsion bar, a first link arm, and a second link arm. A first end portion of the torsion bar is configured with a recess that partially encloses a first end portion of the first link arm. First and second pairs of mating surfaces of the torsion bar and the first link arm are arranged at the recess. The first pair of mating surfaces extends in a first plane and the second pair of mating surfaces extends in a second plane, the first and second planes extending at an angle to each other.Since the first end portion of the torsion bar is configured with a recess that partially encloses the first end portion of the first link arm - the torsion bar and the first link arm are configured to be reliably positioned in an interacting relationship with each other. Since the first pair of mating surfaces extends in a first plane and the second pair of mating surfaces extends in a second plane, and the first and second planes extend at an angle to each other - an interface between the torsion bar and the first link arm is provided, which ensures a reliable positioning of the torsion bar in relation to the first link arm.Consequently, in the anti-roll torsion bar assembly, the torsion bar is configured to be detached at least from the first link arm, by separating the first and second pairs of mating surfaces and removal of the torsion bar with its recess from the first link arm. Similarly, the torsion bar is easily connectable to the first link arm by repositioning the torsion bar with its recess onto the first link arm and bringing the first and second pairs of mating surfaces in contact with each other.According to a further aspect there is provided a vehicle comprising a chassis, a cab, and an anti-roll torsion bar assembly according to any one of aspects and / or examples discussed herein arranged between the chassis and the cab.Accordingly, in the vehicle an anti-roll torsion bar assembly with an easy detachable and reconnectable torsion bar is provided, which enables uncomplicated detachment of the torsion bar for service of vehicle internal parts.The unique combination of the first and second mating surfaces extending at an angle to each other at an end portion of the torsion bar, when paired with a link arm featuring corresponding mating surfaces, provide an interface between the torsion bar and the first link arms that enable secure attachment and precise positioning of the torsion bar within the assembly. Thus, a reliable means is provided for transferring forces across the anti-roll bar, allowing it to function effectively in stabilising the cab while also enabling easy detachment of the torsion bar as required.This design offers several distinct advantages. Firstly, its simplicity and ease of use reduce the complexity and cost associated with maintenance of vehicle components where the torsion bar has to be removed. Secondly, the ability to detach the torsion bar as needed greatly simplifies access to critical components such as engine coolers, reducing downtime during servicing of the vehicle. Thirdly, the precise positioning enabled by the pairs of mating surfaces ensures optimal transfer of torque and stability throughout the vehicle's operating range.Applicable vehicles include cabs that are suspended on chassis of the vehicles. Examples of such vehicles are trucks, such as heavy trucks, construction vehicles, etc.The anti-roll torsion bar assembly, herein also referred to as the torsion bar assembly or simply as the assembly, serves a function of stabilising the vehicle’s cab by minimising unwanted rolling movements during operation. These movements can arise from various driving conditions, such as navigating uneven road surfaces and sharp turns. The torsion bar, acting as an anti-roll device, absorbs and redistributes the forces exerted on the cab, thereby limiting excessive tilting or swaying of the cab. This function ensures not only the comfort of the driver and passengers but also maintaining the structural integrity of the vehicle over time. The torsion bar assembly, through its ability to balance and regulate these forces, ensures smooth and controlled vehicle dynamics, enhancing overall driving stability and safety.The first and second link arms are components of the torsion bar assembly and are positioned laterally on each side of the vehicle. They extend substantially along a longitudinal extension of the vehicle. The first and second link arms are rigid members designed to transmit the forces encountered by the vehicle’s cab during operation to the torsion bar. In doing so, the link arms play a role in maintaining an upright position of the cab relative to the chassis, reducing excessive roll movement of the cab. Their placement and connection to both the cab and the torsion bar ensure torque transfer to the torsion bar, thus reducing roll movements of the cab.The torsion bar extends across the vehicle between the link arms, spanning approximately a width of the vehicle’s chassis. The torsion bar is an element that transfers torques applied at its first end portion or its opposite second end portion by the first or second link arm, respectively, to the other end portion of the torsion bar and the other of the first and second link arms. Thus, functioning to counterbalance the rolling motion of the cab relative to the chassis. When the cab moves upwardly or downwardly at one of its lateral sides, the torsion bar is subjected to torque, which is transferred to the opposite lateral side of the cab thus, reducing lateral tilting of the cab.The link arms and the torsion bar are interconnected to allow the torsion bar to transfer torque in response to one lateral side of the cab moving downwardly or upwardly to stabilise the cab. The link arms are mounted on pivots or bushings, which enable them to rotate and apply a torque at one end portion of the torsion bar and to rotate in response to the applied torque at an opposite end portion of the torsion bar. This allows the torsion bar assembly to reduce tilting of the cab in relation to the chassis.As mentioned above, the first end portion of the torsion bar is configured with a recess that partially encloses the first end portion of the first link arm. Similarly, the second end portion of the torsion bar may be configured with a further recess that partially encloses a first end portion of the second link arm.Via the first and second pairs of mating surfaces of the torsion bar and the first link arm, friction joints between the torsion bar and the first link arm are provided. Via such friction joints, torque can be transferred between the first link arm and the torsion bar as well as between the torsion bar and the first link arm.Third and fourth pairs of mating surfaces of the torsion bar and the second link arm may be arranged at the further recess, the third pair of mating surfaces extending in a third plane and the fourth pair of mating surfaces extending in a fourth plane. The third and fourth planes may extend at an angle to each other.Via such third and fourth pairs of mating surfaces of the torsion bar and second link arm, friction joints between the torsion bar and the second link arm may be provided. Via such friction joints, torque can be transferred between the second link arm and the torsion bar as well as between the torsion bar and the second link arm.The angle between the first and second planes may be a right angle. However, other angles between the first and second planes may be used. The same applies to the third and fourth planes.The torsion bar assembly is mounted between the vehicle’s cab and chassis to reduce cab movement. The end portions of the torsion bar may be connected to the chassis, e.g. via the first end portions of the first and second link arms, or to the cab and the link arms extend from the end portions of the torsion bar to the cab or to the chassis, depending on how the assembly is arranged between the cab and the chassis.According to some examples, the anti-roll torsion bar assembly may be configured to be arranged in a three-dimensional Cartesian coordinate system with the first and second link arms extending mainly along an x-axis and the torsion bar extending mainly along a y-axis, wherein the first plane extends within a range of 0 - 30 degrees to a z-axis and within a range of 0 - 45 degrees to the y-axis. In this manner, the first plane may extend with a large vertical component and as such may be configured for a distinct abutment between the first pair of abutment surfaces and thus, may provide a precise stop when the torsion bar is to be positioned relative to the first link arm when reconnected to the first link arm after having been removed from the assembly.In relation to the vehicle, the Cartesian coordinate system extends with its x-axis along a vehicle length axis, with its y-axis extending across the vehicle length axis i.e. between lateral sides of the vehicle, and with its z-axis having a vertical extension with the vehicle standing on a horizontal surface.According to some examples, the second plane may extend within a range of 0 - 30 degrees to the x-axis and within a range of 0 - 45 degrees to the y-axis. In this manner, the second plane may extend with a large horizontal component and as such may be configured for the torsion bar to abut against the first link arm while it is slid into place along the second plane when reconnected to the first link arm after having been removed from the assembly.The angular ranges exemplified herein may be in both directions relative to the relevant axis of the Cartesian coordinate system.According to some examples, the first and second link arms may be connected to the torsion bar with screws. In this manner, the torsion bar may be secured to the first and second link arms to provide the anti-roll torsion bar assembly.Moreover, the screws may establish friction joints between the torsion bar and the first link arm and the respective first and second pairs of mating surfaces by pressing the respective first and second pairs of mating surfaces against each other. Via such friction joints, torque can be transferred between the first link arm and the torsion bar as well as between the torsion bar and the first link arm.Similarly, the screws may establish friction joints between the torsion bar and the second link arm and the respective third and fourth pairs of mating surfaces by pressing the respective third and fourth pairs of mating surfaces against each other. Via such friction joints, torque can be transferred between the second link arm and the torsion bar as well as between the torsion bar to the second link arm.According to some examples, at least a first screw may extend perpendicularly to the first plane and may be arranged for bringing the first pair of mating surfaces of the torsion bar and the first link arm in contact with each other, and at least a second screw may extend perpendicularly to the second plane and may be arranged for bringing the second pair of mating surfaces of the torsion bar and the first link arm in contact with each other. In this manner, friction joints may be established between the torsion bar and the first link arm.Similarly, according to some examples, at least a third screw may extend perpendicularly to the third plane and may be arranged for bringing the third pair of mating surfaces of the torsion bar and the second link arm in contact with each other, and at least a fourth screw may extend perpendicularly to the fourth plane and may be arranged for bringing the fourth pair of mating surfaces of the torsion bar and the second link arm in contact with each other. In this manner, friction joints may be established between the torsion bar and the second link arm.According to some examples, the anti-roll torsion bar assembly may comprise a first axle connected to the first link arm at its first end portion. In this manner, a connection point may be provided for connecting the torsion bar assembly to the vehicle, such as to the chassis and / or to the cab of the vehicle. For instance, the first axle may extend in parallel with at least a portion of the torsion bar.According to some examples, at least part of the first axle may forms a first journal configured for connecting the anti-roll torsion bar assembly to a chassis of the vehicle. In this manner, a connection point may be provided by the first axle for connecting the torsion bar assembly to the chassis of the vehicle.According to some examples, the first axle may form a connection for a first cab suspension member configured to be arranged between a cab of the vehicle and the first link arm. In this manner, a suspension of the cab may be linked to the chassis of the vehicle via the first axle of the torsion bar assembly.According to some examples, the first axle may comprise a screw threaded into the first end portion of the first link arm. In this manner, the first axle may be conveniently provided at the first link arm.According to some examples, the anti-roll torsion bar assembly may comprise a rubber bushing arranged around at least a portion of the first axle. In this manner, a connection of the torsion bar assembly to the chassis or the cab of the vehicle may be provided via the first axle in a vibration damping manner. Namely, the rubber bushing may reduce the transmission of vibrations to / from the first axle and the torsion bar assembly.According to some examples, the torsion bar may be configured to be slid onto the first and second link arms during mounting of the torsion bar to the first and second link arms. In this manner, the torsion bar may be easily positioned in relation to the first and second link arms during reconnection of the torsion bar to the first and second link arms after having been removed from the assembly.Moreover, the torsion bar may remain in position on the first and second link arms, resting on the first and second link arms while being reconnected to the first and second link arms thus, simplifying handling of the torsion bar.According to some examples, the torsion bar may be configured to be slid along the first link arm and the second plane until the first pair of mating surfaces abut against each other. In this manner, a precise stop position of the torsion bar may be provided when it is reconnected to the first link arm after having been removed from the assembly.According to some examples of the vehicle, the first end portion of the first link arm may be connected to the chassis and a second end portion of the first link arm may be connected to the cab of the vehicle. In this manner, the anti-roll torsion bar assembly may be connected to the vehicle, at the first link arm.Similarly, a first end portion of the second link arm may be connected to the chassis and a second end portion of the second link arm may be connected to the cab of the vehicle. In this manner, the anti-roll torsion bar assembly may be connected to the vehicle, at the second link arm.Further features of, and advantages with, the invention will become apparent when studying the appended claims and the following detailed description.Various aspects and / or examples of the invention, including its particular features and advantages, will be readily understood from the examples discussed in the following detailed description and the accompanying drawings, in which:Fig. 1 schematically illustrates an example of a vehicle,Fig. 2 illustrates a partially exploded view of an anti-roll torsion bar assembly for a vehicle, Figs. 3a and 3b illustrate a portion of a torsion bar assembly,Figs. 4a and 4b illustrate a portion of a torsion bar assembly,Fig. 5 schematically illustrates a perspective view of a portion of a vehicle, andFigs. 6a and 6b illustrate a portion of an anti-roll torsion bar assembly.DETAILED DESCRIPTIONAspects and / or examples of the invention will now be described more fully. Like numbers refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and / or clarity.Fig. 1 schematically illustrates an example of a vehicle 2.The vehicle 2 comprises a chassis 4 and a cab 6. The cab 6 is suspended on the chassis 4. The vehicle 2 comprises an anti-roll torsion bar assembly 8 arranged between the cab 6 and the chassis 4.Typically, also a suspension arrangement 10 is arranged between the cab 6 and the chassis 4.In Fig. 1 , the torsion bar assembly 8 and the suspension arrangement 10 are schematically indicated.The anti-roll torsion bar assembly 8 is configured to reduce rolling movement of the cab 6 in relation to the chassis 4 when one lateral side of the cab 6 is subjected to a downward or upward movement.The suspension arrangement 10 permits the cab 6 to move relative to the chassis 4 e.g., for proving comfortable driving conditions in the cab 6. Such suspension arrangements are known in the art and may comprise spring elements and chock absorbing elements, see also the discussion below relating to Figs. 6a and 6b.The vehicle 2 may be any kind of vehicle configured for land-based propulsion, which comprises a cab 6 that is moveable in relation to its chassis 4. In Fig. 1, the vehicle 2 is illustrated as a heavy load vehicle in the form of a truck.Fig. 2 illustrates a partially exploded view of an example of an anti-roll torsion bar assembly 8 for a vehicle. The torsion bar assembly 8 may be a torsion bar assembly 8 for a vehicle 2 as discussed above with reference to Fig. 1. Accordingly, in the following reference is also made to the discussion of Fig. 1.The anti-roll torsion bar assembly 8 comprises a torsion bar 12, a first link arm 14, and a second link arm 16.A first end portion 18 of the torsion bar 12 is configured with a recess 20 that partially encloses a first end portion 22 of the first link arm 14.A second end portion 24 of the torsion bar 12 is configured with a further recess 26 that partially encloses a first end portion 28 of the second link arm 16.Commonly, a three-dimensional Cartesian coordinate system is utilised to describe positions, directions, etc. within a vehicle 2. As shown in Fig. 2, the same or a similar three-dimensional Cartesian coordinate system may be utilised to define positions, directions, and planes of the anti-roll torsion bar assembly 8.In a three-dimensional Cartesian coordinate system, the first and second link arms 14, 16 extend mainly along the x-axis, such as at an angle within a range of / - 30 degrees to the xaxis. The torsion bar 12 extends mainly along the y-axis, such as at an angle within a range of / - 20 degrees to the y-axis. For instance, if the torsion bar 12 is a straight bar, it may extend in parallel with the y-axis and if the torsion bar 12 is curved or has sections extending at an angle to each other, such sections may extend at an angle within a range of / - 20 degrees to the y-axis.The z-axis may be utilised to define the third dimension and accordingly, planes in three dimensions as discussed below with reference to Figs. 3a - 4b.The torsion bar 12 is configured to be detached from the first and second link arms 14, 16 e.g., for vehicle service purposes. The torsion bar 12 is configured to be reconnected to the first and second link arms 14, 16.In the illustrated example, the first and second link arms 14, 16 are connected to the torsion bar 12 with screws 30. The screws 30 extend through holes at the first and second end portions 18, 24 of the torsion bar 12 and are threaded into threads provided in the first and second link arms 14, 16 at their respective first end portions 22, 28.Figs. 3a and 3b illustrate the first end portion 18 of the torsion bar 12 and the first end portion 22 of the first link arm 14 of the torsion bar assembly 8 discussed above with reference to Figs. 1 and 2. Accordingly, in the following reference is also made to the discussion of Figs. 1 and 2.Fig. 3a shows a perspective view from slightly above the torsion bar 12 and the first link arm 14. Fig. 3b shows a perspective view from slightly below the torsion bar 12 and the first link arm 14. In Figs. 3a and 3b the torsion bar 12 and the first link arm 14 are shown separated from each other to clearly show how they abut against each other in the torsion bar assembly 8.As mentioned above, the first end portion 18 of the torsion bar 12 is configured with a recess 20 that partially encloses the first end portion 22 of the first link arm 14.First and second pairs of mating surfaces 32, 32’, 34, 34’ of the torsion bar 12 and the first link arm 14 are arranged at the recess 20. In Fig. 3a, the individual surfaces 32’, 34’ of the first and second pairs of mating surfaces 32, 32’, 34, 34’ of the first link arm 14 are indicated with hatchings. In Fig. 3b, the individual surfaces 32, 34 of the first and second pairs of mating surfaces 32, 32’, 34, 34’ of the torsion bar 12 are indicated with hatchings.In the torsion bar assembly 12, i.e. when the torsion bar 12 is connected to the first link arm 14, the first pair of mating surfaces 32, 32’ extends in a first plane 36 and the second pair of mating surfaces 34, 34’ extends in a second plane 38. The first and second planes 36, 38 extend at an angle a to each other. In Fig. 3a, the first and second planes 36, 38 are indicated with dash-dotted lines.Thus, the first and second pairs of mating surfaces 32, 32’, 34, 34’ enable a reliable positioning of the torsion bar 12 in relation to the first link arm 14 in the torsion bar assembly 8. Moreover, since the first and second pairs of mating surfaces 32, 32’, 34, 34’ are arranged at the recess 20, the torsion bar 12 is easily retractable from the first link arm 14 when being detached therefrom.The first and second planes 36, 38 are flat planes i.e., they are non-curved planes.With the anti-roll torsion bar assembly 8 in the three-dimensional Cartesian coordinate system as defined above and as also shown in Figs. 3a and 3b, the first plane 36 extends within a range of 0 - 30 degrees to the z-axis and within a range of 0 - 45 degrees to the yaxis.In the Cartesian coordinate system, the second plane 38 extends within a range of 0 - 30 degrees to the x-axis and within a range of 0 - 45 degrees to the y-axis.The angle a between the first and second planes 36, 38 depends on the angle of the respective planes relative to the x-, y-, and z-axes. For instance, the angle a between the first and second planes 36, 38 may be a right angle or it may be an angle a within a range of 60 -120 degrees.Also in Fig. 6b the first and second planes 36, 38 are indicated in connection with the connected torsion bar 12 and the first link arm 14. The first and second planes 36, 38 are indicated with hatchings in Fig. 6b.Figs. 4a and 4b illustrate the second end portion 24 of the torsion bar 12 and the first end portion 28 of the second link arm 16 of the torsion bar assembly 8 discussed above with reference to Figs. 1 - 3b. Accordingly, in the following reference is also made to the discussion of Figs. 1 - 3b.Fig. 4a shows a perspective view from slightly above the torsion bar 12 and the second link arm 16. Fig. 4b shows a perspective view from slightly below the torsion bar 12 and the second link arm 16. In Figs. 4a and 4b, the torsion bar 12 and the second link arm 16 are shown separated from each other to clearly show how they abut against each other in the torsion bar assembly 8.As mentioned above, the second end portion 24 of the torsion bar 12 is configured with a further recess 26 that partially encloses the first end portion 28 of the second link arm 16.Third and fourth pairs of mating surfaces 40, 40’, 42, 42’ of the torsion bar 12 and the second link arm 16 are arranged at the further recess 26. In Fig. 4a, the individual surfaces 40’, 42’ of the third and fourth pairs of mating surfaces 40, 40’, 42, 42’ of the second link arm 16 are indicated with hatchings. In Fig. 4b, the individual surfaces 40, 42 of the third and fourth pairs of mating surfaces 40, 40’, 42, 42’ of the torsion bar 12 are indicated with hatchings.In the torsion bar assembly 12, i.e. when the torsion bar 12 is connected to the second link arm 16, the third pair of mating surfaces 40, 40’ extends in a third plane 44 and the fourth pair of mating surfaces 42, 42’extends in a fourth plane 46. The third and fourth planes 44, 46 extend at an angle β to each other. In Fig. 4a, the third and fourth planes 44, 46 are indicated with dash-dotted lines.Thus, the third and fourth pairs of mating surfaces 40, 40’, 42, 42’ enable a reliable positioning of the torsion bar 12 in relation to the second link arm 16 in the torsion bar assembly 8. Moreover, since the third and fourth pairs of mating surfaces 40, 40’, 42, 42’ are arranged at the further recess 26, the torsion bar 12 is easily retractable from the second link arm 16 when being detached therefrom.The third and fourth planes 44, 46 are flat planes i.e., they are non-curved planes.With the anti-roll torsion bar assembly 8 in the three-dimensional Cartesian coordinate system as defined above and as also shown in Figs. 4a and 4b, the third plane 44 extends within a range of 0 - 30 degrees to the z-axis and within a range of 0 - 45 degrees to the yaxis.In the Cartesian coordinate system, the fourth plane 46 extends within a range of 0 - 30 degrees to the x-axis and within a range of 0 - 45 degrees to the y-axis.The angle β between the third and fourth planes 44, 46 depends on the angle of the respective planes relative to the x-, y-, and z-axes. For instance, the angle β between the third and fourth planes 44, 46 may be a right angle or it may be an angle β within a range of 60 - 120 degrees.Fig. 5 schematically illustrates a perspective view of a portion of a vehicle 2. The vehicle 2 may be a vehicle 2 as discussed above with reference to Fig. 1 and comprises a torsion bar assembly 8 as discussed above with reference to Figs. 1 - 4b. Accordingly, in the following reference is also made to the above discussion of Figs. 1 - 4b.In Fig. 5, the torsion bar assembly 8 and components thereof related to its connection to the chassis 4 and / or the cab 6 are shown in more detail. The cab 6 is schematically indicated with broken lines and the chassis 4 is schematically indicated with dash-dotted lines.Moreover, in Fig. 5, the torsion bar 12 of the torsion bar assembly 8 is schematically shown as it would be when just removed from the torsion bar assembly 8, i.e. detached from the first and second link arms 14, 16, or as it would be just before being reconnected to the first and second link arms 14, 16 to form the torsion bar assembly 8 in the vehicle 2. The screws 30 are shown unscrewed for the torsion bar 12 to be removed or alternatively, shown in positions to extend through holes at the end portions 18, 24 of the torsion bar 12 to be threaded into threads provided in the first and second link arms 14, 16 at their respective first end portions 22, 28.More specifically, in order to remove the torsion bar 12 from the torsion bar assembly 8, the screws 30 are unscrewed and the torsion bar 12 is displaced such that the recess 20 and the further recess 26 are withdrawn from the respective first end portions 22, 28 of the first and second link arms 14, 16 and the first, second, thirds, and fourth pairs of mating surfaces 32, 32’, 34, 34’, 40, 40’, 42, 42’ are separated. Now, one or more vehicle parts positioned behind the torsion bar 12 (seen from an outside of the vehicle 2) are accessible and / or removable, should so be required.In order to reconnect the torsion bar 12 to the first and second link arms 14, 16, the torsion bar 12 is positioned with the recess 20 and the further recess 26 to partially enclose the respective first end portions 22, 28 of the first and second link arms 14, 16 and the respective first, second, thirds, and fourth pairs of mating surfaces 32, 32’, 34, 34’, 40, 40’, 42, 42’ abut against each other. Thereafter, the screws 30 are inserted into the holes provided therefor in the torsion bar 12 and tightened.Accordingly, the torsion bar 12 may be configured to be slid onto the first and second link arms 14, 16 during mounting of the torsion bar 12 to the first and second link arms 14, 16.With reference also to Figs. 3a - 4b, the torsion bar 12 may be configured to be slid along the first link arm 14 and the second plane 38 until the first pair of mating surfaces 32, 32’ abut against each other. Similarly, the torsion bar 12 may be configured to be slid along the second link arm 16 and the fourth plane 46 until the third pair of mating surfaces 40, 40’ abut against each other.The screws 30 establish friction joints between the torsion bar 12 and the first and second link arms 14, 16 via the first, second, thirds, and fourth pairs of mating surfaces 32, 32’, 34, 34’, 40, 40’, 42, 42’.With reference to Figs. 3a, 3b, and 5, in the torsion bar assembly 8, at least a first screw 30_1 may extend perpendicularly to the first plane 36 and may be arranged for bringing the first pair of mating surfaces 32, 32’ of the torsion bar 32 and the first link arm 14 in contact with each other. At least a second screw 30_2 may extend perpendicularly to the second plane 38 and may be arranged for bringing the second pair of mating surfaces 34, 34’ of the torsion bar 12 and the first link arm 14 in contact with each other.With reference to Figs. 4a, 4b, and 5, in the torsion bar assembly 8, at least a third screw 30_3 may extend perpendicularly to the third plane 44 and may be arranged for bringing the third pair of mating surfaces 40, 40’ of the torsion bar 12 and the second link arm 16 in contact with each other. At least a fourth screw 30_4 may extend perpendicularly to the fourth plane 46 and may be arranged for bringing the fourth pair of mating surfaces 42, 42’ of the torsion bar 12 and the second link arm 16 in contact with each other.Figs. 6a and 6b illustrate a first end portion 18 of a torsion bar 12 and a first link arm 14 of an example of an anti-roll torsion bar assembly 8. The torsion bar assembly 8 may be a torsion bar assembly 8 as discussed above with reference to Figs. 1 - 5. Accordingly, in the following reference is also made to the discussion of Figs. 1 - 5.Fig. 6a shows an exploded view and Fig. 6b illustrates an assembled view of the anti-roll torsion bar assembly 8.Again, at an opposite second end portion of the torsion bar 12 there is arranged a second link arm. The features discussed below with reference to the first end portion 18 of the torsion bar 12 and the first link arm 14 suitably, are provided in a corresponding manner at the second end portion of the torsion bar 12 and the second link arm, as may be seen at least in part in Fig. 5.The anti-roll torsion bar assembly 8 comprises a first axle 50 connected to the first link arm 14 at its first end portion 22.The first axle 50 may form a connection point for connecting the torsion bar assembly 8 to the vehicle 2.The first axle 50 may be utilised for connecting the torsion bar assembly 8 to the chassis 4 of the vehicle 2 and / or to the cab 6 of the vehicle 2.For instance, the first axle 50 may comprise a screw 52 threaded into the first end portion 22 of the first link arm 14.Thus, the first axle 50 may be conveniently provided at the first link arm 14 and the screw 52 may be easily utilised for connecting the torsion bar assembly 8 to the chassis 4 and / or the cab 6 of the vehicle 2.In the illustrated example, at least part of the first axle 50 forms a first journal configured for connecting the anti-roll torsion bar assembly 8 to the chassis 4 of the vehicle 2.A connecting member 54 may be provided at, or forms part of, the chassis 4. In the connecting member 54, the first axle 50 is journaled.According to some examples, such as in the illustrated example, the first axle 50 forms a connection for a first cab suspension member 56 configured to be arranged between the cab 6 of the vehicle 2 and the first link arm 14.In this manner, one out of a number of, such as four, suspension member of the cab 6 is linked to the chassis 6 via the torsion bar assembly 8 and the first axle 50.Namely, a suspension arrangement 10, as discussed above with reference to Fig. 1 is arranged between the cab 6 and the chassis 4. The cab 6 may be suspended on the chassis 4 with cab suspension members 56 (also shown in Fig. 5), which form part of the suspension arrangement 10. Such cab suspension members 56 may comprise spring elements and chock absorbing elements, which in an ordinary manner ensure that cab 6 movement due to traveling surface unevenness is reduced.The anti-roll torsion bar assembly 8 may comprise a rubber bushing 58 arranged around at least a portion of the first axle 50. For instance, as in the illustrated example, the rubber bushing 58 may be comprised in the connection member 54 with the first axle 50 journaled in the rubber bushing 58.For the sake of completeness, in Fig. 6b, the first plane 36, in which the first pair of mating surfaces 32, 32’ (see Figs. 3a and 3b) extend and the second plane 38, in which the second pair of mating surfaces 34, 34’ (see Figs. 4a and 4b) extend are indicated with the first end portion 22 of the first link arm 14 partially enclosed by the recess 20 at the first end portion 18 of the torsion bar 12. The first and second planes 36, 38 are indicated with hatchings in Fig. 6b.With reference to Figs. 5, 6a, and 6b, in the illustrated example, the first end portion 22 of the first link arm 14 is connected to the chassis 4 and a second end portion 60 of the first link arm 14 is connected to the cab 6. In a corresponding manner, the first end portion 28 of the second link arm 16 is connected to the chassis 4 and a second end portion 62 of the second link arm 16 is connected to the cab 6.In this manner, the anti-roll torsion bar assembly 8 is connected to the vehicle 2 in the illustrated example.Alternatively, utilising the same connection means of the torsion bar assembly 8, i.e. the first end portions 22, 28 of the of the first and second link arm 16 and the second end portions 60, 62 of the first and second link arms 14, 16, the torsion bar assembly 8 can be connected to the chassis 4 and the cab 6 of a vehicle 2 in an alternative way.Namely, the second end portions 60, 62 of the first and second link arms 14, 16 can alternatively be connected to the chassis 4 and the first end portions 22, 28 of the first and second link arms 14, 16 can be connected to the cab 6. In such examples the cab suspension member 56 may arranged between the first end portion 22 of the first link arm 14 and the chassis 4, and in a corresponding manner at the second link arm 16.The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.It is to be understood that the foregoing is illustrative of various examples and that the invention is defined only by the appended claims. A person skilled in the art will realize that the examples may be modified, and that different features of the examples may be combined to create examples other than those described herein, without departing from the scope of the invention, as defined by the appended claims.

Claims

1. Anti-roll torsion bar assembly (8) for a vehicle (2), the anti-roll torsion bar assembly (8) comprising a torsion bar (12), a first link arm (14) and a second link arm (16),a first end portion (18) of the torsion bar (12) is formed with a recess (20) that partially encloses a first end portion (22) of the first link arm (14), whereinfirst and second pairs of mating surfaces (32, 32', 34, 34') of the torsion bar (12) and the first link arm (14) are arranged at the recess (20), and whereinthe first pair of mating surfaces (32, 32') extend in a first plane (36) and the second pair of mating surfaces (34, 34') extend in a second plane (38), the first and second planes (36, 38) extending at an angle (α) to each other.

2. The anti-roll torsion bar assembly (8) of claim 1, configured to be arranged in a three-dimensional Cartesian coordinate system with the first and second link arms (14, 16) extending substantially along an x-axis and the torsion bar (12) extending substantially along a y-axis, the first plane (36) extending within a range of 0-30 degrees to a z-axis and within a range of 0-45 degrees to the y-axis.

3. The anti-roll torsion bar assembly (8) of claim 2, wherein the second plane (38) extends within a range of 0-30 degrees to the x-axis and within a range of 0-45 degrees to the y-axis.

4. An anti-roll torsion bar assembly (8) according to any one of the preceding claims, wherein the first and second link arms (14, 16) are connected to the torsion bar (12) by screws (30).

5. The anti-roll torsion bar assembly (8) of claim 4, wherein at least one first screw (30_1) extends perpendicular to the first plane (36) and is arranged to bring the first pair of mating surfaces (32, 32') of the torsion bar (12) and the first link arm (14) into contact with each other, and wherein at least one second screw (30_2) extends perpendicular to the second plane (38) and is arranged to bring the second pair of mating surfaces (34, 34') of the torsion bar (12) and the first link arm (14) into contact with each other.

6. An anti-roll torsion bar assembly (8) according to any one of the preceding claims, comprising a first shaft (50) connected to the first link arm (14) at its first end portion (22).

7. The anti-roll torsion bar assembly (8) of claim 6, wherein at least a portion of the first shaft (50) forms a first plain bearing configured to connect the anti-roll torsion bar assembly (8) to a chassis (4) of the vehicle (2).

8. Anti-roll torsion bar assembly (8) according to claim 6 or 7, wherein the first shaft (50) forms a connection for a first cab suspension element (56) designed to be arranged between a cab of the vehicle (2) and the first link arm (14).

9. Anti-roll torsion bar assembly (8) according to any one of claims 6-8, wherein the first shaft (50) comprises a screw (52) threaded into the first end portion (22) of the first link arm (14).

10. An anti-roll torsion bar assembly (8) according to any one of claims 6-9, comprising a rubber bushing (58) arranged around at least a portion of the first shaft (50).

11. An anti-roll torsion bar assembly (8) according to any one of the preceding claims, wherein the torsion bar (12) is designed to slide onto the first and second link arms (14, 16) during assembly of the torsion bar (12) to the first and second link arms (14, 16).

12. The anti-roll torsion bar assembly (8) of claim 11, wherein the torsion bar (12) is configured to slide along the first link arm (14) and the second plane (38) until the first pair of mating surfaces (32, 32') abut each other.

13. A vehicle (2) comprising a chassis (4), a cab (6) and an anti-roll torsion bar assembly (8) according to any one of the preceding claims, arranged between the chassis (4) and the cab (6).

14. Vehicle (2) according to claim 13, wherein the first end portion (22) of the first link arm (14) is connected to the chassis (4) and a second end portion (60) of the first link arm (14) is connected to the cab (6) of the vehicle (2).