JP2008201306A - Stabilizer device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stabilizer device capable of providing proper roll rigidity corresponding to a traveling state of a vehicle with a simple constitution. <P>SOLUTION: This stabilizer device 100 has a pair of arm parts 112 connected via a link 120 to a spring lower part 21 of right-left transmission devices, a stabilizer bar 110 connecting the arm parts 112 and having an intermediate part 111 formed of an elastic material, and a stabilizer bush 130 supporting its intermediate part 111 via an elastic body by a car body and arranged in a plurality of places separated in the car width direction, and is constituted so that the elastic body of the stabilizer bush 130 has a nonlineAr characteristic of increasing a spring constant to a rebound side load inputted in a rebound of a suspension device in response to an increase in the rebound side load, and the spring constant to the rebound side load is set lower than a spring constant to a bump side load inputted in bumping of the suspension device in at least an initial stroke area A. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a stabilizer device that controls the roll rigidity of a vehicle such as an automobile.

  A stabilizer device provided in a suspension device of a vehicle such as an automobile connects the unsprung portions of the left and right suspensions with a stabilizer bar that is a kind of torsion spring formed using a material having elasticity such as spring steel, The middle part is fixed to the vehicle body side. Such a stabilizer device can improve the roll rigidity without changing the spring constant of the suspension spring, and is useful for improving the steering stability of the vehicle.

The stabilizer bar is attached to the vehicle body via a stabilizer bush having an elastic body such as a rubber-based material for vibration isolation or the like.
Conventionally, in order to achieve both steering stability and riding comfort, it has been known to provide recesses extending in the axial direction on the top and bottom surfaces of a vibration-proof rubber body of a stabilizer bush (see, for example, Patent Document 1).
Similarly, in order to achieve both steering stability and riding comfort, a space is formed between the stabilizer bush and the vehicle body when the left and right suspensions are in the same phase, and a part of the stabilizer bush is inserted into the inserted portion of the vehicle body or the like in the reverse phase state. There is known a structure in which a stabilizer bush is restrained to the vehicle body side (see, for example, Patent Document 2).

In addition, it is known that the roll characteristics required for the vehicle are not constant and differ depending on the traveling state. For example, in a state where the roll angle is large as in emergency avoidance, the roll rigidity is increased to improve the anti-overturning characteristics or prevent the vehicle from rolling and understeering to prevent spin, etc. On the other hand, it is required to raise relatively. On the other hand, when the roll rigidity is high at a small steering angle in normal traveling, the ground load on the turning inner wheel side is reduced, and the cornering force including the left and right front wheels is reduced, so that the response of the vehicle is lowered.
On the other hand, an active stabilizer device that varies the roll rigidity of the vehicle using an actuator according to the traveling state of the vehicle is known (see, for example, Patent Document 3).
JP 2005-221780 A JP 2006-144837 A Japanese Patent Laid-Open No. 2006-219048

However, the above-described active stabilizer device has a complicated structure and it is difficult to ensure reliability, and is accompanied by an increase in vehicle weight, power consumption, cost, and the like.
An object of the present invention is to provide a stabilizer device that can obtain an appropriate roll rigidity according to the traveling state of a vehicle with a simple configuration.

The present invention solves the above-described problems by the following means.
According to the first aspect of the present invention, a pair of arm portions respectively connected via a link to unsprung portions of suspension devices respectively provided on the left and right wheels, and the pair of arm portions are coupled to each other in the vehicle width direction. And a stabilizer bar having an intermediate portion formed of an elastic material, and supporting the intermediate portion of the stabilizer bar via the elastic body with respect to the vehicle body, and spaced apart in the vehicle width direction. A plurality of stabilizer bushes provided at a plurality of locations, wherein the elastic body of the stabilizer bush has a spring constant with respect to a rebound side load input via the link when the suspension device is rebounded. Non-linear characteristics that increase with increasing, and at least in the initial stroke region A stabilizer and wherein the lower than the spring constant for the bump side load spring constant is entered via the links when the bumps of the suspension device relative to the rebound load.

The invention according to claim 2 is the stabilizer device according to claim 1, wherein the elastic body of the stabilizer bush is formed of a high-loss material containing SBR rubber.
According to a third aspect of the present invention, in the stabilizer device according to the first or second aspect, the stabilizer bush is disposed in a lower region along an input direction of the rebound side load as viewed from a central axis of the stabilizer bar. The stabilizer device further comprises a space formed inside the elastic body or between the elastic body and a support member that supports the elastic body.
According to a fourth aspect of the present invention, in the stabilizer device according to the first or second aspect, the thickness of the elastic body of the stabilizer bush along the load direction of the portion compressed by the rebound load is the bump. It is a stabilizer apparatus characterized by being larger than the thickness along the load direction of the part compressed by side load.
According to a fifth aspect of the present invention, in the stabilizer device according to any one of the first to fourth aspects, the elastic body of the stabilizer bush is placed in a region compressed by the bump side load. The stabilizer device is characterized in that a hard member made of a material having a hardness higher than that of the material is embedded.

According to the present invention, the following effects can be obtained.
(1) When the vehicle is turning, the left and right arm portions of the stabilizer bar receive an input downward via a link on the inner ring side (rebound side) and upward on the outer ring side (bump side). At this time, if the intermediate portion of the stabilizer bar is restrained in the vertical direction by the stabilizer bush, the intermediate portion is twisted to function as a torsion bar spring, and the roll rigidity of the vehicle is improved.
However, in the case of the present invention, the elastic body of the stabilizer bushing has a spring constant for the rebound side load smaller than the spring constant for the bump side load at least in the initial stroke region. The intermediate part is inclined with respect to the vehicle body in a direction in which the inner ring side becomes lower due to the deformation of the stabilizer bush on the inner ring side, and at this time, twisting to the intermediate part is reduced, so that almost no torsional reaction force that improves roll rigidity occurs. The stabilizer device does not prevent displacement of the inner ring toward the rebound side. As a result, the ground contact load of the inner ring at the beginning of turning and at a small rudder angle can be increased, and the cornering force of the inner and outer wheels can be improved, so the yaw response of the vehicle and the turning ability at the beginning of turning can be improved. Can be improved.
In this specification, claims, etc., the spring constant of the bush (elastic body) is the load along the longitudinal direction (axial direction) of the stabilizer link from the stabilizer bar in a state where the bush is restrained with respect to the vehicle body. The value obtained by dividing this load by the displacement in the load direction of the stabilizer bar when is input. Further, the spring constant here refers to a dynamic spring constant obtained by adding the influence of damping of the elastic body to the static spring constant unless otherwise specified.
In addition, the elastic body of the stabilizer bush has a non-linear characteristic in which the spring constant with respect to the rebound side load increases as the rebound side load increases. Therefore, when the roll angle of the vehicle increases and the rebound side load increases, the stabilizer bar The vertical displacement is constrained, twisting of the intermediate portion occurs, the roll rigidity of the vehicle is improved, and the anti-roll effect is generated. For this reason, when the roll angle of the vehicle is large, such as in a steady turning state or a sudden turning for avoiding danger, the roll rigidity can be effectively improved, and the stability of the vehicle, rollover resistance, etc. can be ensured. .

(2) Since the elastic body of the stabilizer bush is formed of a high-loss material containing SBR rubber, the damping force generated when the elastic body is deformed increases and the dependence of the dynamic spring constant on the roll frequency increases. As a result, in a state where the roll frequency is high as in the case of sudden steering, the restraint of the stabilizer bar by the elastic body becomes strong even at the same roll angle, so that the twisting reaction force of the stabilizer bar is generated earlier. The roll rigidity of the vehicle can be improved and the stability of the vehicle can be improved.

(3) The stabilizer bush is disposed in the lower region along the input direction of the rebound load as viewed from the center axis of the stabilizer bar, and is located between the inside of the elastic body or the elastic body and the support member that supports the elastic body. By providing the space portion formed in the elastic member, the spring constant of the elastic body can be reduced by deforming the elastic body so as to crush the space portion during the initial stroke in the rebound direction. When the rebound side load is further increased, the space portion is crushed to generate a so-called stopper contact, and the spring constant of the elastic body against the rebound side load can be increased nonlinearly.
(4) The elastic body of the stabilizer bush has the above-described structure in which the thickness along the load direction of the portion compressed by the rebound side load is larger than the thickness along the load direction of the portion compressed by the bump side load. Even if the space portion is not formed, the region compressed by the rebound load can be softened to obtain the characteristics required for the present invention.
(5) The elastic body of the stabilizer bush increases the spring constant with respect to the bump side load by embedding a hard member made of a material harder than the material of the elastic body in the region compressed by the bump side load. Thus, the difference from the spring constant with respect to the rebound load can be increased, and the above-described effect can be generated more reliably.

  An object of the present invention is to provide a stabilizer device capable of obtaining an appropriate roll rigidity in accordance with the running state of a vehicle with a simple configuration, and a rebound of a predetermined value or more at a lower portion of a stabilizer bush that supports an intermediate portion of the stabilizer bar. It was solved by forming a tickling part that hits the stopper with a side load.

Hereinafter, a first embodiment of a stabilizer device to which the present invention is applied will be described.
FIG. 1 is an exploded perspective view of a front suspension device including the stabilizer device according to the first embodiment.
In the first embodiment, the vehicle provided with the stabilizer device is an automobile such as a passenger car, for example, and the front suspension device is of the McPherson strut type.

The front suspension device includes a housing 10, a strut assembly 20, and a lower arm 30, and the lower arm 30 is attached to a vehicle body (not shown) via a cross member 40.
Further, the front suspension device includes a stabilizer device 100.

  The housing 10 accommodates a hub bearing that rotatably supports a front wheel (not shown), and is formed, for example, by performing predetermined machining on a steel casting.

The strut assembly 20 is an assembly of a strut 21, a spring 22, and an upper mount 23.
The strut 21 includes a shock absorber (damper) that is a hydraulic shock absorber, and is disposed in a state where a piston rod protrudes above the shell case. A housing bracket 21a to which the upper end of the housing 10 is fixed is provided at the lower end of the shell case. In addition, a spring seat 21 b is formed on the upper portion of the shell case so as to project from the outer peripheral surface of the shell case in a brim shape and hold the lower end portion of the spring 22.
Further, a stabilizer bracket 21c is provided below the spring seat 21b of the strut 21. The stabilizer bracket 21c is formed so as to protrude from the outer peripheral surface to the vehicle body rear side and to which a stabilizer link 120 described later is attached.

The spring 22 is a coil spring made of spring steel, for example, and the upper portion of the strut 21 is inserted into the inner diameter side of the spring 22. The spring 22 has a lower end held by the spring seat 21 b of the strut 21 and an upper end held by the spring seat of the upper mount 23.
The upper mount 23 is fixed to the vehicle body and holds the upper end portion of the piston rod of the strut 21 and the upper end portion of the spring 22, and the strut 21 and the spring 22 can be rotated around the kingpin axis together with the housing 10 when steering the front wheel. Rolling bearings are provided.

  The lower arm 30 is an L-shaped lower arm formed by, for example, a steel press, and is connected to the lower end of the housing 10 via a ball joint 31. On the vehicle body side, a cross member 40, a front bush 32, a rear bush 33 is connected. The lower arm 30 is supported so as to be swingable with respect to the cross member 40 about a central axis substantially coincident with a straight line connecting the center portions of the front bush 32 and the rear bush 33.

  The cross member 40 is a structural member serving as a base portion to which the lower arm 30 and the stabilizer device 100 are attached. For example, the cross member 40 is provided below the main frame (not shown) extending in the front-rear direction of the vehicle along both sides of the engine room (not shown). Fixed.

The stabilizer device 100 is an anti-roll device that improves the roll rigidity of the vehicle by using the spring reaction force of the stabilizer bar that connects the left and right suspensions.
The stabilizer device 100 includes a stabilizer bar 110, a stabilizer link 120, a stabilizer bush 130, and a clamp 140.

The stabilizer bar 110 is integrally formed, for example, by bending a spring steel wire, and includes an intermediate portion 111 and an arm portion 112.
The intermediate part 111 is a part extending substantially along the vehicle width direction.
The arm portion 112 is a portion formed to project obliquely forward from both end portions of the intermediate portion 111, and is curved to prevent interference with each member of the suspension device.

  The stabilizer link 120 is a rod-shaped member that connects the distal end portion of the arm portion 112 of the stabilizer bar 110 and the stabilizer bracket 21c of the strut 21 and is disposed so as to extend substantially in the vertical direction. The stabilizer link 120 is provided with a pair of ball joints at both ends, and can swing with respect to the stabilizer bar 110 and the strut 21. When the stabilizer device 100 is in operation, a direction connecting the swing center points of the pair of ball joints is an input direction D from the suspension to the stabilizer bar 110 (see FIG. 3).

The stabilizer bush 130 supports the intermediate portion 111 of the stabilizer bar 110 and is fixed to the upper surface portion of the cross member 40 by a clamp 140. The stabilizer bush 130 is made of, for example, a high-loss rubber material such as an SBR type in which the attenuation (loss) characteristic has a strong frequency dependency.
FIG. 2 is a side view of the stabilizer bush 130 viewed from the vehicle width direction.
The stabilizer bush 130 has a flat mounting surface portion 131 at the bottom, and is formed in an arch shape from the front surface portion 132 to the upper surface portion 133 and the rear surface portion 134 in a shape viewed from the vehicle width direction. When the stabilizer bush 130 is used, the attachment surface portion 131 contacts the upper surface portion of the cross member 40, and the front surface portion 132, the upper surface portion 133, and the rear surface portion 134 contact the inner surface of the clamp 140. Further, the front surface portion 132, the upper surface portion 133, and the rear surface portion 134 are formed at both end portions in the vehicle width direction so as to protrude from these surface portions in a stepped manner, and the rib portions 135 that prevent the stabilizer bush 130 from coming off from the clamp 140 are formed. Is formed.

Further, the stabilizer bush 130 includes an opening 136 and a straight portion 137.
The opening 136 is a circular through hole into which the intermediate portion 111 of the stabilizer bar 110 is inserted.
The straight portion 137 is formed by recessing the central portion of the mounting surface portion 131 in the vehicle width direction and the front-rear direction in a tray shape. Thus, a space portion is formed between the upper surface portion of the cross member 40 in a no-load state (a state where the vehicle is not rolled) at the time of attachment to the vehicle body side. The center portion of the straight portion 137 is disposed substantially coincident with the direction along the input direction D when viewed from the central axis of the intermediate portion 111 of the stabilizer bar 110.

The following dimensions L1, L2, and L3 along the input direction D (the vertical direction in the present embodiment) are appropriately set for tuning the steering stability of the vehicle, but typically L1> L2. In order to improve the response of the vehicle at a small steering angle, L3 is set to be large.
L1: Rubber thickness between the upper surface portion 133 and the opening 136 L2: Rubber thickness between the opening 136 and the straight portion 137 L3: Distance between the straight portion 137 and the cross member 40 in a no-load state

FIG. 3 is a graph showing the correlation between the load along the input direction D of the stabilizer bush 130 and the displacement of the stabilizer bar 110 with respect to this load.
In FIG. 3, the horizontal axis indicates the displacement amount of the stabilizer bar 110, the right side indicates the bump side (suspension side of the suspension), and the left side indicates the rebound side (suspension side of the suspension). The vertical axis shows the load, the upper side shows the bump side load, and the lower side shows the rebound side load. In addition, for example, characteristics in a region where the roll frequency is relatively low, such as cornering in normal driving, are indicated by a solid line, and characteristics in a region where the roll frequency is relatively high, such as during emergency avoidance, are indicated by a broken line. .

As shown in FIG. 3, a region (rebound-side initial stroke region) A in which a relatively small rebound-side load acts is larger than a region (bump-side initial stroke region) B in which a bump having a similar magnitude acts. The spring constant in the input direction D of the stabilizer bush 130 is small.
In addition, the stabilizer bush 130 has a spring constant larger than that in the region A in the region C where the rebound side load larger than the region A acts, and the region B in the region D where the bump side load larger than the region B acts. It has a non-linear characteristic in which the spring constant increases from B.

Further, in FIG. 3, when attention is paid to the change in characteristics due to the roll frequency, for example, when the roll frequency is high as in emergency avoidance, the loss caused when the rubber is deformed than when the roll frequency is low as in normal travel. It can be seen that the amount of displacement with respect to the same load decreases, and the apparent spring constant (dynamic spring constant with the effect of loss added to the static spring constant) increases.
Here, the area of the portion surrounded by the curves indicating the respective characteristics in FIG. 3 represents the magnitude of the loss generated in the rubber, and it can be seen that the loss increases as the roll frequency increases.

  The clamp 140 fixes the stabilizer bush 130 to the upper surface portion of the cross member 40. The clamp 140 is formed of, for example, a sheet metal, and has a U-shape with a lower side opened when viewed from the vehicle width direction. Etc. are adapted to the shape of the front, upper and rear surfaces of the stabilizer bush 130. Further, a flange portion is formed having a bolt hole protruding from the opening end portion (lower end portion) in the front-rear direction of the vehicle and into which a bolt for fastening the clamp 140 to the cross member 40 is inserted.

According to the first embodiment described above, the following effects can be obtained.
(1) In the stabilizer bush 130, the spring constant for the rebound side load is smaller than the spring constant for the bump side load in the initial stroke region. Therefore, in the initial stage of the roll, the intermediate portion 111 of the stabilizer bar 110 is the stabilizer bush on the inner ring side. Due to the deformation of 130, the inner ring side is tilted with respect to the vehicle body in the direction of lowering, whereby the twist to the intermediate portion 111 is reduced, so that almost no reaction force is generated to improve the roll rigidity, and the stabilizer device 100 is on the rebound side of the inner ring. Does not interfere with the displacement to. As a result, the ground contact load of the inner ring at the beginning of turning and at a small rudder angle can be increased, and the cornering force in the inner and outer wheels can be improved, so the yaw response of the vehicle and the turning ability at the beginning of turning are improved. Can be improved.
Further, the stabilizer bush 130 has a non-linear characteristic in which the spring constant with respect to the rebound side load increases as the rebound side load increases. Therefore, when the roll angle of the vehicle increases and the rebound side load increases, The vertical displacement of the portion 111 is constrained, the torsion of the intermediate portion 111 is generated, and the reaction force improves the roll rigidity of the vehicle and the anti-roll effect is generated. For this reason, roll rigidity can be effectively improved in a state where the roll angle of the vehicle is large, such as in a steady turning state or sudden turning for avoiding danger, and vehicle stability, rollover resistance, and the like can be ensured.

(2) By forming the stabilizer bush 130 with a high-loss material containing SBR rubber, the damping force generated during deformation increases and the dependence of the dynamic spring constant on the roll frequency increases. As a result, in a state where the roll frequency is high as in the case of sudden turning, the restraining force of the stabilizer bar 110 by the stabilizer bush 130 increases even at the same roll angle, and a torsional reaction force is generated from an earlier time to roll the vehicle. The rigidity can be improved and the stability of the vehicle can be improved.

(3) The stabilizer bush 130 is disposed in a lower region along the longitudinal direction (input direction D) of the stabilizer link 120 when viewed from the central axis of the stabilizer bar 110, and is a space portion between the upper surface of the cross member 40. By providing the tick portion 137 that forms the shape, the spring constant of the stabilizer bush 130 can be reduced by deforming the stabilizer bush 130 while squeezing the space portion during the initial stroke in the rebound direction. When the rebound side load further increases, the space portion is crushed to generate a so-called stopper contact, and the spring constant of the elastic body against the rebound side load can be increased nonlinearly.

Next, a second embodiment of the stabilizer device to which the present invention is applied will be described.
Note that, in each embodiment described below, portions that are substantially the same as those of the previous embodiments are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
The stabilizer device according to the second embodiment includes a stabilizer bush 230 described below instead of the stabilizer bush 130 according to the first embodiment.

FIG. 4 is a side view of the stabilizer bush 230 as seen from the vehicle width direction.
The stabilizer bush 230 is attached to an attachment surface portion facing the vehicle front side on the vehicle body side, and has a planar attachment surface portion 231 extending substantially in the vertical direction.
Further, the upper surface portion 232, the front surface portion 233, and the lower surface portion 234 are arched in a continuous shape as viewed from the vehicle width direction, like the front surface portion 132, the upper surface portion 133, and the rear surface portion 134 of the stabilizer bush 130 of the first embodiment. It is formed to become.
At both ends of the upper surface portion 232, the front surface portion 233, and the lower surface portion 234 in the vehicle width direction, rib portions 235 are formed so as to protrude from these surface portions in a stepped manner.

The stabilizer bush 230 includes an opening 236 into which the intermediate portion 111 of the stabilizer bar 110 is inserted, and a straight portion 237 described below.
The straight portion 237 is formed by recessing the central portion of the lower surface portion 234 in the vehicle width direction and the front-rear direction in a tray shape. Thereby, in a no-load state, a space portion is formed between the opposing surface portions of the clamp 140.
Also in the second embodiment, the upper rubber thickness L1, the lower rubber thickness L2, and the space interval L3 of the stabilizer bar 110 are set in the same manner as in the first embodiment.
Also in the second embodiment described above, the same effects as those of the first embodiment described above can be obtained.

Next, a third embodiment of the stabilizer device to which the present invention is applied will be described.
The stabilizer device according to the third embodiment includes a stabilizer bush 330 described below instead of the stabilizer bush 130 according to the first embodiment.
FIG. 5 is a side view of the stabilizer bush 330 viewed from the vehicle width direction.
The stabilizer bush 330 includes a straight portion 337 described below in place of the straight portion 137 in the stabilizer bush 130 of the first embodiment.

  The straight portion 337 is formed as an opening that penetrates the stabilizer bush 330 in the vehicle width direction. The curb portion 337 is formed in an arc shape that is substantially concentric with the opening 136 when viewed from the vehicle width direction, and the central portion in the circumferential direction is in a direction substantially along the input direction D as viewed from the center of the opening 136. Located on the lower side.

Here, the following dimension L1 is typically set to satisfy L1> L2 + L4, and is set to increase L3 and L5 in order to improve the response of the vehicle at a small steering angle. Is done.
L1: Rubber thickness between the upper surface portion 133 and the opening 136 along the input direction D L2: Rubber thickness between the opening 136 and the curving portion 337 along the input direction D L3: Curling portion along the input direction D 337 width L4: rubber thickness between the straight portion 337 and the mounting surface 131 along the input direction D L5: straight portion along the direction orthogonal to the input direction D and the longitudinal direction of the intermediate portion 111 of the stabilizer bar 110 In the third embodiment described above, the same effect as in the first embodiment can be obtained.

Next, a fourth embodiment of the stabilizer device to which the present invention is applied will be described.
The stabilizer device according to the fourth embodiment includes a stabilizer bush 430 described below instead of the stabilizer bush 130 according to the first embodiment.
FIG. 6 is a side view of the stabilizer bush 430 as seen from the vehicle width direction.
The stabilizer bush 430 is formed by eliminating the straight portion 237 of the stabilizer bush 230 of the second embodiment and forming a straight portion 437 similar to the stabilizer bush 337 of the third embodiment.
Also in the fourth embodiment described above, the same effects as those of the first embodiment described above can be obtained.

Next, a fifth embodiment of a stabilizer device to which the present invention is applied will be described.
The stabilizer device according to the fifth embodiment includes a stabilizer bush 530 described below instead of the stabilizer bush 130 according to the first embodiment.
FIG. 7 is a side view of the stabilizer bush 530 viewed from the vehicle width direction.
The stabilizer bush 530 is formed with an opening 536 described below instead of the opening 136 and the straight portion 137 of the stabilizer bush 130 of the first embodiment.

The opening 536 is the same as the opening 136 in which the intermediate portion 111 of the stabilizer bar 110 is inserted and held. However, the rubber thickness L1 between the upper surface portion 132 and the opening 536 in the input direction D is determined by the opening 536. It arrange | positions so that it may become smaller than the rubber | gum thickness L2 between the attachment surface part 131. FIG. Thereby, the spring constant with respect to the rebound side load of the stabilizer bush 530 is larger than the spring constant with respect to the bump side load. Further, since the stabilizer bush 530 is not formed with the straight portion (space portion) as in each of the embodiments described above, the nonlinear characteristics as described above are obtained exclusively by the characteristics of the rubber.
Also in the fifth embodiment described above, the same effects as those of the first embodiment described above can be obtained.

Next, a sixth embodiment of the stabilizer device to which the present invention is applied will be described.
The stabilizer device according to the sixth embodiment includes a stabilizer bush 630 described below instead of the stabilizer bush 130 according to the first embodiment.
FIG. 8 is a side view of the stabilizer bush 630 as seen from the vehicle width direction.
The stabilizer bush 630 has an opening 636 similar to the opening 536 of the stabilizer bush 530 of the fifth embodiment, instead of the opening 236 and the straight portion 237 of the stabilizer bush 230 of the second embodiment.
The opening 536 is disposed such that the rubber thickness L1 between the upper surface portion 232 and the opening 636 in the input direction D is smaller than the rubber thickness L2 between the opening 536 and the mounting surface portion 234.
Also in the sixth embodiment described above, the same effect as in the first embodiment described above can be obtained.

Next, a description will be given of a seventh embodiment of the stabilizer device to which the present invention is applied.
The stabilizer device according to the seventh embodiment includes a stabilizer bush 730 described below instead of the stabilizer bush 130 according to the first embodiment.
FIG. 9 is a side view of the stabilizer bush 730 as seen from the vehicle width direction.
The stabilizer bush 730 is provided with an intermediate plate (interleaf) 738 described below instead of the straight portion 137 of the stabilizer bush 130 of the first embodiment.

The intermediate plate 738 is formed of a material having a hardness higher than that of the rubber material constituting the stabilizer bush 730 body, such as a metal plate, and is vulcanized and bonded to the rubber material by in-mold molding when the stabilizer bush 730 is vulcanized. Yes.
The intermediate plate 738 is formed in an arc shape that is substantially concentric with the opening 136 when viewed from the vehicle width direction, and the central portion in the circumferential direction is an upper side in the direction substantially along the input direction D as viewed from the center of the opening 136. Is arranged.
Also in the seventh embodiment described above, the same effect as in the first embodiment described above can be obtained.

Next, an eighth embodiment of the stabilizer device to which the present invention is applied will be described.
The stabilizer device according to the eighth embodiment includes a stabilizer bush 830 described below instead of the stabilizer bush 130 according to the first embodiment.
FIG. 10 is a side view of the stabilizer bush 830 viewed from the vehicle width direction.
The stabilizer bush 830 is provided with an intermediate plate 838 similar to the intermediate plate 738 of the seventh embodiment described above, instead of the straight portion 237 of the stabilizer bush 230 of the second embodiment.
In the eighth embodiment described above, the same effect as that of the first embodiment can be obtained.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) In each embodiment, the longitudinal direction (input direction) of the stabilizer link is substantially vertical, and the stabilizer bush has different spring constants in the initial stroke area on the upper side and lower side of the stabilizer bar. When the link is inclined and the input direction is also inclined accordingly, the spring constant for the rebound load of the portion that is compressed along the inclination direction and at the time of rebound is set to the opposite portion ( It is preferable to make it smaller than the spring constant with respect to the bump side load of the portion compressed at the time of the bump.
FIG. 11 is a schematic side view of a stabilizer device in which a stabilizer link is inclined and viewed from the vehicle width direction. In the stabilizer device 100 of FIG. 11, the stabilizer link 120 is arranged so as to be inclined such that the upper end of the stabilizer link 120 is on the vehicle front side of the lower end, the upper end is connected to the arm 112, and the lower end is connected to a lower arm (not shown). Since it is connected, the input direction D is also inclined similarly to the stabilizer link 120. In this case, it is preferable to provide a straight portion on the lower side in the direction along the input direction D inclined with respect to the stabilizer bar 100, or to dispose a hard member such as an intermediate plate on the upper side.
(2) In each embodiment, the stabilizer link is connected to the strut. However, the present invention is not limited to this, and the stabilizer link may be connected to any of the unsprung portions of the suspension such as a suspension arm such as a lower arm and a housing.
(3) The shape and configuration of the elastic body bushing body, the straight part, the hard member, the arrangement of the openings into which the stabilizer bars are inserted, etc. are not limited to the above-described embodiments, and can be changed as appropriate. For example, a straight part and a hard member may be used in combination.
(4) Although the stabilizer device of each embodiment is provided in the front wheel suspension as an example, the present invention can also be applied to the stabilizer device provided in the rear wheel suspension.

It is a disassembled perspective view of the front suspension apparatus provided with Example 1 of the stabilizer apparatus to which the present invention is applied. It is the side view which looked at the stabilizer bush in the stabilizer apparatus of FIG. 1 from the vehicle width direction. It is a graph which shows the correlation characteristic of the load and displacement of the stabilizer bush of FIG. It is the side view which looked at the stabilizer bush in Example 2 of the stabilizer apparatus to which this invention was applied from the vehicle width direction. It is the side view which looked at the stabilizer bush in Example 3 of the stabilizer apparatus to which this invention was applied from the vehicle width direction. It is the side view which looked at the stabilizer bush in Example 4 of the stabilizer apparatus to which this invention was applied from the vehicle width direction. It is the side view which looked at the stabilizer bush in Example 5 of the stabilizer apparatus to which this invention was applied from the vehicle width direction. It is the side view which looked at the stabilizer bush in Example 6 of the stabilizer apparatus to which this invention is applied from the vehicle width direction. It is the side view which looked at the stabilizer bush in Example 7 of the stabilizer apparatus to which this invention is applied from the vehicle width direction. It is the side view which looked at the stabilizer bush in Example 8 of the stabilizer apparatus to which this invention is applied from the vehicle width direction. It is the typical side view which looked at the stabilizer apparatus with which the stabilizer link inclined and was seen from the vehicle width direction.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Housing 20 Strut assembly 21 Strut 22 Spring 23 Upper mount 30 Lower arm 31 Ball joint 32 Front bush 33 Rear bush 40 Cross member 100 Stabilizer device 110 Stabilizer bar 111 Intermediate part 112 Arm part 120 Stabilizer link 130 Stabilizer bush 131 Front part 132 133 Upper surface part 134 Rear surface part 135 Rib part 136 Opening 137 Straight part 140 Clamp

Claims (5)

A pair of arm portions respectively connected via a link to unsprung portions of the suspension devices provided on the left and right wheels respectively, and the pair of arm portions are connected to extend substantially along the vehicle width direction. A stabilizer bar having an intermediate portion formed of an elastic material;
A stabilizer device comprising: an intermediate portion of the stabilizer bar supported via an elastic body with respect to the vehicle body; and stabilizer bushes provided at a plurality of locations separated in a vehicle width direction.
The elastic body of the stabilizer bush has a non-linear characteristic in which a spring constant with respect to a rebound-side load input via the link when the suspension device is rebounded increases with an increase in the rebound-side load, and at least an initial stroke The stabilizer device according to claim 1, wherein a spring constant with respect to the rebound side load is lower than a spring constant with respect to the bump side load input through the link when the suspension device is bumped. The stabilizer device according to claim 1,
The stabilizer device, wherein the elastic body of the stabilizer bush is formed of a high-loss material containing SBR rubber. In the stabilizer device according to claim 1 or 2,
The stabilizer bush is disposed in a lower region along the input direction of the rebound side load as viewed from the center axis of the stabilizer bar, and the inside of the elastic body or the elastic body and a support member that supports the elastic body, A stabilizer device comprising a space formed between the two. In the stabilizer device according to claim 1 or 2,
The elastic body of the stabilizer bush is characterized in that the thickness along the load direction of the portion compressed by the rebound side load is larger than the thickness along the load direction of the portion compressed by the bump side load. Stabilizer device. In the stabilizer device according to any one of claims 1 to 4,
The stabilizer device, wherein the elastic body of the stabilizer bush is embedded with a hard member made of a material having a hardness higher than that of the elastic body in an area compressed by the bump side load.

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