JP2012162171A - Stabilizer bar support structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a stabilizer bar support structure that facilitates assembling work even when a clamp is composed of two members, and improves steering stability of a vehicle.SOLUTION: The stabilizer bar support structure, which supports an intermediate part 111 of a stabilizer bar 110, includes: a bush 210 formed of an elastic material into a cylindrical shape and having an opening 211 where the intermediate part of the stabilizer bar is inserted; and a clamp to be mounted, while holding the bush, on a fixing object part 40 provided in a part of a vehicle body. The clamp includes a first member 220 and a second member 230 disposed opposing to each other interposing the bush and holding an upper part and a lower part of the bush, respectively. The second member is provided with holding means 232a, 231a that holds the bush while pinching a part of the bush.

Description

  The present invention relates to a stabilizer bar support structure in a stabilizer device for a vehicle such as an automobile, and more particularly to a structure in which assembly work can be easily performed even when a clamp is composed of two members and the steering stability of the vehicle is improved.

  A vehicle such as an automobile is provided with a stabilizer device that generates a reaction force corresponding to a stroke difference between the left and right suspensions in order to improve roll stability and improve steering stability. Such a stabilizer device is configured by connecting both ends of a stabilizer bar having an intermediate portion that functions as a torsion bar extending in the vehicle width direction to so-called unsprung parts such as a suspension arm and a strut via a ball joint and a link. It is configured.

The intermediate portion of the stabilizer bar allows torsion and relaxes the transmission of vibration from the suspension device to the vehicle body. For example, a relatively rigid member such as a cross member of the vehicle body via an elastic body bush such as a rubber-based material is used. Attached to tall structural members.
Such an elastic body bush is held by a clamp (bracket) member made of sheet metal, for example.
Generally, the clamp is often formed in a so-called hat shape by providing fixing portions used for fastening to the vehicle body side at both ends of a holding portion having a U-shaped cross section that holds the bush.

In the stabilizer bar support structure as described above, when the vertical load acting on the bush from the stabilizer bar becomes large, for example, when turning around the limit, the bush is attached to the stabilizer bar along with the vertical displacement of the stabilizer bar. There is a case where the stabilizer bar is deformed so as to escape in the axial direction and the support rigidity of the stabilizer bar is lowered.
In this case, there is a concern that the stabilizer reaction force with respect to the left-right relative vertical stroke of the suspension does not have a linear characteristic, and the steering stability is lowered.

As a prior art related to a support structure for a stabilizer bar, for example, in Patent Document 1, an outer peripheral surface of a bush is formed as a convex curved surface, and a concave curved surface is formed in a bracket holding the bush, thereby restricting the axial protrusion due to compression of the bush. It is described to do.
Further, Patent Document 2 describes that an end portion of a base plate to which a stabilizer mounting bracket is attached is folded back to form a stopper portion that engages with a part of the end surface of the bush.

Japanese Utility Model Publication No. 7-2116 JP-A-5-139139

However, in the technique of Patent Document 1 described above, the escape in the axial direction when the compressive load in the radial direction of the bush is input can be slightly suppressed, but slipping may occur between the clamp and the bush. Therefore, it is difficult to sufficiently reduce the escape in the axial direction and prevent a decrease in radial support rigidity.
In the technique of Patent Document 2, the stopper portion only engages with one end portion of the end surface of the bush, and it is difficult to sufficiently suppress the escape of the bush in the axial direction.
On the other hand, if the clamp has a two-piece configuration with the bush interposed therebetween, for example, it becomes possible to restrain the bush escape by restraining the end face of the bush from the upper and lower sides, thereby improving the degree of freedom in design. Tuning such as steering stability becomes easy.

However, when the clamp is configured of two members, for example, when assembling in the production line, there is a concern that the lower member is likely to drop off and workability is deteriorated.
Moreover, in the support structure of a stabilizer bar, it is desired to improve steering stability by making the reaction force with respect to the input to the stabilizer bar more linear.

  In view of the above-described problems, an object of the present invention is to provide a support structure for a stabilizer bar that can be easily assembled even when the clamp is configured of two members and that improves the steering stability of the vehicle. is there.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a stabilizer bar support structure that has an intermediate portion that extends substantially along the vehicle width direction and supports the intermediate portion of the stabilizer bar that receives a torsional input corresponding to the stroke difference between the left and right suspension devices. A bush having an opening into which the intermediate portion of the stabilizer bar is inserted, and a fixed portion provided in a part of the vehicle body while holding the bush. And the clamp has a first member and a second member that are arranged to face each other with the bush interposed therebetween, and hold the upper and lower portions of the bush, respectively, and the bush on the second member It is a stabilizer bar support structure provided with the clamping means which clamps in the state which pinched | interposed a part of.
According to this, when the second member clamping means clamps a part of the bush, it is possible to prevent the second member from falling off when the stabilizer device is sub-assembled and attached to the vehicle body. Can be improved.
Moreover, since the support rigidity of the bush by a clamp improves by providing a clamping means, the way of the stabilizer reaction force with respect to the input to a stabilizer bar can be made linear.

According to a second aspect of the present invention, the clamping means is formed so as to protrude from a contact surface portion of the second member with the bush, and a protruding end portion that engages with a recess formed in the bush is provided in the circumferential direction of the bush. The stabilizer bar support structure according to claim 1, further comprising a plurality of claw portions arranged to face each other.
According to this, while obtaining the above-mentioned effect reliably, when the stabilizer bar rotates around the central axis, the bush and the clamp are prevented from shifting relative to each other by stick-slip, and the rotation angle of the stabilizer bar And the stabilizer reaction force can be made linear.

According to a third aspect of the present invention, the clamping means is raised from both end portions in the vehicle width direction of the contact surface portion of the second member with the bush, contacts the end surface of the bush, and at least the protruding end portion is the It has a pair of flange surface part bent to the axial direction center side of the bush, It is a stabilizer bar support structure of Claim 1 characterized by the above-mentioned.
According to this, it is possible to prevent the second member from falling off and improve the support rigidity of the bush by the second member.

According to a fourth aspect of the present invention, the bush has a protruding portion that protrudes from the end surface in the axial direction of the stabilizer bar and into which the stabilizer bar is inserted, and at least one of the first member and the second member of the clamp. Is arranged so as to face the protruding portion with a gap in a region where the radial displacement of the stabilizer bar is less than a predetermined value, and to contact the protruding portion in a region where the radial displacement is a predetermined value or more. The stabilizer bar support structure according to any one of claims 1 to 3, wherein the stabilizer bar support structure is provided.
According to this, in the normal area where the input is relatively small, the protrusion of the bush and the contact surface of the clamp are separated from each other, so the protrusion does not contribute to the support rigidity of the stabilizer bar, and the support rigidity is low. Become.
On the other hand, in the limit region where the input is relatively large, the protruding portion of the bush and the contact surface portion of the clamp are in contact, and the protruding portion contributes to the supporting rigidity of the stabilizer bar, so that the supporting rigidity can be increased.
According to the present invention, it is possible to improve the riding comfort by lowering the support rigidity of the stabilizer bar in the normal area, and to improve the driving stability in the limit area by increasing the support rigidity of the stabilizer bar.

According to a fifth aspect of the present invention, the bush has a protruding portion that protrudes from an end surface in the axial direction of the stabilizer bar and into which the stabilizer bar is inserted, and at least one of the first member and the second member of the clamp. Is a contact surface portion that is opposed to the protruding portion with a gap in a region where the radial input from the stabilizer bar is less than a predetermined value, and that contacts the protruding portion in a region where the radial input is a predetermined value or more. The clamping means has an engaging portion provided on the second member that engages with the protruding portion, and a protruding end portion that engages with a concave portion formed on the bush, facing the engaging portion. The stabilizer bar supporting structure according to claim 1, wherein the stabilizer bar supporting structure is provided.
Also in this invention, substantially the same effects as those of the above-described inventions can be obtained.

The invention according to claim 6 is characterized in that the first member and the second member respectively have flange surface portions that come into contact with both end surfaces of the bush in the vehicle width direction. The stabilizer bar support structure according to claim 1.
According to this, since the end surface of the bush comes into contact with the flange surface portion on both sides of the stabilizer bar, the axial displacement of the end surface of the bush can be reliably restrained. For this reason, even when a large input is applied to the stabilizer bar, it is possible to prevent the support rigidity from being lowered due to the bush deforming so as to escape in the axial direction.
Thereby, the relationship between the relative stroke of the left and right suspensions and the stabilizer reaction force can be made linear, and the steering stability can be improved.

  As described above, according to the present invention, it is possible to provide a support structure for a stabilizer bar that can be easily assembled even when the clamp is composed of two members and that improves the steering stability of the vehicle. it can.

It is a disassembled perspective view which shows the structure of the stabilizer apparatus for motor vehicles based on a prior art. It is an external appearance perspective view of Example 1 of a stabilizer bar support structure to which the present invention is applied. It is a disassembled perspective view of the stabilizer bar support structure of Example 1. FIG. It is the side view and sectional drawing of the stabilizer bar support structure of Example 1. It is a graph which shows the correlation with the suspension right-and-left relative stroke and stabilizer reaction force in the stabilizer bar support structure of Example 1. It is a graph which shows the correlation with the rotation angle of a stabilizer bar in the stabilizer bar support structure of Example 1, and a stabilizer reaction force. It is the side view and sectional drawing of Example 2 of the stabilizer bar support structure to which this invention is applied. It is the side view and sectional drawing of Example 3 of the stabilizer bar support structure to which this invention is applied.

  The present invention provides a stabilizer bar support structure that can be easily assembled and improved in vehicle handling stability even when the clamp is composed of two members. The problem has been solved by forming a clamping means such as a pair of claws for clamping a part of the stabilizer bush to the side clamp.

Embodiment 1 of a stabilizer bar support structure to which the present invention is applied will be described below.
First, prior to the description of the first embodiment, a configuration of an example of an automotive stabilizer device according to the related art will be described.
FIG. 1 is an exploded perspective view of a prior art stabilizer device.
The vehicle provided with this 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, the direction connecting the swing center points of the pair of ball joints is the input direction from the suspension to the stabilizer bar 110.

  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.

  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.

  In the stabilizer device having the above-described configuration, when the difference between the left and right suspension strokes is large and a large input is applied to the stabilizer bar, the stabilizer bush 110 is pressed between the outer peripheral surface of the stabilizer bar 110 and the inner surface of the clamp 140. When the portion escapes in the axial direction (vehicle width direction) of the stabilizer bar 110, there is a problem that the support rigidity of the stabilizer bar 110 is lowered.

The stabilizer bar support structure according to the first embodiment solves the above-described problems and further increases the support rigidity of the stabilizer bar at the time of a large input such as a limit region.
Furthermore, the stabilizer bar support structure of the first embodiment also realizes an improvement in maneuverability at the time of assembly and an improvement in steering stability due to an improvement in the support rigidity of the stabilizer bush.
The stabilizer bar support structure of the first embodiment includes a stabilizer bush 210, an upper clamp 220, and a lower clamp 230, which will be described below, instead of the stabilizer bush 130 and the clamp 140 described above.
In addition, the stabilizer bar support structure of Example 1 is derived from the shape of a cross member (not shown) to which the stabilizer bar is attached, and the rear fastening portion is raised stepwise with respect to the front fastening portion. Is not limited to this.

FIG. 2 is an external perspective view of the stabilizer bush 210, the upper clamp 220, and the lower clamp 230 according to the first embodiment in an assembled state.
FIG. 3 is an exploded perspective view of the stabilizer bush 210, the upper clamp 220, and the lower clamp 230 according to the first embodiment.
FIG. 4 is a view showing a state in which the stabilizer bush 210, the upper clamp 220, and the lower clamp 230 according to the first embodiment are assembled, and FIG. 4 (a) is a side view seen from the vehicle width direction. 4 (b) is a cross-sectional view taken along the line bb in FIG. 4 (a). FIG. 4C is a diagram showing a state in which a large upward load is input from the stabilizer bar to the stabilizer bush in the same cross section as FIG. 4B.

As shown in FIG. 3, the stabilizer bush 210 has an opening 211 into which the stabilizer bar 110 is inserted at the center.
The upper surface portion 212 of the opening 211 is formed in a cylindrical outer surface curved surface substantially concentric with the opening 211.
Moreover, the front surface part 213, the rear surface part 214, and the lower surface part 215 of the stabilizer bush 210 are formed substantially flat.
The front surface portion 213 is raised substantially vertically from the front end portion of the lower surface portion 215. The upper end portion of the front surface portion 213 is connected to the front end portion of the upper surface portion 212.
The rear surface portion 214 is raised from the rear end portion of the lower surface portion 215, and is inclined and disposed so that the upper end portion is retracted from the lower end portion. The upper end portion of the rear surface portion 214 is connected to the rear end portion of the upper surface portion 212.
Further, the end surface portion 216 in the axial direction of the stabilizer bush 210 is formed in a planar shape orthogonal to the central axis of the opening 211.

The rear surface portion 214 and the lower surface portion 215 of the stabilizer bush 210 are formed with recesses 214a and 215a that engage with claws 231a and 232a of the lower clamp 230 described later, respectively.
For example, the recesses 214a and 215a may have a configuration in which a part of each surface portion is recessed in a stepped manner. May be.

In addition, the stabilizer bush 210 includes a protruding portion 217 that protrudes from the end surface portion 216 in the axial direction of the stabilizer bar 110.
The protruding portion 217 is an intermediate portion in the vertical direction of the end surface portion 216, and is formed by projecting a region including the opening 211 in a step shape.

The protrusion 217 includes a front projecting portion 217 a projecting forward from the front surface portion 213 of the stabilizer bush 210 and a rear projecting portion 217 b projecting rearward from the rear surface portion 214.
The front projecting portion 217a is disposed so as to cover almost the entire end portion of a front surface portion 222 to be described later in the upper clamp 220.
As shown in FIG. 4 (a), the rear overhanging portion 217b is formed in a tapered protrusion shape when viewed from the axial direction of the stabilizer bar 110, and the protruding end portion is a rear fixing of the lower clamp 230 described later. It is disposed in the vicinity of the side portion of the front end portion of the portion 234.

The upper clamp 220 includes an upper surface portion 221 and a front surface portion 222 that hold the upper surface portion 212 and the front surface portion 213 of the stabilizer bush 210, respectively.
The upper surface portion 221 is formed in a curved shape along the upper surface portion 212 of the stabilizer bush 210.
The front surface portion 222 extends downward from the end of the upper surface portion 221 and is formed in a planar shape along the front surface portion 213 of the stabilizer bush 210.
Note that the upper surface portion 221 and the front surface portion 222 of the upper clamp 220 are formed on the upper surface portion 212 of the stabilizer bush 210 in order to compress the stabilizer bush 210 and generate the preload in a state where the stabilizer device 100 is assembled to the cross member 40. In some cases, it may be formed in a shape having a smaller diameter than the front surface portion 213.

The upper clamp 220 includes a front fixing part 223 and a rear fixing part 224.
The front fixing portion 223 is a flat plate portion extending forward from the lower end portion of the front surface portion 222.
The rear fixing portion 224 is a flat plate portion extending backward from the rear end portion of the upper surface portion 221.
The front fixing portion 223 and the rear fixing portion 224 are portions used when the cross member 40 is fixed to the upper surface, and bolt holes 223a and 224a into which fastening bolts are inserted are formed.
The upper surface portion 221, the front surface portion 222, the front fixing portion 223, and the rear fixing portion 224 described above are integrally formed, for example, by pressing a steel plate.

Further, the upper clamp 220 includes a flange surface portion 225.
The flange surface portion 225 is formed so as to protrude from both ends of the upper surface portion 221 in the vehicle width direction (axial direction of the stabilizer bar) to the inner diameter side (lower side / stabilizer bar side).
The flange surface portion 225 is in contact with the end surface portion 216 of the stabilizer bush 210.
The lower end portion of the flange surface portion 225 is disposed to face the outer peripheral surface of the intermediate portion 111 of the stabilizer bar 110 with a space therebetween.
For example, the flange surface portion 225 is configured by welding a steel plate having a thickness larger than that of the steel plate constituting the other part of the upper clamp 220.

The lower surface portion of the flange surface portion 225 is an abutting surface portion 225 a that is disposed to face the upper surface portion of the protruding portion 217 of the stabilizer bush 210.
The contact surface portion 225a is disposed to face the upper surface portion of the projecting portion 217 at a distance in the normal region where the input from the stabilizer bar 110 to the stabilizer bush 210 is relatively small. When the upward input to becomes larger, the protrusion 217 comes into contact.

The lower clamp 230 includes a rear surface portion 231 and a lower surface portion 232 that hold the rear surface portion 214 and the lower surface portion 215 of the stabilizer bush 210, respectively.
The rear surface portion 231 and the lower surface portion 232 are formed in a planar shape along the rear surface portion 214 and the lower surface portion 215 of the stabilizer bush 210.
In order to generate preload by compressing the stabilizer bush 210 with the stabilizer device 100 assembled to the cross member 40, the lower surface portion 232 and the rear surface portion 231 of the lower clamp 230 are the lower surface portion of the stabilizer bush 210. 215 and the rear surface portion 214 may be formed in a shape having a smaller diameter.

The rear surface portion 231 and the lower surface portion 232 are formed with claw portions 231a and 232a that engage with the concave portions 214a and 215a of the stabilizer bush 210, respectively.
The claw portions 231a and 232a are formed, for example, by cutting and processing a part of the region in the central portion of the rear surface portion 231 and the lower surface portion 232.
The claw portion 231a is formed so that the protruding end portion is on the vehicle front side and faces obliquely downward.
The nail | claw part 232a is formed so that a protrusion part may be on the vehicle rear side and may face diagonally upward.
In this way, the claw portion 231a and the claw portion 232a are arranged so that the protruding end portions face each other in the circumferential direction of the stabilizer bush 210, and sandwich the intermediate region between the recesses 214a and 215a in the stabilizer bush 210. .

The lower clamp 230 includes a front fixing part 233 and a rear fixing part 234.
The front fixing part 233 is a flat part extending forward from the lower end part of the lower surface part 232.
The rear fixing portion 234 is a flat plate portion extending rearward from the rear end portion of the rear surface portion 231.
The front fixing portion 233 and the rear fixing portion 234 are portions used when the cross member 40 is fixed to the upper surface, and are formed with bolt holes 233a and 234a into which fastening bolts are inserted.
The front fixing part 233 and the rear fixing part 234 are clamped together by a common bolt-nut while being sandwiched between the front fixing part 223 and the rear fixing part 224 of the upper clamp 220 and the upper surface of the cross member 40. The

Further, the lower clamp 230 includes a flange surface portion 235.
The flange surface portion 235 is formed to protrude from both end portions of the lower surface portion 232 in the vehicle width direction (axial direction of the stabilizer bar) to the inner diameter side (upper side / stabilizer bar side).
The flange surface portion 235 is in contact with the end surface portion 216 of the stabilizer bush 210.
The upper end portion of the flange surface portion 235 is disposed to face the outer peripheral surface of the intermediate portion 111 of the stabilizer bar 110 with a space therebetween.
The rear surface portion 231, the lower surface portion 232, the front fixing portion 233, the rear fixing portion 234, and the flange surface portion 235 described above are integrally formed, for example, by pressing a steel plate.

  In the stabilizer bar support structure of the first embodiment, the middle portion 111 of the stabilizer bar 110 is passed through the opening 211 of the stabilizer bush 210, and the upper clamp 220 is sandwiched by the upper clamp 220 and the lower clamp 230 from above and below. The lower clamp 230 is fastened to the upper surface of the cross member 40.

Hereinafter, the effect of the first embodiment will be described.
In the first embodiment, the lower clamp 230 that holds the lower portion of the stabilizer bush 210 is formed with the claw portions 231a and 232a and engaged with the recesses 214a and 215a formed on the stabilizer bush 210, whereby the stabilizer device 100 is When the sub-assembly is attached to the cross member 40, the lower clamp 230 can be prevented from falling off from the stabilizer bush 210, and the assembling workability is improved.

Further, the stabilizer bar support structure of the first embodiment also has an improvement effect such as steering stability as described below.
FIG. 5 is a graph showing the correlation between the left / right relative stroke of the suspension and the stabilizer reaction force in the stabilizer bar support structure of the first embodiment.
In FIG. 5, the horizontal axis represents the left and right relative stroke of the suspension, and the vertical axis represents the stabilizer reaction force.
In the first embodiment, in the normal region where the vertical force acting on the stabilizer bush 210 from the intermediate portion 111 of the stabilizer bar 110 is less than a predetermined value, the projecting portion 217 of the stabilizer bush 210 and the contact surface portion 225a of the upper clamp 220 are used. Are separated from each other, the protrusion 217 does not contribute to the support rigidity of the stabilizer bar 110. For this reason, the support rigidity of the stabilizer bar 110 is relatively low.

On the other hand, in the limit region where the vertical force acting on the stabilizer bush 210 from the intermediate portion 111 of the stabilizer bar 110 becomes a predetermined value or more, the protruding portion 217 of the stabilizer bush 210 and the contact surface portion 225a of the upper clamp 220 are The stabilizer bars 110 are relatively closely attached to each other and contribute to the support rigidity of the stabilizer bar 110, so that the support bar 110 has a relatively high support rigidity.
Therefore, in the first embodiment, in the normal area, the support rigidity of the stabilizer bar 110 is lowered to improve riding comfort, and in the limit area, the support rigidity of the stabilizer bar 110 is increased to improve steering stability. Can do.
In the first embodiment, the contact surface portion 225a is provided only on the upper clamp 220 side. However, in the stabilizer device, when a stroke difference between the left and right suspensions occurs, the left and right stabilizer bar support portions are provided. Since an upward load always acts, even with such a configuration, the above-described effects can be obtained.

FIG. 6 is a graph showing the correlation between the rotation angle of the stabilizer bar and the stabilizer reaction force in the stabilizer bar support structure of Example 1 and the comparative example of the present invention.
The stabilizer bar support structure of the comparative example is obtained by omitting the concave portions 214a and 215a and the claw portions 231a and 232a in the first embodiment.
In the comparative example, when the rotation angle of the stabilizer bar is increased, the support bushing 210 and the lower clamp 230 are displaced in a stick-slip shape, whereby the support rigidity is lowered and the stabilizer reaction force is lowered.
On the other hand, in Example 1, since the claw portions 231a and 232a of the lower clamp 230 are engaged with the concave portions 214a and 215a of the stabilizer bush 210, the rotation of the stabilizer bush 210 around the axis is restricted. The stabilizer bushing 210 is not displaced with respect to the lower clamp 230, and the stabilizer reaction force can be generated linearly even in the region where the rotation angle of the stabilizer bar is large.

  In addition, when the end face portions 216 on both sides of the stabilizer bush 210 are constrained by the flange face portion 225 of the upper clamp 220 and the flange face portion 235 of the lower clamp 230, when a vertical compressive load acts on the stabilizer bush 210, It can be prevented that the stabilizer bushing 210 escapes in the axial direction and the support rigidity of the stabilizer bar 110 is lowered.

  Furthermore, since the above-described effects can be obtained only by the stabilizer bush 210, the upper clamp 220, and the lower clamp 230 without providing a specific shape to the cross member 40 that is the attached portion, it can be applied to an existing vehicle type. It is easy, and it is also easy to make a separate vehicle between the vehicle having the stabilizer bar support structure of the first embodiment and the vehicle having the existing stabilizer bar support structure.

Next, a second embodiment of the stabilizer bar support structure to which the present invention is applied will be described.
In each of the embodiments described below, portions that are substantially the same as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
FIG. 7 is a diagram illustrating a stabilizer bar support structure according to the second embodiment, in which FIG. 7A is a side view seen from the vehicle width direction, and FIG. 7B is b in FIG. 7A. -B part arrow sectional drawing, FIG.7 (c) is a cc part arrow view of Fig.7 (a).

In the stabilizer bar support structure of the second embodiment, instead of the concave portion 214a and the claw portion 231a of the first embodiment, the engagement surface portion 236 formed on the lower clamp 230 is replaced with the rear side protruding portion 217 of the stabilizer bush 210. The upper surface portion of the portion 217b is engaged.
As shown in FIG. 7, the engaging surface portion 236 is a flat surface portion formed by extending the side end portion of the rear fixing portion 234 of the lower clamp 230 in the axial direction of the stabilizer bush 210 and the vehicle front side. .
The claw portion 232a and the engagement surface portion 236 of the lower clamp 230 sandwich the region between the concave portion 215a of the stabilizer bush 210 and the rear side overhang portion 217b.
In the second embodiment described above, it is possible to obtain substantially the same effect as that of the first embodiment described above.

Next, a third embodiment of the stabilizer bar support structure to which the present invention is applied will be described.
8A and 8B are diagrams illustrating a stabilizer bar support structure according to the third embodiment, in which FIG. 8A is a side view as viewed from the vehicle width direction, and FIG. 8B is b in FIG. 8A. -B part arrow sectional drawing.
In the stabilizer bar support structure of the third embodiment, the upper end portion of the flange surface portion 235 of the lower clamp 230 is bent inward of the stabilizer bush 210 instead of the recesses 214a and 215a and the claw portions 231a and 232a of the first embodiment. The bent portion is engaged with a recess 216a formed in the end surface portion 216 of the stabilizer bush 210, thereby preventing the lower clamp 230 from falling off and improving the support rigidity of the stabilizer bush 210.
Such a bent portion of the flange surface portion 235 can be formed, for example, by protruding the upper end portion of the flange surface portion 235 inward when the lower clamp 230 is formed by press working.
In the third embodiment, the lower clamp 230 is mounted from the rear side of the stabilizer bush 210, and then the upper clamp 220 is mounted, so that assembly can be easily performed.
Even in the third embodiment described above, the effect of suppressing the slip in the circumferential direction of the lower clamp 230 and the stabilizer bush 210 is slightly reduced, but other than that, substantially the same effects as those of the above-described embodiments can be obtained. Can do.

(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) The configuration of the stabilizer device to which the present invention is applied and the suspension device provided with the stabilizer device are not limited to those of the above-described embodiments.
For example, although the suspension of each embodiment is a front suspension, the present invention can also be applied to a rear suspension, and the suspension type is not limited to a strut type, but may be other types such as a multi-link type and a double wishbone type. May be.
Further, the stabilizer link may be connected to the suspension arm or the housing.
(2) In each embodiment, the clamp is attached to the upper surface of the cross member that is substantially horizontal. However, the present invention is not limited to this, and the clamp is attached to the lower surface of the cross member, the frame, etc. It is good also as a structure which attaches.
(3) The shape, structure, manufacturing method, material, and the like of the first member, the second member, and the stabilizer bush of the clamp are not limited to those of each embodiment, and can be changed as appropriate.
(4) In each embodiment, the flange surface portion is disposed only in a partial region on the circumference of the bush, but the flange surface portion may be provided over the entire circumference of the bush.
(5) In each embodiment, the contact surface portion is provided only on the upper side of the stabilizer bar. However, the present invention is not limited to this, and the contact surface portion is provided on the lower side or the contact surface portion is provided on both the upper and lower sides. May be.
(6) The specific configuration of the clamping means is not limited to those of the above-described embodiments, and can be changed as appropriate.

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 portion 112 Arm portion 120 Stabilizer link 130 Stabilizer bush 140 Clamp 210 Stabilizer bush Opening 212 Upper surface portion 213 Front surface portion 214 Rear surface portion 214a Recessed portion 215 Lower surface portion 215a Recessed portion 216 End surface portion 216a Recessed portion 217 Projection portion 217a Front side overhanging portion 217b Rear side overhanging portion 220 Upper clamp 221 Upper surface portion 222 Front surface portion 223 Front fixing portion 223a Bolt hole 224 Rear fixing part 224a Bolt hole 225 Flange surface part 225a Contact Part 230 lower clamp 231 after surface 231a claw portion 232 a lower surface portion 232a pawl portion 233 hold portion fixing portion after 233a bolt holes 234 234a bolt holes 235 flange surface 236 engaging surface

Claims (6)

A stabilizer bar support structure for supporting the intermediate portion of the stabilizer bar having an intermediate portion extending substantially along the vehicle width direction and receiving a torsional input corresponding to a stroke difference between the left and right suspension devices,
A bush having an opening into which the intermediate portion of the stabilizer bar is inserted and formed into a cylindrical shape by an elastic material;
A clamp attached to a fixed portion provided in a part of the vehicle body while holding the bush,
The clamp has a first member and a second member that are arranged to face each other with the bush interposed therebetween, and hold the upper and lower portions of the bush, respectively.
A stabilizer bar support structure characterized in that clamping means is provided for clamping the second member in a state where a part of the bush is sandwiched. The clamping means is formed by projecting from a contact surface portion of the second member with the bush, and a plurality of projecting end portions that engage with a recess formed in the bush are arranged facing the bush in the circumferential direction. The stabilizer bar support structure according to claim 1, wherein the stabilizer bar support structure is provided. The clamping means rises from both ends in the vehicle width direction of the contact surface portion of the second member with the bush, contacts the end surface of the bush, and at least the projecting end portion toward the axial center of the bush. The stabilizer bar support structure according to claim 1, comprising a pair of bent flange surface portions. The bush has a protrusion protruding from an end surface in the axial direction of the stabilizer bar and into which the stabilizer bar is inserted,
At least one of the first member and the second member of the clamp is opposed to the protrusion with a gap in a region where the radial displacement of the stabilizer bar is less than a predetermined value, and the radial displacement is a predetermined value. The stabilizer bar support structure according to any one of claims 1 to 3, further comprising an abutting surface portion that abuts on the protruding portion in the region described above. The bush has a protrusion protruding from an end surface in the axial direction of the stabilizer bar and into which the stabilizer bar is inserted,
At least one of the first member and the second member of the clamp is opposed to the protrusion with a gap in a region where the radial input from the stabilizer bar is less than a predetermined value, and the radial input is predetermined. In a region of a value or more, it has a contact surface portion that contacts the protruding portion,
The clamping means includes an engaging portion that is provided on the second member and engages with the protruding portion, and a projecting end portion that engages with a recess formed on the bushing, and is disposed opposite the engaging portion. It has a nail | claw part. The stabilizer bar support structure of Claim 1 characterized by the above-mentioned. 6. The stabilizer according to claim 1, wherein each of the first member and the second member has a flange surface portion that contacts both end surfaces of the bush in a vehicle width direction. Bar support structure.

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