JP2020050148A - Stabilizer device - Google Patents

Abstract

To provide a stabilizer device which can suppress the displacement of a stabilizer bar in a vehicle width direction, and can impart a non-linear characteristic to a reaction force which is generated according to a left-and-right stroke difference of a suspension device.SOLUTION: A stabilizer device 100 comprises: a stabilizer bar 110 having an intermediate part 111 and both end parts 112 connected to left and right suspension devices 1 via a stabilizer link 120; a first elastic body 130 attached to a vehicle body B in a state that the stabilizer bar is inserted therein; a salient part 113 salient from an external peripheral face of the stabilizer bar; and a second elastic body 140 inserted with the stabilizer bar, and sandwiched between the first elastic body and the salient part. The first and second elastic bodies have divided parts 131, 141 partially on circumferences, respectively, and the divided parts are arranged along an input direction in a radial direction at stroke initial stages of the suspension devices with respect to a center axis of the stabilizer bar.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a stabilizer device provided in a vehicle such as an automobile.

The stabilizer device provided in a vehicle such as an automobile is such that a suspension device that supports left and right wheels generates a reaction force when a stroke is made in a reverse phase direction, for example, when roll behavior occurs during a turn, and the roll stiffness of the vehicle is increased. To improve steering stability.
The stabilizer device is configured by connecting both ends of a stabilizer bar formed of an elastic material such as spring steel to left and right suspension devices via a link mechanism.
The middle portion of the stabilizer bar functions as a torsion bar that generates a spring reaction force when the left and right suspension devices stroke in opposite phases.
The intermediate portion of the stabilizer bar is attached to the vehicle body via an elastic body such as a rubber bush at a plurality of locations separated in the vehicle width direction.

As a prior art related to a support structure of a stabilizer bar, for example, Patent Literature 1 discloses a method for inserting a stabilizer bar into a bush rubber supporting the stabilizer bar in order to suppress axial displacement of the stabilizer bar and reduce abnormal noise. A configuration is described in which a cut portion is provided, a pair of metal half rings are vulcanized and bonded to the inner peripheral portion, and the unevenness of the half ring contacts the outer peripheral surface of the stabilizer bar.
Patent Literature 2 discloses a method of forming a bulge groove symmetrical with respect to a cut portion and an axis of a stabilizer bush in order to reduce the torsional torque of the stabilizer bar and to facilitate assembly of the stabilizer bar and the stabilizer bush. Is described.

JP-A-11-303917 Japanese Utility Model Publication No. 6-21765

The stabilizer bar may receive a force in the axial direction (vehicle width direction) due to the geometric arrangement of the suspension device and the links.
The stabilizer bar is held by a frictional force with the stabilizer bush, a stopper, or the like so as not to be excessively displaced even when receiving such an axial force.
However, actually, the lateral displacement of the stabilizer bar occurs due to the sliding of the bush and the gap between the stoppers, which is one of the causes of the delay of the response of the vehicle behavior to a small steering angle.

Generally, the higher the rigidity of the stabilizer bar attached to the vehicle body, the more linear characteristics are obtained, and the effect of improving the roll rigidity from the beginning of the roll is obtained.
However, for example, in the case of an SUV with a relatively high vehicle height, if the stabilizer device generates a reaction force from an area where the stroke of the suspension is very small, the vehicle body reacts sensitively to disturbances due to irregular road surfaces and the like. There is a concern that occupants such as drivers may feel uncomfortable and uneasy as restless behavior.
In view of the above-described problems, an object of the present invention is to provide a stabilizer device capable of suppressing a displacement of a stabilizer bar in a vehicle width direction and giving a non-linear characteristic to a reaction force generated according to a left-right stroke difference of a suspension device. That is.

The present invention solves the above-mentioned problems by the following means.
The invention according to claim 1 is a stabilizer device that generates a reaction force according to a difference in left and right strokes of a suspension device that supports left and right wheels so as to be able to stroke with respect to a vehicle body, and an intermediate portion extending in a vehicle width direction. And a stabilizer bar having both ends connected to the left and right suspension devices via stabilizer links, and a first elastic body attached to the vehicle body with the intermediate portion of the stabilizer bar inserted. A projecting portion projecting from the outer peripheral surface of the intermediate portion of the stabilizer bar, and the intermediate portion of the stabilizer bar being inserted between the first elastic body and the projecting portion in the axial direction of the intermediate portion. A second elastic body interposed between the first elastic body and the second elastic body, wherein the first elastic body and the second elastic body are arranged around a central axis of the intermediate portion of the stabilizer bar. A portion on the circumference of the stabilizer bar, with respect to the center axis of the intermediate portion of the stabilizer bar, from the intermediate portion of the stabilizer bar at the initial stroke of the suspension device to the first elastic body and The stabilizer device, wherein the divided portion of the first elastic member and the divided portion of the second elastic member are arranged at positions along a radial input direction to the second elastic member. It is.
According to this, since the second elastic body is held in a compressed state between the first elastic body and the protruding portion, a preload is applied between the protruding portion and the first elastic body. It is possible to suppress the relative displacement of the stabilizer bar with respect to the vehicle body in the vehicle width direction, and improve the responsiveness of the vehicle behavior to steering.
In addition, by arranging the divided portions of the first and second elastic bodies along the input direction of the radial load from the stabilizer bar to each elastic body at the beginning of the stroke of the suspension device, such a radial load can be obtained. Can be reduced in supporting rigidity.
For this reason, at the beginning of the roll of the vehicle body, when the force in the input direction and in the left and right directions opposite to each other acts on both ends of the stabilizer bar, the behavior of the entire stabilizer bar rotating can be promoted.
The initial input of the roll to the stabilizer device is as follows. First, the entire stabilizer bar is rotated, and after the rotation behavior converges, the intermediate portion is twisted and the reaction force starts to be generated. Therefore, the roll angle and the generated force of the stabilizer device ( Anti-roll moment) can be given a non-linear characteristic.

The invention according to claim 2 is the stabilizer device according to claim 1, wherein the second elastic body is provided outside the first elastic body in a vehicle width direction.
According to this, since the second elastic body having lower rigidity than the first elastic body is arranged outside in the vehicle width direction, the support rigidity of the stabilizer bar in the turning behavior direction is reduced, and the above-described effect is obtained. Can be promoted.

The invention according to claim 3 is characterized in that the divided part of the first elastic body and the divided part of the second elastic body are arranged on opposite sides of the intermediate part of the stabilizer bar. A stabilizer device according to claim 1 or claim 2.
According to this, the support stiffness of the first and second elastic bodies can be reduced at two locations symmetrical with respect to the stabilizer bar, and the displacement is increased on the left and right sides that receive the opposite input during rolling. , The stabilizer bar can be reliably rotated.

The invention according to claim 4, wherein the divided portion of the first elastic body and the divided portion of the second elastic body are arranged on the same side with respect to the intermediate portion of the stabilizer bar. A stabilizer device according to claim 1 or claim 2.
According to this, at one location in the circumferential direction of the stabilizer bar, the support rigidity of the first and second elastic bodies can be greatly reduced, and the left or right support portion that receives an input in the direction in which the support rigidity is low can be provided. The displacement can be increased and the stabilizer bar can be surely rotated.

The invention according to claim 5, wherein the position of the divided portion of the first elastic body and the position of the divided portion of the second elastic body with respect to the intermediate portion of the stabilizer bar is determined by the stabilizer link in the suspension device. The stabilizer device according to any one of claims 1 to 4, wherein the connected member is arranged so as to be aligned with a moving direction of the connected member at an initial stage of the stroke.
In the invention according to claim 6, the suspension device is of a MacPherson strut type, and the suspension unit is provided with respect to the divided part of the first elastic body and the intermediate part of the stabilizer bar of the divided part of the second elastic body. The position is arranged in a direction orthogonal to a straight line connecting the pivot portion at the upper end portion of the strut and the pivot portion at the lower end portion of the housing when viewed from the vehicle width direction. 2. The stabilizer device according to claim 1.
The invention according to claim 7, wherein the position of the divided portion of the first elastic body and the position of the divided portion of the second elastic body with respect to the intermediate portion of the stabilizer bar are viewed from the vehicle width direction. The stabilizer device according to any one of claims 1 to 6, wherein the stabilizer bar is disposed at a position along a longitudinal direction of the both end portions of the stabilizer bar.
According to each of these aspects, the above-described effects can be reliably obtained.

  As described above, according to the present invention, it is possible to provide a stabilizer device capable of suppressing a displacement of a stabilizer bar in a vehicle width direction and giving a non-linear characteristic to a reaction force generated according to a left-right stroke difference of a suspension device. be able to.

1 is a schematic diagram showing a state where a front wheel suspension device of a vehicle having a stabilizer device according to a first embodiment of the present invention is viewed from a side of the vehicle. FIG. 2 is a view taken in the direction of arrows II-II in FIG. 1. It is a figure which shows typically the support structure of the stabilizer bar in the stabilizer apparatus of 1st Embodiment. FIG. 4 is a view taken in the direction of arrows IV-IV in FIG. 3. FIG. 2 is an exploded perspective view of a stabilizer bar support structure in the stabilizer device of the first embodiment. It is a mimetic diagram showing behavior of a stabilizer bar at the beginning of a roll in a stabilizer device of a 1st embodiment. It is a mimetic diagram showing support structure of a stabilizer bar in a 2nd embodiment of a stabilizer device to which the present invention is applied. It is a mimetic diagram showing support structure of a stabilizer bar in a 3rd embodiment of a stabilizer device to which the present invention is applied. It is a mimetic diagram showing the support structure of the stabilizer bar in a 4th embodiment of the stabilizer device to which the present invention is applied. It is a schematic diagram which shows the support structure of the stabilizer bar in 5th Embodiment of the stabilizer apparatus to which this invention is applied. It is a mimetic diagram showing the support structure of the stabilizer bar in a 6th embodiment of the stabilizer device to which the present invention is applied.

<First embodiment>
Hereinafter, a first embodiment of a stabilizer device to which the present invention is applied will be described.
The stabilizer device of the first embodiment is provided in, for example, a four-wheel automobile such as a passenger car.
FIG. 1 is a schematic diagram (a view taken along a line II in FIG. 2) illustrating a front wheel suspension device of a vehicle having the stabilizer device of the first embodiment as viewed from the left side of the vehicle.
FIG. 2 is a view in the direction of arrows II-II in FIG. 1, and is a schematic view showing a state where the front wheel suspension device is viewed from the front of the vehicle.

The suspension device 1 is, for example, a MacPherson strut type, and includes a housing 10, a transverse link 20, a strut 30, and the like.
The suspension device 1 is provided symmetrically to support the left and right front wheels FW.

The housing 10 is a member that accommodates a hub bearing that rotatably supports a hub to which the front wheel FW is fastened.
The housing 10 is supported on the vehicle body B so as to be able to stroke along a predetermined trajectory substantially along the vertical direction.
The housing 10 is provided with a brake device (not shown) and a knuckle arm to which a tie rod end of a steering device (not shown) is connected.

The transverse link 20 is a suspension arm (lower arm) that is swingably attached to the vehicle body B.
The inner end in the vehicle width direction of the transverse link 20 is swingably attached to the vehicle body B via a front bush 21 and a rear bush 22 which are elastic bushes.
The front bush 21 and the rear bush 22 are arranged apart from each other in the front-rear direction of the vehicle, and a straight line connecting the centers thereof serves as a swing center axis of the transverse link 20 with respect to the vehicle body B.

The transverse link 20 is a so-called L-shaped lower arm having an arm portion 23 protruding outward from the vicinity of the front bush 21 in the vehicle width direction.
The arm portion 23 has a dihedral angle that is inclined such that the outside in the vehicle width direction is lower than the inside when the vehicle is traveling normally (reference vehicle height).
The outer end of the arm portion 23 in the vehicle width direction is swingably connected to a lower portion of the housing 10 via a ball joint 24.

The strut 30 is a unit (subassembly) of the shock absorber 31, the upper mount 32, the spring 33, and the like.
The shock absorber 31 is a hydraulic damper that expands and contracts during the stroke of the suspension device 1 and generates a damping force according to the expansion and contraction speed.
The shock absorber 31 has a cylinder 31a filled with damper oil, and a rod 31b connected to a piston inserted into the cylinder.
A part of the rod 31b is arranged to protrude upward from the cylinder of the shock absorber 31.
The rod 31b is relatively displaced along the axial direction with respect to the cylinder 31a in accordance with the expansion and contraction of the shock absorber 31.
The shock absorber 31 is arranged so that its axial direction (extending and contracting direction) is substantially along the vertical direction.

The outer cylinder of the cylinder 31a functions as a housing (shell case) of the main body of the strut 30, and is provided with a spring lower seat 31c, a housing bracket 31d, a stabilizer bracket 31e, and the like.
The spring lower seat 31c holds the lower end of the spring 33.
The spring lower seat 31c is formed to protrude from the vicinity of the upper end on the outer peripheral surface of the cylinder 31a to the outer diameter side.
The housing bracket 31d fixes the upper end of the housing 10 to the outer cylinder of the cylinder 31a.
The housing bracket 31d is formed to protrude outward in the vehicle width direction from near the lower end on the outer peripheral surface of the cylinder 31a.
The ball joint 121 on the upper side of the stabilizer link 120 of the stabilizer device 100 is connected to the stabilizer bracket 31e.
The stabilizer bracket 31e is formed to protrude from the outer peripheral surface of the cylinder 31a toward the front of the vehicle.

The upper mount 32 holds the upper end of the rod 31 b of the shock absorber 31 and the upper end of the spring 33.
The upper mount 32 is attached to the vehicle body B via a vibration isolator such as rubber, for example.
The upper mount 32 has a bearing that supports the upper end of the rod 31b so as to be rotatable around the axis of the shock absorber 31.
The upper mount 32 allows the entire strut 30 to swing about the center A of the upper mount 32 by utilizing the elastic deformation of an elastic body such as rubber.

The spring 33 is a spring element that supports the vehicle weight and generates a reaction force according to the stroke of the suspension device 1.
The spring 33 is, for example, a coil spring, and an area above the spring lower seat 31 c of the shock absorber 30 is inserted on the inner diameter side of the spring 33.
The upper end of the spring 33 is held by the lower surface of the upper mount 32.
The lower end of the spring 33 is held by the upper surface of the spring lower seat 31c.

With the configuration described above, the housing 10 and the strut 30 fixed thereto can be rotated about a straight line connecting the center A of the upper mount 32 and the rotation center of the ball joint 24 at the lower end of the housing 10. I have.
This straight line becomes the virtual kingpin axis (steering center axis) of the front wheel FW.

The suspension device 1 is provided with a stabilizer device described below.
FIG. 3 is a diagram schematically illustrating a support structure of a stabilizer bar in the stabilizer device of the first embodiment.
FIG. 4 is a sectional view taken along the line IV-IV in FIG.
FIG. 5 is an exploded perspective view of a stabilizer bar support structure in the stabilizer device of the first embodiment.
The stabilizer device 100 includes a stabilizer bar 110, a stabilizer link 120, a stabilizer bush 130, a sub bush 140, a clamp 150, and the like.
The stabilizer bar 110 receives a torsional moment when there is a difference between the strokes of the left and right suspension devices 1 as in, for example, the rolling behavior of the vehicle, and the torsional moment which increases the roll rigidity of the vehicle by its reaction force. It is a spring (torsion bar spring).
The stabilizer bar 110 has an intermediate portion 111, both end portions 112, a stopper 113, and the like.

The intermediate portion 111 and both end portions 112 are formed integrally by bending a round bar or a circular tube made of a metal material having elasticity such as spring steel.
The intermediate portion 111 is a portion arranged along the vehicle width direction.
The intermediate portion 111 receives a torsional moment when a stroke difference occurs between the left and right sides, for example, when the left and right suspension devices 1 stroke in opposite phases, is twisted by elastic deformation, and responds to a torsion angle. It functions as a torsion spring (torsion bar) that generates a spring reaction force.

Both end portions 112 are portions that extend outward in the vehicle width direction from both end portions of the intermediate portion 111 in the vehicle width direction.
As shown in FIG. 1, both end portions 112 are such that the outer end in the vehicle width direction (the end portion on the opposite side to the intermediate portion 111) is on the vehicle rear side and lower side with respect to the intermediate portion 111. , And extend obliquely with respect to the intermediate portion.
The protruding ends of both ends 112 are arranged on the front side of the housing 10.

The stopper 113 is a protrusion that protrudes in a flange shape from the outer peripheral surface of the intermediate portion 111 of the stabilizer bar 110 to the outer diameter side.
The stopper 113 is provided on the outer side in the vehicle width direction of the attachment portion of the intermediate portion 111 to the vehicle body, and regulates relative displacement of the stabilizer bar 110 in the vehicle width direction with respect to the vehicle body.

The stabilizer link 120 is a member that connects the left and right suspension devices 1 and the left and right end portions 112 of the stabilizer bar 110 and transmits a load.
One stabilizer link 120 is provided for each of the left and right suspension devices 1.
The main body of the stabilizer link 120 is formed in a shaft shape, and is arranged with its longitudinal direction substantially along the vertical direction.
Ball joints 121 and 122 are provided at the upper end and the lower end of the stabilizer link 120, respectively.
The ball joint 121 connects the stabilizer link 120 to the stabilizer bracket 31 e of the strut 30 in a swingable manner.
The ball joint 122 connects the stabilizer link 120 to the protruding ends of both ends 112 of the stabilizer bar 110 in a swingable manner.

The stabilizer bush 130 and the sub bush 140 are formed in an annular shape from an elastic material such as rubber or urethane resin.
The stabilizer bush 130 and the sub bush 140 are first and second elastic bodies that hold the intermediate portion 111 of the stabilizer bar 110 in a state of being inserted on the inner diameter side.
The cross-sectional shape of the stabilizer bush 130 and the sub bush 140 as viewed in the radial direction is, for example, formed in a rectangular shape having sides along the longitudinal direction of the intermediate portion 111 of the stabilizer bar 110.

When assembled to the vehicle body B, the sub bush 140 is sandwiched between the outer surface of the stabilizer bush 130 in the vehicle width direction and the inner surface of the stopper 113 in the vehicle width direction while being subjected to a compressive load. A preload along the axial direction of the intermediate portion 111 is applied between them.
The material, dimensions, shape, and the like of the sub bush 140 are set so that the rigidity of the intermediate portion 111 against loads along the axial direction and the radial direction is lower than that of the stabilizer bush 130.

Divided portions (cut portions) 131 and 141 divided along a plane including the central axis are formed in a part of the stabilizer bush 130 and the sub bush 140 in a circumferential direction, respectively.
The divided portions 131 and 141 are formed by elastically deforming the stabilizer bush 130 and the sub bush 140 when the stabilizer device 100 is assembled, and form a gap through which the intermediate portion 111 passes when the stabilizer bar 110 is assembled.
The arrangement of the dividing portions 131 and 141 when mounted on the vehicle will be described later in detail.

The clamp 150 is a member that fastens the stabilizer bush 130 to the vehicle body B.
The clamp 150 includes a front portion 151, a rear portion 152, a fastening portion 152, a spacer 154, and the like described below.
The front portion 151 is formed to be curved along the half of the stabilizer bush 130 on the vehicle front side so that the vehicle front side is convex.
The front part 151 has a semicircular shape when viewed from the vehicle width direction.
The rear portion 152 is a portion that extends from both ends of the front portion 151 toward the vehicle rear side.
The fastening portion 153 is a surface portion protruding upward and downward from a rear end portion of the upper and lower rear portion 152, and is fastened to a mounting surface portion of the vehicle body B by mechanical fastening means such as a bolt-nut. It is.
The spacer 154 is a member that holds the rear half of the stabilizer bush 130 when attached to the vehicle body B.
The spacer 154 has a concave surface portion that holds an outer peripheral surface of a half portion of the stabilizer bush 130 on the vehicle rear side, and is sandwiched between the stabilizer bush 130 and the vehicle body B when attached to the vehicle body B. .
Further, flange portions 155 are formed at both ends in the vehicle width direction of the front portion 151 and the rear portion 152 so as to be in contact with an end surface portion of the stabilizer bush 130.
A part of the flange 155 can be in contact with the outer peripheral surface of the sub bush 140.

Hereinafter, the operation of the stabilizer device of the first embodiment when the vehicle body rolls will be described.
For example, when a steering angle is given to the front wheels FW by a steering operation by a driver or the like and a slip angle occurs, a cornering force (CF) which is a lateral force corresponding to a cornering power (CP) which is a tire-specific value is generated. .
Due to the yaw moment generated by the cornering force generated in the front wheels FW, the vehicle body B starts to rotate in the yaw direction, and with this, a slip angle also occurs in the rear wheels to generate the cornering force, and the vehicle starts turning motion. I do.
At this time, due to the inertial force acting on the mass of the vehicle body, the vehicle body starts rolling around the roll axis formed by the geometric arrangement of the suspension device.
Thereby, the suspension device 1 starts a stroke toward the contraction side (bump side) on the turning outer wheel side, and starts a stroke toward the extension side (rebound side) on the turning inner wheel side.

As described above, when the left and right suspension devices 1 stroke in the opposite phases, both ends 112 of the stabilizer bar 110 receive the left and right inputs in the opposite directions via the stabilizer link 120.
Here, in the case of the McPherson strut type suspension as in the first embodiment, the strut 30 is arranged such that, when viewed from the vehicle width direction, the center of the upper mount 32 and the lower portion of the housing 10 in accordance with the stroke. The ball joint 24 of FIG.
Therefore, in the initial stage of the roll, the movement direction of the ball joint 24 when viewed from the vehicle width direction includes the center A of the upper mount 32 (the pivot portion above the strut 30) and the rotation center of the ball joint 24 (the pivot portion below the housing 10). ) (A tangential direction of the swing locus).
The initial input direction D of the roll to the stabilizer bar 110 via the stabilizer link 120 coincides with the moving direction of the ball joint 24.

Thus, in the first embodiment, the divided portions 131 and 141 of the stabilizer bush 130 and the sub bush 140 are arranged as follows.
As shown in FIG. 4, when viewed from the vehicle width direction, the divided portion 131 of the stabilizer bush 130 is in a direction along the input direction D with respect to the axis of the intermediate portion 111 of the stabilizer bar 110 and the vehicle. It is arranged at a position on the front side.
On the other hand, when viewed from the axis of the intermediate portion 111, the split portion 141 of the sub bush 140 is located in a direction along the input direction D and on the vehicle rear side (the split portion 131 of the stabilizer bush 130 and the intermediate portion (A position symmetrical with respect to the axis 111).

Due to the arrangement of the divided portions 131 and 141, the support rigidity of the intermediate portion 111 of the stabilizer bar 110 is lower in the direction along the input direction D than in other directions.
FIG. 6 is a schematic diagram showing the behavior of the stabilizer bar at the beginning of the roll in the stabilizer device of the first embodiment.
In the initial stage of the roll of the vehicle, forces in opposite directions are input to both ends 112 of the stabilizer bar 110 from the stabilizer link 120 along the input direction D described above.
At this time, due to the elastic deformation of the stabilizer bush 130 and the sub bush 140, the stabilizer bar 110 exhibits a rotational behavior in which one of the left and right is advanced and the other is retracted.

Here, in the stabilizer device 100 of the first embodiment, the positions of the divided portions 131 and 141 of the stabilizer bush 130 and the sub bush 140 are arranged in the direction along the input direction D. The stiffness against radial forces is lower than the stiffness against radial forces in other directions.
For this reason, in the stabilizer device 100 of the first embodiment, the support rigidity of the stabilizer bar 110 in the twisting direction can be reduced, and the above-described rotation behavior can be promoted.
After such a turning behavior converges, a further moment in the torsional direction is applied to the intermediate portion 111 by an input from the further stabilizer link 120 to cause a torsional deformation in the intermediate portion 111, and the intermediate portion 111 is twisted. A spring reaction force corresponding to the angle is generated.
This spring reaction force is transmitted to the strut 30 via both end portions 112 of the stabilizer bar 110 and the stabilizer link 120, and generates a moment in the anti-roll direction to improve the roll rigidity of the vehicle body B and suppress the roll behavior. .

As described above, according to the first embodiment, the following effects can be obtained.
(1) By holding the sub bush 140 in a compressed state between the stabilizer bush 130 and the stopper 113, a preload along the axial direction of the intermediate portion 111 is provided between the stopper 113 and the stabilizer bush 130. Can be given.
Therefore, the relative displacement of the stabilizer bar 110 with respect to the vehicle body B in the vehicle width direction can be suppressed, and the responsiveness of the vehicle behavior to steering can be improved.
(2) By arranging the divided portions 131 and 141 of the stabilizer bush 130 and the sub bush 140 along the input direction of the radial load from the stabilizer bar 110 to each of the bushes 130 and 140 at the beginning of the stroke of the suspension device 1. Thus, the support rigidity against such a radial load can be reduced.
For this reason, at the beginning of the roll of the vehicle body, when a force in the input direction and in opposite directions on the left and right acts on both ends 112 of the stabilizer bar 110, the entire stabilizer bar 110 as shown in FIG. Behavior can be promoted.
The initial roll input to the stabilizer device 100 is performed by first rotating the entire stabilizer bar 110, and after the rotation behavior converges, the intermediate portion 111 is twisted to start generating a reaction force. Can be given a non-linear characteristic to the correlation with the generated force (anti-roll moment). As a result, even in the case of a vehicle type having a relatively high vehicle height such as an SUV vehicle, it is possible to prevent the behavior of the vehicle from becoming excessively sensitive and to appropriately suppress the roll in a region where the centripetal acceleration in turning is high. Can be obtained.
(3) By arranging the sub bush 140 having a lower rigidity with respect to the stabilizer bush 130 on the outer side in the vehicle width direction, it is possible to reduce the support rigidity of the stabilizer bar 110 in the turning behavior direction and promote the above-described effect. it can.
(4) Since the divided portion 131 of the stabilizer bush 130 and the divided portion 141 of the sub bush 140 are arranged symmetrically with respect to the axis of the intermediate portion 111 of the stabilizer bar 110, The support rigidity of each of the bushes 130 and 140 can be reduced at two locations symmetrical with respect to each other, and the displacement is increased on the left and right sides receiving an input in the opposite direction during rolling, so that the stabilizer bar 110 is reliably rotated. Can be.
(5) The position of the divided portion 131 of the stabilizer bush 130 and the divided portion 141 of the sub bush 140 with respect to the intermediate portion 111 of the stabilizer bar 110 is determined in the initial stroke of the strut 30 of the suspension device 1 to which the stabilizer link 120 is connected. The above-described effect is obtained by arranging in the swinging direction, that is, in the direction orthogonal to the straight line connecting the center A of the upper mount 32 of the strut 30 and the ball joint 24 at the lower end of the housing 10 when viewed from the vehicle width direction. Can be reliably obtained.

<Second embodiment>
Next, a second embodiment of the stabilizer device according to the present invention will be described.
In the embodiments described below, portions common to the previous embodiment are denoted by the same reference numerals, description thereof will be omitted, and differences will be mainly described.
FIG. 7 is a schematic view showing a support structure of a stabilizer bar in the stabilizer device of the second embodiment.
7 to 11, the clamp 150 is not shown.

The stabilizer device of the second embodiment includes a sub bush 140A described below, instead of the sub bush 140 of the first embodiment.
The outer peripheral surface of the sub bush 140A is formed in a tapered shape in which the outer diameter in the vehicle width direction has a small diameter.
The inner peripheral surface of the sub bush 140A is opposed to the outer peripheral surface of the intermediate portion 111 of the stabilizer bar 110 at an interval, and has a tapered shape in which the outside in the vehicle width direction has a small diameter in the outer half in the vehicle width direction. Is formed.
The inner half of the inner peripheral surface of the sub bush 140A in the vehicle width direction has a constant inner diameter in the axial direction.

  According to the above-described second embodiment, in addition to the same effect as the above-described first embodiment, the load on the stabilizer bar 110 in the axial direction is further reduced while the support rigidity in the direction in which the stabilizer bar 110 is squeezed is further reduced. Capability can be secured, and displacement of the stabilizer bar 110 in the vehicle width direction can be suppressed.

<Third embodiment>
Next, a third embodiment of the stabilizer device to which the present invention is applied will be described.
FIG. 8 is a schematic diagram showing a support structure of a stabilizer bar in the stabilizer device of the third embodiment.
The stabilizer device according to the third embodiment includes a sub bush 140B described below, instead of the sub bush 140 according to the first embodiment.
The sub bush 140B is formed by forming a groove 142 extending in the circumferential direction at a central portion in the axial direction on the outer peripheral surface.
In the third embodiment described above, the same effects as those of the first and second embodiments can be obtained.

<Fourth embodiment>
Next, a fourth embodiment of the stabilizer device to which the present invention is applied will be described.
FIG. 9 is a schematic view showing a support structure of a stabilizer bar in the stabilizer device of the fourth embodiment.
The stabilizer device according to the fourth embodiment has a washer 160 made of a material having solid lubricity and elasticity, such as polytetrafluoroethylene resin, sandwiched between the sub bush 140 and the stopper 113 of the first embodiment. is there.
According to the fourth embodiment described above, in addition to the same effects as those of the above-described first embodiment, the friction when the intermediate portion 111 of the stabilizer bar 110 rotates around the axis with respect to the vehicle body B is reduced. Thus, the operation of the stabilizer device 100 can be facilitated.

<Fifth embodiment>
Next, a fifth embodiment of the stabilizer device to which the present invention is applied will be described.
FIG. 10 is a schematic diagram showing a support structure of a stabilizer bar in the stabilizer device of the fifth embodiment.
10A is a view cut along a plane including the axis of the intermediate portion 111 of the stabilizer bar 100, and FIG. 10B is a cross-sectional view taken along a line bb in FIG. 10A. It is.

The stabilizer device of the fifth embodiment includes a sub bush 140C described below, instead of the sub bush 140 of the first embodiment.
The sub bush 140C is formed with a tapered portion 143 having a small outer diameter in the vehicle width direction outside in the vehicle width direction outer region.
The tapered portion 143 has a cutout 144 described below.
The cutout portion 144 is formed in a groove shape penetrating the tapered portion 143 along the plane including the central axis of the sub bush 140 along the diametrical direction of the sub bush 140.
The cutouts 144 are formed on both sides along the input direction D with the intermediate portion 111 of the stabilizer bar 110 interposed therebetween.
In the sub bush 140C, the divided portion 141 is arranged such that the angular position about the center axis matches the cutout 144 on one side of the intermediate portion 111.
According to the fifth embodiment described above, in addition to the same effects as those of the above-described first to third embodiments, the support rigidity for the input of the stabilizer bar 110 in the twisting direction is further reduced, and the above-described effect is obtained. Can be further promoted.

<Sixth embodiment>
Next, a sixth embodiment of the stabilizer device to which the present invention is applied will be described.
FIG. 11 is a schematic diagram illustrating a stabilizer bar support structure in the stabilizer device according to the sixth embodiment.
The stabilizer device of the sixth embodiment includes a sub bush 140D described below, instead of the sub bush 140 of the first embodiment.
The sub bush 140D is formed such that only the outer peripheral surface is tapered so that the outer side in the vehicle width direction has a small diameter, and the inner peripheral surface is in contact with the intermediate portion 111 of the stabilizer bar 110 over the entire length in the axial direction, or at a small interval. And are arranged facing each other.
According to the sixth embodiment described above, in addition to the same effects as those of the above-described first embodiment, it is possible to obtain characteristics intermediate to those of the configuration of the second embodiment.
In addition, by reducing the contact area between the sub bush 140D and the stopper 113, it is possible to suppress friction when the intermediate portion 111 of the stabilizer bar 110 rotates around the axis.

(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 configurations of the vehicle, the suspension device, and the stabilizer device are not limited to the embodiments described above, and can be appropriately changed. The shape, structure, material, manufacturing method, arrangement, number, and the like of each member constituting these can be appropriately changed.
For example, in each of the embodiments, the vehicle is a passenger car, but the present invention can be applied to automobiles other than passenger cars.
(2) In each of the embodiments, the suspension device is, for example, of the MacPherson strut type for the front wheels, but the present invention can also be applied to a stabilizer device provided in the suspension device for the rear wheels. It is.
Further, the type of the suspension device is not limited to the strut type. For example, a double wishbone type, a multi-link type, or any type may be used as long as a stabilizer device can be attached.
In this case, the position of the divided portion of each bush may be aligned with the direction of the radial force acting on each bush from the intermediate portion of the stabilizer bar at the beginning of the stroke of the suspension device. In general, the input direction of such a radial force often coincides with the moving direction at the initial stroke of a member to which the end of the stabilizer link on the suspension device side is attached.
Further, the longitudinal direction of both ends of the stabilizer bar when viewed from the vehicle width direction may be regarded as the initial input direction of the roll, and the dividing portion may be arranged along this direction.
(3) In each embodiment, the divided portions of the first and second elastic bodies are arranged symmetrically with respect to the axis of the stabilizer bar. The divisions may be arranged in the same direction with respect to the axis of the stabilizer bar.

DESCRIPTION OF SYMBOLS 1 Suspension device 10 Housing FW Front wheel 20 Transverse link (lower arm)
Reference Signs List 30 strut 31 shock absorber 31a cylinder 31b rod 31c spring lower seat 31d housing bracket 31e stabilizer bracket 32 upper mount A upper mount center 33 spring 100 stabilizer device 110 stabilizer bar 111 middle portion 112 both ends 113 stopper 120 ball joint 120 stabilizer Ball joint 130 Stabilizer bush 131 Divided part 140, 140A, 140B, 140C, 140D Sub bush 141 Divided part 150 Clamp 151 Front part 152 Rear part 153 Fastening part 154 Spacer 155 Flange part D Roll initial input direction

Claims (7)

A stabilizer device that generates a reaction force according to a left-right stroke difference of a suspension device that supports the left and right wheels so that the left and right wheels can stroke.
A middle portion extending in the vehicle width direction, and a stabilizer bar having both ends connected to the left and right suspension devices via stabilizer links,
A first elastic body attached to the vehicle body in a state where the intermediate portion of the stabilizer bar is inserted;
A projecting portion projecting from the outer peripheral surface of the intermediate portion of the stabilizer bar,
A second elastic body inserted between the first elastic body and the protruding part in the axial direction of the intermediate part while the intermediate part of the stabilizer bar is inserted;
The first elastic body and the second elastic body each have a divided portion on a part of a circumference around a center axis of the intermediate portion of the stabilizer bar,
With respect to a central axis of the intermediate portion of the stabilizer bar, a radial input direction from the intermediate portion of the stabilizer bar to the first elastic body and the second elastic body at an initial stroke of the suspension device. The stabilizer device, wherein the divided part of the first elastic body and the divided part of the second elastic body are arranged along the location. 2. The stabilizer device according to claim 1, wherein the second elastic body is provided outside the first elastic body in a vehicle width direction. 3. The said division part of the said 1st elastic body, and the said division part of the said 2nd elastic body were arrange | positioned at the opposite side which pinched | interposed the said intermediate part of the said stabilizer bar. The Claim 1 or Claim 2 characterized by the above-mentioned. Item 3. The stabilizer device according to item 2. The divided part of the first elastic body and the divided part of the second elastic body are arranged on the same side with respect to the intermediate part of the stabilizer bar. Item 3. The stabilizer device according to item 2. The position of the divided portion of the first elastic body and the position of the divided portion of the second elastic body with respect to the intermediate portion of the stabilizer bar is determined by the stroke of the member of the suspension device to which the stabilizer link is connected. The stabilizer device according to any one of claims 1 to 4, wherein the stabilizer device is arranged so as to be aligned with a movement direction in an initial stage of the stabilizer. The suspension device is of a MacPherson strut type, and positions of the divided portion of the first elastic body and the divided portion of the second elastic body with respect to the intermediate portion of the stabilizer bar are viewed from the vehicle width direction. The stabilizer device according to any one of claims 1 to 5, wherein the stabilizer device is disposed in a direction orthogonal to a straight line connecting the pivot portion at the upper end of the strut and the pivot portion at the lower end of the housing. . The two end portions of the stabilizer bar when the positions of the divided portion of the first elastic body and the divided portion of the second elastic body with respect to the intermediate portion of the stabilizer bar are viewed from the vehicle width direction. The stabilizer device according to any one of claims 1 to 6, wherein the stabilizer device is arranged at a position along a longitudinal direction of the stabilizer device.

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