JP4785719B2 - Vehicle stabilizer device - Google Patents

Description

  The present invention relates to a vehicle stabilizer device used for a suspension of a vehicle such as an automobile, and more particularly to improvement of a characteristic changing technique for a support used for mounting a stabilizer to a vehicle body.

  A stabilizer for a vehicle such as an automobile includes a U-shaped stabilizer having a torsion part and an arm part. In the stabilizer, the torsion part is attached to the vehicle body, and the arm part operates in conjunction with the left and right wheels. Is directly linked to In addition, a link may be used between them in connection with the arm of an arm part. In attaching the torsion part to the vehicle body, a support body such as a rubber bush having a central hole penetrating the torsion part is usually fixed to the vehicle body by a fixing means.

  Such a stabilizer device is used for suppressing a roll generated when the vehicle turns. The rigidity of the stabilizer device for suppressing the roll is determined by characteristics such as the rigidity, shape and bar diameter of the stabilizer, the rigidity of the support, and the rigidity of the fixing means. As a technique for changing the rigidity of the stabilizer device, a technique for automatically adjusting the rigidity of the support body among the characteristics of the stabilizer device has been developed. For example, as disclosed in Patent Document 1, an anisotropic bush is used as a support, and a means having a driving device such as a motor that rotates the anisotropic bush around the stabilizer axis is used as a fixing means. . In the technique of Patent Document 1, the rigidity of the stabilizer device is automatically controlled according to the traveling state by rotating the anisotropic bush by the driving device while the vehicle is traveling.

  However, the stabilizer automatic control technology of Patent Document 1 requires a separate drive device for rotationally driving the anisotropic bush, leading to an increase in the size, weight, and price of the stabilizer device. End up. As a result, the automatic control technique of Patent Document 1 cannot be applied to anything other than luxury cars.

  From the above, in a normal vehicle, a stabilizer device having a simple configuration is used, and the stiffness of the stabilizer device is adjusted in order to cope with a difference in vehicle weight depending on the vehicle type and its grade. For example, as disclosed in Patent Document 2, a torsion part is passed through a center hole of a substantially semi-cylindrical rubber bush or the like as a support, the outer flat part of the rubber bush is brought into contact with the vehicle body, and fixing means. A fixing member such as a bracket is fixed to the vehicle body so as to cover the outer curved surface portion of the rubber bush. Then, a plurality of stabilizer components having different characteristics (for example, a plurality of stabilizers having different bar diameters) are prepared, and they are selectively used according to the rigidity of the stabilizer device required for the vehicle type and its grade.

  However, in this case, it is necessary to prepare a plurality of stabilizer components according to the number of vehicle types and grades. Further, in order to change the rigidity of the stabilizer device, it is necessary to replace the stabilizer component attached to the vehicle with the same component having different characteristics.

JP-A-8-169428 (summary) JP 2001-225820 A (summary)

  Therefore, according to the present invention, it is possible to change the rigidity according to the vehicle type and its grade without adding a special driving device, and also according to the number of the vehicle type and its grade in changing the rigidity. It is an object of the present invention to provide a vehicle stabilizer device that eliminates the need to prepare and replace a plurality of stabilizer components having different rigidity.

A stabilizer device for a vehicle according to the present invention includes a stabilizer, a support body having rigidity that changes around the axis of the hole, a fixing member that fixes the support body having the stabilizer penetrating the hole to the vehicle body, and the fixing member to the vehicle body. Anti-rotation structure that prevents relative rotation of the support relative to the fixed member after fixing, and changes the phase of the support relative to the vehicle body by rotating the support around the axis before fixing the fixed member to the vehicle body. The phase of the support relative to the vehicle body is set when the fixing member is fixed to the vehicle body .

  In the vehicle stabilizer device according to the present invention, the support member having the stabilizer penetrated through the hole is fixed to the vehicle body by the fixing member, and after the fixing, the relative rotation of the support member with respect to the fixing member is prevented by the rotation preventing structure.

  Here, when the stabilizer device is fixed to the vehicle body, the support body is set to have a predetermined phase with respect to the vehicle body. Since the support has rigidity that changes around the axis of the hole, the rigidity of the stabilizer device changes according to the phase of the support with respect to the vehicle body. Therefore, when the stabilizer device is fixed to the vehicle body, the rigidity of the stabilizer device can be changed according to the vehicle type and grade by appropriately setting the phase of the support with respect to the vehicle body. Further, even when the vehicle type and its grade are the same, the rigidity of the stabilizer device can be changed as described above according to the user's preference and driving situation.

  In this way, changing the stiffness of the stabilizer device does not require the addition of a special drive device, and it is not necessary to prepare and replace multiple stabilizer components according to the type of vehicle and the number of grades. Therefore, the price of the stabilizer device can be reduced.

  The vehicle stabilizer device of the present invention can use various configurations to improve performance. For example, various configurations can be used to prevent erroneous changes in the rigidity of the stabilizer device when the stabilizer device is fixed to the vehicle body. For example, the support and the vehicle body can be provided with a phase setting unit for phase alignment of the support with respect to the vehicle body. This configuration is suitable when the support has a rotationally symmetric cross-sectional shape (for example, a circular shape and a regular polygonal shape). There are various marks as the phase setting unit. In this case, the mark on either side of the support and the vehicle body can be used as a scale. Further, when serrations are formed on the outer peripheral surface of the support, a part of the teeth of the serrations can be omitted, or a part of the grooves can be filled, and the like can be used as the phase setting unit.

  In addition, a plurality of mountable phase positions of the support body to the fixing member can be set according to the shapes of the opposing portions of the support body and the fixing member, and the support body can be fixed to each mountable phase position. The vehicle body side shapes of the members can be set to be different from each other. Specifically, the shape of the opposing portion of the support and the fixing member is a polygonal shape that allows the support to be attached to the fixing member whose fixing position is set in advance only at a predetermined phase position. The vehicle body side shape of the fixing member can be the same shape as that. The fixing position of the fixing member is, for example, a position set in advance according to the vehicle type and its grade.

  The anti-rotation structure can have various functions. For example, the anti-rotation structure can also have a function of adjusting the relative rotational position of the support relative to the fixing member. Specifically, serrations can be formed on the outer peripheral surface of the support, and screws or gears can be engaged with the teeth of the serrations. In this aspect, the phase of the support with respect to the vehicle body can be adjusted by adjusting the relative rotational position of the support with respect to the fixing member by the rotation of the screw or gear, so that the rigidity of the stabilizer device can be changed. . On the other hand, the relative rotation of the support relative to the fixing member can be prevented by stopping the rotation of the screw or gear.

  A link that connects both ends of the stabilizer to a wheel portion (for example, an arm that operates in conjunction with the wheel) can be provided, and the phase of the support relative to the vehicle body can be set by adjusting the length of the link. In this aspect, the rigidity of the stabilizer device can be changed by appropriately setting the phase of the support body with respect to the vehicle body by adjusting the link length.

  According to the vehicle stabilizer device of the present invention, when the stabilizer device is fixed to the vehicle body, the rigidity of the stabilizer device can be changed according to the vehicle type and its grade by appropriately setting the phase of the support with respect to the vehicle body. . Further, even when the vehicle type and its grade are the same, the rigidity of the stabilizer device can be changed as described above according to the user's preference and driving situation. In this way, changing the stiffness of the stabilizer device does not require the addition of a special drive device, and it is not necessary to prepare and replace multiple stabilizer components according to the type of vehicle and the number of grades. Therefore, the price of the stabilizer device can be reduced.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration perspective view showing a state in which a vehicle stabilizer device 100 according to an embodiment of the present invention is attached to a vehicle. FIG. 2 is an enlarged perspective view showing a state in which the bush 130 of the vehicle stabilizer device 100 of FIG. 1 is fixed to the vehicle body by the bracket 150. In addition, illustration of the bracket 150 is abbreviate | omitted in FIG. In FIGS. 1 and 2, illustration of the rigidity anisotropy setting of the vehicle body and the bush of the vehicle is omitted.

  The stabilizer device 100 includes a stabilizer 110. The stabilizer 110 has a U shape having a torsion part 111 extending in the width direction of the vehicle and an arm part 112 extending from the both ends thereof to the front or rear of the vehicle. The left and right sides of the central portion of the torsion portion 111 of the stabilizer 110 are elastically supported by the bush 130 (support body). The bush 130 is fixed to the vehicle body by the bracket 150 (fixing member) with the vehicle body side member 140 therebetween. Note that the mounting direction and position of the bush 130 to the vehicle body are not limited to the directions shown in FIG. 1 and can be set as appropriate according to design constraints. The bracket 150 is fixed to the vehicle body by, for example, screw fastening.

  The arm portion 112 is connected to an arm 12 (wheel portion) that operates in conjunction with the left and right wheels 11 by a link 120. The link 120 includes a bar 121 and connecting portions 122 and 123 provided at both ends thereof. The connecting portion 122 connects the arm portion 112 of the stabilizer 110 and the upper end portion of the bar 121, and the connecting portion 123 connects the arm 12 of the wheel 11 and the lower end portion of the bar 121. The arm portion 112 of the stabilizer 110 and the arm 12 of the wheel 11 may be directly connected without using the link 120.

  A central hole 130 </ b> A (hole) through which the torsion part 111 passes is formed in the bush 130. The bush 130 is preferably made of a material that can block input such as shaking from the road surface in order to improve the riding comfort of the user. For example, the bush 130 is made of a rubber material that is more elastic than the other components of the stabilizer device 100. The cross section of the bush 130 has, for example, a rotationally symmetric shape around the axis of the central hole 130A.

  The bush 130 and the bracket 150 are provided with an anti-rotation structure that prevents the bush 130 from rotating relative to the bracket 150 after the bracket 150 is fixed to the vehicle body. The bush 130 has rigidity that changes around the axis of the central hole 130A. For example, the rigidity is set to be different from each other in the radial direction and the other radial directions (hereinafter referred to as rigidity anisotropy). Hereinafter, the anisotropic setting of the shape and rigidity of the bush 130 and the rotation prevention structure will be described in detail.

  Specific examples of the rotationally symmetric shape of the bush are shown in FIGS. In FIGS. 3 to 5, illustration regarding bush rigidity setting is omitted. In the bush 130 shown in FIG. 3, the outer peripheral surface has a circular shape. In the case of the bush 130, the phase of the bush 130 with respect to the vehicle body side member 140 can be continuously changed. After the bracket 150 is fixed to the vehicle body, a lock means (not shown) for fixing the bush 130 and the bracket 150 is separately used as the rotation prevention structure. Moreover, you may fix the stabilizer 110 and the bush 130, for example using an adhesive agent instead of a locking means. This fixing is performed after setting the phase around the axis of the bush 130 so that the bush 130 has a predetermined phase with respect to the vehicle body side member 140. In the bush 160 shown in FIG. 4, serrations 161 are formed on the circular outer peripheral surface as the rotation preventing structure. In the bush 170 shown in FIG. 5, the outer peripheral surface has a regular polygonal shape (for example, a regular octagonal shape) for the above-described rotation prevention structure. In the case of the bushes 160 and 170, occurrence of a phase shift of the bush 170 with respect to the vehicle body side member 140 during and after the stabilization of the stabilizer device 100 to the vehicle body can be prevented better. Needless to say, the bracket 150 and the vehicle body side member 140 have shapes corresponding to the bushes 130, 160, and 170.

  Specific examples of bush rigidity anisotropy setting are shown in FIGS. The bush 130 shown in FIG. 6 has an outer portion 131 having a predetermined rigidity and an inner portion 132 having a smaller rigidity. In the bush 130, the area ratio between the outer portion 131 and the inner portion 132 is changed around the axis. The bush 180 shown in FIG. 7 has a cavity 180A in a predetermined radial direction (for example, upper and lower radial directions). In the bush 180, the rigidity is different between the radial direction in which the cavity 180A is formed and the other radial direction. In the bush 190 shown in FIG. 8, a plate material 191 is provided in a predetermined radial direction. The plate member 191 has higher rigidity than other portions of the bush 190.

  In the bush 200 shown in FIG. 9, the cavity 180A in FIG. 7 and the plate material 191 in FIG. 8 are used in combination. 7 is not limited to that of the bush 200 in FIG. 9, and various modifications are possible. In the bushes of FIGS. 6 to 9, the vertical rigidity in the drawings is set lower than the horizontal rigidity in the drawings, but the invention is not limited to this, and various modifications are possible. Further, even in the same radial direction, the rigidity may be set differently depending on the direction with respect to the central hole 130A. For example, in the bush 210 in FIG. 10, the plate material 191 is provided on the upper side and the cavity 180A is formed on the lower side, so that the upper side rigidity is set higher than the lower side rigidity.

  The bush of this embodiment is not limited to the said structure, A various deformation | transformation is possible. For example, various configurations other than the above configuration can be used for the shape and rigidity anisotropy of the bush, and the combination thereof can be set as appropriate. For example, when the bush is rotated in a state where the stabilizer 110 passes through the center hole 130A, a friction reducing member that reduces friction generated between the stabilizer 110 and the bush can be press-fitted into the bush. For example, the bush 220 shown in FIG. 11 uses a bearing 221 as a friction reducing member.

  In the present embodiment, the bush 130 in which the torsion portion 111 of the stabilizer 110 passes through the center hole 130A is fixed to the vehicle body by the bracket 150, and after the fixing, the relative rotation of the bush 130 with respect to the bracket 150 is prevented by the rotation prevention structure. The

  Here, when the stabilizer device 100 is fixed to the vehicle body, the bush 130 is set to have a predetermined phase with respect to the vehicle body side member 140. Since the bush 130 has rigidity that changes around the axis of the central hole 130 </ b> A, the rigidity of the stabilizer device 100 changes according to the phase of the bush 130 with respect to the vehicle body side member 140. Therefore, when the stabilizer device 100 is fixed to the vehicle body, the rigidity of the stabilizer device 100 can be changed according to the vehicle type and its grade by appropriately setting the phase of the bush 130 with respect to the vehicle body side member 140. Further, even when the vehicle type and grade are the same, the rigidity of the stabilizer device 100 can be changed as described above according to the user's preference and driving situation.

  In this way, changing the stiffness of the stabilizer device does not require the addition of a special drive device, and it is not necessary to prepare and replace multiple stabilizer components according to the type of vehicle and the number of grades. Therefore, the price of the stabilizer device 100 can be reduced.

  The bush shape, rigidity anisotropy, friction reducing member, etc. as described above are used in combination as appropriate according to the characteristics required according to the vehicle type and its grade, etc. Corresponds to the bush used. This will be described in detail with reference to Examples 1 to 5, which are specific examples of the present invention. In the following Examples 1 to 5, the operation and effect of the various modifications to the above embodiment can be obtained as well as the operation and effect of the above embodiment. In addition, the said friction reduction member shall be used as needed and the illustration is abbreviate | omitted. Further, the combination of the bush shape and the rigidity anisotropy is not limited to the examples of the following Examples 1 to 5, and it goes without saying that various modifications are possible.

[Example 1]
In the first embodiment, a bush whose cross-sectional shape is circular is used, and a phase setting portion for phase matching of the bush with respect to the vehicle body is provided in the bush and the vehicle body side member. For example, as shown in FIGS. 12A and 12B, a bush side mark 310A as a phase setting portion is provided on the outer peripheral edge of the bush 130, and a vehicle side mark 310B as a phase setting portion is provided on the vehicle body side member 140. Provided. In this case, after the bush 130 is fixed by the bracket 150, a separate locking means (not shown) is used as a rotation prevention structure.

  The setting position of the vehicle side mark 310B corresponds to the phase of the bush 130 with respect to the vehicle body side member 140 that provides the rigidity of the stabilizer device 100 necessary for the vehicle. The difference in the setting position of the vehicle-side mark 310B in FIGS. 12A and 12B corresponds to the difference in phase. When the stabilizer device 100 is fixed to the vehicle body, the bush side mark 310A is aligned with the vehicle side mark 310B. In this case, by changing the setting position of the vehicle side mark 310B according to the vehicle type and its grade, the rigidity of the stabilizer device 100 can be changed according to the vehicle type and its grade.

  In this aspect, it is possible to prevent erroneous change in the rigidity of the stabilizer device 100 when the stabilizer device 100 is fixed to the vehicle body. In addition, since the bush 130 having a circular cross-sectional shape is used, the phase of the bush 130 with respect to the vehicle body side member 140 can be continuously changed.

  Further, a scale may be used for either the bush side mark 310A or the vehicle side mark 310B. For example, in FIG. 13, a scale 310C is used instead of the vehicle-side mark 310B as the vehicle-side phase setting unit. In this case, when the stabilizer device 100 is fixed to the vehicle body, the bush side mark 310A is aligned with a predetermined position of the scale 310C where the rigidity of the stabilizer device 100 necessary for the vehicle is obtained.

[Example 2]
In the second embodiment, as shown in FIG. 14, a serration 161 is formed on the outer peripheral surface of a bush 160 having a circular cross section as a rotation preventing structure, and the serration is used as a phase setting section for phase matching of the bush to the vehicle body. 161A of missing teeth part is formed by the missing tooth of a part of 161 teeth. The serration 141 of the vehicle body side member 140 is formed with a notch portion 141A by filling a portion corresponding to the notch portion 161A of the serration 161 in the groove portion. The setting position of the notch portion 141A of the vehicle body side member 140 corresponds to the phase of the bush 160 with respect to the vehicle body side member 140 that provides the rigidity of the stabilizer device 100 necessary for the vehicle. In this case, the rigidity of the stabilizer device 100 can be changed according to the vehicle type, its grade, and the like by changing the setting position of the notch portion 141A of the vehicle body side member 140 according to the vehicle type, its grade, and the like. In addition, as a phase setting part, instead of forming a missing groove part 141A in a part of the groove part of the serration 141 and a missing tooth part 161A in a part of the tooth part of the serration 161, a missing tooth part in a tooth part of the serration 141 In addition, a groove portion may be formed in a part of the groove portion of the serration 161.

  In this aspect, it is possible to prevent erroneous change in the rigidity of the stabilizer device 100 when the stabilizer device 100 is fixed to the vehicle body. In addition, it is possible to better prevent a phase shift of the bush 160 with respect to the vehicle body side member 140 when the stabilizer device 100 is fixed to the vehicle body and after the stabilization.

[Example 3]
In the third embodiment, as shown in FIGS. 15A to 15C, a bush 170 having a polygonal cross section (for example, a regular polygon) is used as the rotation prevention structure. In FIGS. 15A to 15C, the cross section of the bush 170 is a regular octagon, and the setting shown in FIG. 6 is used as the rigidity anisotropy setting of the bush 170. The number of phases is four. When the bush 170 is fixed by the bracket 150, the rigidity of the stabilizer device 100 can be changed according to the vehicle type, its grade, and the like by appropriately selecting the phase of the bush 170 with respect to the vehicle body side member 140. In this aspect, it is possible to better prevent the occurrence of a phase shift of the bush 170 with respect to the vehicle body side member 140 when the stabilizer device 100 is fixed to the vehicle body and after the fixation.

  In addition, the bush 170 may have a polygonal shape that can be attached to the bracket 150 only at a predetermined phase position. For example, as shown in FIGS. 16A to 16C, the predetermined phase position is appropriately set according to the vehicle type, its grade, and the like. The vehicle body side shapes of the bracket 150 and the vehicle body side member 140 are set to be different from each other in each phase of the bush 170 with respect to the vehicle body side member 140. In addition, although the bush 170 of FIG. 16 (A)-(C) was made into the 180 degree rotationally symmetric shape, it is not limited to this, For example, it is good also as rotationally asymmetric. In this aspect, it is possible to prevent erroneous change in the rigidity of the stabilizer device 100 when the stabilizer device 100 is fixed to the vehicle body.

[Example 4]
In the fourth embodiment, as shown in FIGS. 17A to 17C, a serration 161 of the bush 160 and a screw 320 (screw adjuster) fitted to the serration 161 are used as the rotation prevention structure. FIGS. 17A to 17C are a top view, a front view, and a side view showing a partial configuration of the fourth embodiment.

  The screw 320 is supported on the upper surface portion of the bracket 150 so that only the rotation around the axis is allowed. A fixing means such as a split pin can be used to fix the screw 320. A screw thread 321 that fits with a tooth portion of the serration 161 of the bush 160 is formed in the axial center portion of the screw 320. An opening 150 </ b> A is formed in a fitting portion between the thread 321 and the serration 161 on the upper surface portion of the bracket 150. In this case, the length in the axial direction of the serration 161 may not be set to the entire length of the bush 160, and may be set to at least the length of the fitting portion with the thread 321.

  In this aspect, after the bush 160 is fixed by the bracket 150, the phase of the bush 160 relative to the vehicle body side member 140 can be adjusted by the rotation of the bush 160 by the screw 320. On the other hand, the relative rotation of the bush 160 with respect to the bracket 150 can be prevented by stopping the rotation of the screw 320.

[Example 5]
In the fifth embodiment, as shown in FIG. 18, gears 331 provided at both ends of the bar 330 are meshed with the teeth of the serrations 161 of the left and right bushes 160. In order to prevent the gear 331 from being detached from the bush 331, a stopper (not shown) is provided on at least one of the left and right gears 331. The diameter ratio between the tooth portion of the serration 161 and the tooth portion of the gear 331 is appropriately set. In this case, a so-called rack and pinion structure may be used.

  In this aspect, after the bush 160 is fixed by the bracket 150, the phase of the bush 160 relative to the vehicle body can be adjusted in synchronization by the rotation of the left and right bushes 160 by the gear 331. On the other hand, by stopping the rotation of the gear 331, relative rotation of the bush 160 with respect to the bracket 150 can be prevented.

[Example 6]
In the sixth embodiment, the bush 130 is fixed to the torsion part 111 with an adhesive or the like to prevent the sliding of the bush 130 with respect to the torsion part 111. The phase of the bush 130 with respect to the vehicle body is set so that the stabilizer device 100 has a desired rigidity when the bush 130 is fixed to the torsion part 111. In this case, as shown in FIGS. 19A and 19B, the phase of the stabilizer device 100 relative to the vehicle body can be adjusted by the length of the bar 121 of the link 120. For example, as shown in FIG. 20, reverse screws are formed on the inner peripheral surfaces of both ends of a cylindrical bar 121, and screws 124 and 125 formed at one end portions of the connecting portions 122 and 123 are screwed together. The rigidity of the stabilizer device 100 can be changed by adjusting the length of the link 120 by the approach and separation of the connecting portions 122 and 123 according to the rotation direction of the bar 121.

  The rigidity change of the stabilizer device 100 is influenced not only by the phase change of the bush 130 but also by the change of the length of the link 120. Further, there are restrictions such as a space where the stabilizer device 100 can be arranged and a link adjustment allowance, and the phase adjustment range is limited by these restrictions.

It is a schematic structure perspective view showing the state where the stabilizer device for vehicles concerning the embodiment of the present invention was attached to vehicles. It is an expansion perspective view showing the state where the bush of the stabilizer device for vehicles of Drawing 1 was fixed to the body by the bracket. It is a perspective view showing the specific example of the cross-sectional shape of the bush which concerns on embodiment of this invention. It is a perspective view showing the specific example of the cross-sectional shape of the bush which concerns on embodiment of this invention. It is a perspective view showing the specific example of the cross-sectional shape of the bush which concerns on embodiment of this invention. It is sectional drawing showing the specific example of the anisotropic setting of the rigidity of the bush which concerns on embodiment of this invention. It is sectional drawing showing the specific example of the anisotropic setting of the rigidity of the bush which concerns on embodiment of this invention. It is sectional drawing showing the specific example of the anisotropic setting of the rigidity of the bush which concerns on embodiment of this invention. It is sectional drawing showing the specific example of the anisotropic setting of the rigidity of the bush which concerns on embodiment of this invention. It is sectional drawing showing the specific example of the anisotropic setting of the rigidity of the bush which concerns on embodiment of this invention. It is sectional drawing showing the specific example which used the friction reduction member for the bush which concerns on embodiment of this invention. The structure of the principal part of Example 1 of this invention is represented, (A) is a perspective view showing the example which has arrange | positioned the phase setting part on the upper right side of a bush, (B) is the example which has arrange | positioned the phase setting part on the right side of a bush. FIG. It is a perspective view showing the structure of the modification of the principal part of Example 1 of this invention. The structure of the principal part of Example 2 of this invention is represented, (A) is a perspective view showing the structure of a principal part, (B) is a perspective view showing the structure of a bush. The structure of the principal part of Example 3 of this invention is represented, (A)-(C) is a perspective view showing various phase settings. The modification of the structure of the principal part of Example 3 of this invention is represented, (A)-(C) is a perspective view showing various anisotropic settings. The structure of the principal part of Example 4 of this invention is represented, (A) is a top view, (B) is a front view, (C) is a side view. It is a perspective view showing the structure of the principal part of Example 5 of this invention. The structure of the principal part of Example 6 of this invention is represented, (A), (B) is a perspective view showing various phase settings. It is a perspective view showing the structure of an example of the link of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 12 ... Arm (wheel part), 100 ... Stabilizer apparatus (stabilizer apparatus for vehicles), 110 ... Stabilizer, 120 ... Link, 130, 160, 170, 180, 190, 200, 210, 220 ... Bush (support body), 130A ... center hole (hole), 140 ... vehicle body side member (vehicle body), 150 ... bracket (fixing member), 141A ... missing groove part (phase setting part), 161A ... missing tooth part (phase setting part), 161 ... serration (rotation) Prevention structure), 310A, 310B ... mark (phase setting section), 310C ... scale (phase setting section), 320 ... screw (rotation prevention structure), 331 ... gear (rotation prevention structure)

Claims (5)

A stabilizer,
A support having stiffness that varies about the axis of the hole;
A fixing member for fixing the support body having the stabilizer penetrated through the hole to a vehicle body;
An anti-rotation structure for preventing relative rotation of the support relative to the fixing member after the fixing member is fixed to the vehicle body ;
Before the fixing member is fixed to the vehicle body, the phase of the support body relative to the vehicle body can be changed by rotating the support body around the axis line,
The vehicle stabilizer device , wherein a phase of the support relative to the vehicle body is set when the fixing member is fixed to the vehicle body .   The vehicle stabilizer device according to claim 1, wherein the support body and the vehicle body are provided with a phase setting unit for phase alignment of the support body with respect to the vehicle body. A plurality of mountable phase positions of the support body to the fixing member are set according to the shapes of the opposing portions of the support body and the fixing member,
2. The vehicle stabilizer device according to claim 1, wherein a shape of the fixing member on a vehicle body side when the support is attached to each attachable phase position is different from one another. 3. The vehicle stabilizer device according to claim 1, wherein the rotation prevention structure also has a function of adjusting a relative rotation position of the support body with respect to the fixing member. 4. A link connecting both ends of the stabilizer to the wheel portion;
The vehicle stabilizer device according to claim 1, wherein the phase of the support with respect to the vehicle body is set by adjusting the length of the link.

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