KR20100046487A - A stabilizer bar - Google Patents

A stabilizer bar Download PDF

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Publication number
KR20100046487A
KR20100046487A KR1020080105345A KR20080105345A KR20100046487A KR 20100046487 A KR20100046487 A KR 20100046487A KR 1020080105345 A KR1020080105345 A KR 1020080105345A KR 20080105345 A KR20080105345 A KR 20080105345A KR 20100046487 A KR20100046487 A KR 20100046487A
Authority
KR
South Korea
Prior art keywords
stabilizer bar
bending
vehicle
torsion
cross
Prior art date
Application number
KR1020080105345A
Other languages
Korean (ko)
Inventor
장대원
Original Assignee
현대자동차주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020080105345A priority Critical patent/KR20100046487A/en
Publication of KR20100046487A publication Critical patent/KR20100046487A/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/40—Constructional features of dampers and/or springs
    • B60G2206/42—Springs
    • B60G2206/427—Stabiliser bars or tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/80—Manufacturing procedures
    • B60G2206/81—Shaping
    • B60G2206/8103—Shaping by folding or bending
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B2/00—Friction-grip releasable fastenings
    • F16B2/02—Clamps, i.e. with gripping action effected by positive means other than the inherent resistance to deformation of the material of the fastening

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

 The vehicle has a cross-sectional shape of the bending part, which is a boundary between the torsion part of the stabilizer bar and the linkage of both links, and has a rectangular cross section that can increase the moment of inertia, thereby minimizing deformation loss due to bending to improve roll rigidity. Provide a stabilizer bar.

Description

Stabilizer Bar for Cars {A STABILIZER BAR}

The present invention relates to a vehicle stabilizer bar. More specifically, the cross-sectional shape of a bending part that is a boundary between a torsion part and a link link of an existing stabilizer bar is modified to increase the moment of inertia (Inertia moment) to reduce bending loss and roll rigidity. It relates to a vehicle stabilizer bar.

In general, the stabilizer unit of the vehicle functions to control the roll behavior of the vehicle by torsion caused by the phase difference between bumps and rebound strokes of both wheels when the vehicle is turning or driving on rough roads.

Looking at the conventional configuration of such a stabilizer unit through an example of the suspension device, as shown in Figures 1 and 2, the torsional portion (L1) that the torsion occurs, and both ends of the torsional portion (L1) by bending the suspension system Stabilizer bar 100 is composed of both side link connecting portion (L2) for connection with the stabilizer bar 100, both ends of the link linking portion (L2) of the control link (102, 104), respectively. Connected to the lower control arm (106) 108 or strut assembly (110) (112), and its torsional portions (L1) on both sides are mounted to the subframe (114) via mounting bushes (116) (118). do.

The stabilizer bar 100 as described above has an auxiliary spring function for supporting the left and right wheels W during rolling of the vehicle body, and receives no force when the left and right wheels W move in phase. In the case of moving to restrain the roll movement of the vehicle body by restraining the movement of the left and right wheel (W) by the torsional elastic force.

However, the conventional stabilizer bar 100 as described above has many limitations in setting a route to secure a gap between the subframe 114 and the surrounding parts through dynamic behavior analysis. Even if it is mounted, it is designed by considering the layout of the chassis parts at the latest. Therefore, it is possible to increase the lever ratio, the transmission rate, and the bending influence, which are factors that determine the efficiency of the stabilizer bar 100 due to the influence of peripheral parts. There was a problem that can not achieve the performance to achieve the roll rigidity as intended.

Here, the lever ratio, as shown in Figure 3, is represented by the movement distance (d) of the control link (102,104) to the wheel stroke, and increasing the lever ratio (that is, d / wheel stroke) has a layout limitation have.

In addition, the transfer rate, as shown in Figure 4, the angle between the tangent of the instantaneous trajectory of the mounted ball joint (BJ) and the connection line between the ball joint (BJ) is "δ", stabilizer bar 100 When the angle between the connecting line between the both ends of the trajectory tangent and the ball joint BJ is "θ", it is expressed as "cosδ x cosθ", and this increase in the transfer rate is also physically limited.

Meanwhile, as shown in FIG. 5, the bending influence degree is proportional to the link length L 1 of the stabilizer bar 100, and thus the loss due to the bending deformation of the stabilizer bar 100 is reduced. By increasing, the bending influence accounts for a large proportion of the roll stiffness influence.

In Fig. 5, θ1 represents the amount of torsional deformation of the stabilizer bar, θ2 represents the bending deformation of the stabilizer bar, and θt represents the total deformation of the stabilizer bar during bumping.

Thus, in order to implement the performance of the stabilizer bar 100 as described above, the diameter of the stabilizer bar 100 is increased in consideration of the bending influence, and thus another layout problem occurs, thereby causing the stabilizer bar There was a problem that the (100) has a complicated shape.

In addition, when the mounting part MP position of the stabilizer bar 100 is determined due to peripheral layout problems such as common use, the length l of both link connecting portions L2 of the stabilizer bar 100 becomes long. Here, bending occurs and the roll stiffness of the stabilizer bar 100, which was intended at the time of design, does not come out, and in order to compensate for this, the diameter of the stabilizer bar 100 is increased again to cause weight and cost increase. .

Therefore, the present invention, in the bending strain (BENDING STRAIN) formula of the cantilever, the larger the moment of inertia, the smaller the deformation, this moment of inertia is focused on being proportional to the square of the cross-sectional height of the cantilever beam, solving the problems of the conventional stabilizer bar as described above In order to solve the problem, the present invention solves the problem by forming a cross-sectional shape of a bending part, which is a boundary between a torsion part of a stabilizer bar and a link part of both sides, in a rectangular cross section which can increase an inertia moment. It is to provide a vehicle stabilizer bar that minimizes the deformation loss and improves the roll rigidity.

The vehicle stabilizer bar of the present invention for realizing the above technical problem is composed of a torsion part mounted to the vehicle body through a mounting bush, and both side link connecting parts (L2) connected to the suspension system by bending both ends of the torsion part. In the vehicle stabilizer bar to control the roll behavior of the vehicle,

A cross-sectional shape of both bending portions, which is a boundary between the torsion portion and both link connecting portions, may be formed in a rectangular cross section.

Here, the rectangular cross section is characterized in that the both sides of the bending portion is formed so as to be wider with respect to the bending load action direction.

The two side bending parts may further include a clamper unit which is supported outside the mounting bush and is fastened to each bending part to reinforce rigidity of each bending part.

According to the vehicle stabilizer bar of the present invention as described above, the cross-sectional shape of the bent portion, which is the boundary between the torsion portion of the stabilizer bar and the link linking portions of the stabilizer bar, is formed in a rectangular cross section which can increase the moment of inertia (Inertia moment), thereby deforming by bending. There is an effect to improve the roll rigidity by minimizing the loss.

Therefore, the roll rigidity of the stabilizer bar 100 intended at the time of design can be sufficiently secured, and thus, the weight and cost increase factors can be excluded because the diameter of the stabilizer bar 100 is not increased.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in detail.

FIG. 6 is a plan view of a vehicle suspension apparatus to which a vehicle stabilizer bar is applied according to an embodiment of the present invention, and FIG. 7 is a perspective view of a vehicle stabilizer bar according to an embodiment of the present invention.

The vehicle stabilizer bar 1 according to the present embodiment basically has a torsion part L1 mounted to the vehicle body through the mounting bush 3, as shown in FIGS. 6 and 7, and the torsion part L1. It is configured to be bent both ends of the both ends of the link connecting portion (L2) is connected to the suspension system is configured to control the roll behavior of the vehicle.

That is, the stabilizer bar (1) has a lower control arm (6) (8) or strut assembly (10) (12) at both ends of the link link (L2) at both ends thereof through control links (2) (4), respectively. And both sides of the twisting portion L1 are installed in the subframe 14 through the mounting bush 3.

At this time, the both side bending portion (B), which is the boundary between the torsion portion (L1) and the both side link connecting portion (L2), as shown in Fig. It is possible to increase the moment of inertia.

That is, as the moment of inertia can be confirmed by the bending strain of the cantilever beam, the larger the deformation of the cantilever beam becomes smaller. The moment of inertia is proportional to the square of the cross-sectional height of the cantilever beam. By forming a rectangular shape, the moment of inertia can be increased, thereby minimizing deformation loss due to bending, thereby improving roll rigidity.

In this case, as shown in FIG. 8, it is important that the both bending portions B are formed so that their rectangular cross sections are wider with respect to the bending load action direction T. As shown in FIG.

Both bending portions B having such rectangular cross sections are preferably formed by forging molding.

Meanwhile, as shown in FIG. 7, the both side bending parts B are fastened to the respective bending parts B in a state of being supported on the outside of the mounting bush 3, and thus, in the axial direction of the stabilizer bar 1. The clamper unit 20 is further configured to reinforce the rigidity of each bending portion B while serving as a stopper for limiting the behavior.

As shown in FIG. 9, the clamper unit 20 includes a bending clamper 23 and the bending, which are fitted to surround the respective bending portions B, and are fastened by bolts 21 inside the bending portions B. FIG. It consists of an insert bush 25 which is bolted together with the bending clamper 23 in a state interposed between the bolt fastening portion of the clamper 23.

In this case, the bending clamper 23 has a cross section of a “??” shape, is formed along the curvature of the bending portion B, and together with the insert bush 25, each of the stabilizer bars 1 is formed. It is fastened to the bending part B through two bolts 21.

Here, the insert bush 25 is made of a rubber material, one end of which is made of a contact surface (F) in contact along the inner end of the bending portion (B1), the rigidity of the bending portion (B) directly Will be reinforced.

Therefore, the vehicle stabilizer bar 1 having the configuration as described above has an auxiliary spring function for supporting the left and right wheels W when rolling the vehicle body, and the force when the left and right wheels W are moved in phase. In the case of moving in the reversed phase without restraining, restrains the roll movement of the vehicle body by restraining the movement of the left and right wheel (W) by the torsional elastic force.

The stabilizer bar 1 according to the present embodiment as described above increases the moment of inertia by forging the cross-sectional shape of the two bending portions B into a rectangular cross section so as to have a wide width with respect to the bending load action direction T. This minimizes the loss due to bending deformation of the stabilizer bar 1.

As a result, the stabilizer bar 1 does not need to increase the diameter of the stabilizer bar 1 in consideration of the bending influence for performance, and thus does not cause any layout problems. .

1 is a plan view of a suspension device for a vehicle to which a general stabilizer bar is applied.

2 is a perspective view of a stabilizer bar according to the prior art.

3 is a reference diagram for a lever ratio which is a factor for determining the efficiency of a general stabilizer bar.

4 is a reference diagram for a transfer rate which is a factor that determines the efficiency of a general stabilizer bar.

5 is a reference graph for explaining a bending influence factor which is a factor for determining the efficiency of a general stabilizer bar.

6 is a plan view of a vehicle suspension apparatus to which a vehicle stabilizer bar is applied according to an embodiment of the present invention.

7 is a perspective view of a stabilizer bar for a vehicle according to an embodiment of the present invention.

8 is a cross-sectional view of the bent portion taken along a line A-A of FIG. 7.

9 is a cross-sectional view taken along line B-B of FIG. 7.

Claims (3)

In the vehicle stabilizer bar which comprises a torsion part mounted to the vehicle body through a mounting bush, and both side link connecting portion is bent both ends of the torsion part and connected to the suspension system, thereby controlling the roll behavior of the vehicle, A vehicle stabilizer bar, characterized in that the cross-sectional shape of both bending portions, which are boundaries between the torsion portion and the link linking portions, is formed in a rectangular cross section. In claim 1, The rectangular cross section is The stabilizer bar for the vehicle, characterized in that formed on both sides of the bending portion to be wider with respect to the direction of bending load action. In claim 1, Both side bending parts And a clamper unit supported on an outer side of the mounting bush and fastened to each bending part to reinforce rigidity of each bending part.
KR1020080105345A 2008-10-27 2008-10-27 A stabilizer bar KR20100046487A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020080105345A KR20100046487A (en) 2008-10-27 2008-10-27 A stabilizer bar

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020080105345A KR20100046487A (en) 2008-10-27 2008-10-27 A stabilizer bar

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KR20100046487A true KR20100046487A (en) 2010-05-07

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KR1020080105345A KR20100046487A (en) 2008-10-27 2008-10-27 A stabilizer bar

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108274970A (en) * 2018-01-29 2018-07-13 上汽通用五菱汽车股份有限公司 A kind of stabiliser bar clamp structure
KR200487124Y1 (en) * 2018-01-02 2018-09-06 김용로 Stabilizer for vehicle
KR20190046344A (en) 2017-10-26 2019-05-07 현대자동차주식회사 Stabilizer apparatus for vehicle
KR20200004624A (en) * 2018-07-04 2020-01-14 알앤더스 주식회사 Apparatus of automotive front under brace bar

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190046344A (en) 2017-10-26 2019-05-07 현대자동차주식회사 Stabilizer apparatus for vehicle
KR200487124Y1 (en) * 2018-01-02 2018-09-06 김용로 Stabilizer for vehicle
CN108274970A (en) * 2018-01-29 2018-07-13 上汽通用五菱汽车股份有限公司 A kind of stabiliser bar clamp structure
KR20200004624A (en) * 2018-07-04 2020-01-14 알앤더스 주식회사 Apparatus of automotive front under brace bar

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E601 Decision to refuse application