Stabilizer device for vehicle

Abstract

A stabilizer apparatus for a vehicle includes: a first stabilizer bar connected to a first side suspension arm of the vehicle; a second stabilizer bar connected to a second side suspension arm of the vehicle; an inner housing connected to the first stabilizer bar; an outer housing which accommodates the inner housing therein, is connected to the second stabilizer bar, and is rotatably connected to the inner housing; a torsion bar having a first end connected to the inner housing and a second end connected to the outer housing; stoppers disposed on the inner housing at predetermined intervals; and a stopper provided on the housing and disposed between the stoppers.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of Korean Patent Application No. 10-2024-0050536, filed on April 16, 2024, in the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to a suspension system for a vehicle, and more particularly to a stabilizer device for a suspension system. Background Art

[0004] A vehicle may include a suspension system that is installed between a vehicle body and wheels and absorbs vibrations of the vehicle body while the vehicle is traveling.

[0005] For example, the suspension system may include a solid-axle stabilizer bar that suppresses the vehicle's roll when traveling. The stabilizer bar is fixed to the vehicle body at both ends through mounting bushings, and the stabilizer bar is fixed to the suspension arm at both ends through a link.

[0006] In some cases, when the left and right wheels move up and down at the same time, the stabilizer bar may not work, but when the left and right wheels move up and down relative to each other, the stabilizer bar can twist and use torsional elastic force to suppress the roll movement of the vehicle body.

[0007] In certain situations, when the vehicle body tilts toward the outside of the turn due to centrifugal force, or when the left and right wheels have a relative phase difference due to bumps or rebound during driving, the stabilizer bar can twist and stabilize the vehicle body posture by torsional elastic force.

[0008] In some cases, the stabilizer bar has a constant strength value, but its torsional elasticity alone may not be sufficient to ensure cornering stability under various conditions.

[0009] In certain situations, ARC (Active Roll Control) or ARS (Active Roll Stabilization) can actively control the vehicle's roll behavior by varying the strength of the stabilizer bars according to the vehicle's driving conditions.

[0010] In some cases, the active roll control apparatus uses a plurality of components such as a sensor, an actuator, a damping coupler, and a sliding unit to change the roll intensity, and thus manufacturing costs may increase. Summary of the Invention

[0011] The present invention provides a stabilizer device for a vehicle capable of controlling the roll behavior of the vehicle by simply changing the roll strength according to the driving conditions of the vehicle and adjusting the inflection point of the roll strength according to the driving tendency of the driver.

[0012] According to an aspect of the subject matter described in this application, a stabilizer device for a vehicle includes a first stabilizer bar connected to a first side suspension arm of the vehicle, a second stabilizer bar connected to a second side suspension arm of the vehicle, an inner housing connected to the first stabilizer bar, an outer housing internally housing the inner housing and connected to the second stabilizer bar, the outer housing being rotatably connected to the inner housing, a torsion bar having a first end connected to the inner housing and a second end connected to the outer housing, a plurality of stoppers disposed on the inner housing and configured at predetermined intervals, and a stopper disposed on the outer housing and disposed between the plurality of stoppers.

[0013] Embodiments according to this aspect can include one or more of the following features. For example, the stopper can be disposed inside the outer housing and disposed at a predetermined distance from the plurality of stoppers. In some examples, the stopper can be configured to contact one of the plurality of stoppers based on a torsion direction of the first stabilizer bar and the second stabilizer bar.

[0014] In some embodiments, the inner housing can include a main body having a cylindrical shape, the main body having a circular-arc groove formed on a portion of an outer circumferential surface of the main body in a circumferential direction of the main body. In some examples, the plurality of stoppers can include a stepped portion formed on each side of the circular-arc groove. In some examples, the stopper can be disposed in an inner region of the circular-arc groove and spaced apart from the stepped portion by a predetermined distance.

[0015] In some embodiments, the inner housing can have an inner closed end disposed at a first side of the inner housing and an inner open end disposed at a second side of the inner housing. The outer housing can have an outer open end disposed at a first side of the outer housing, an outer closed end disposed at a second side of the outer housing, and a cover connected to the outer open end. In some examples, the inner housing can include a first protrusion disposed at the inner closed end and a second protrusion disposed at the inner open end, wherein the outer housing can include a third protrusion disposed at the outer closed end.

[0016] In some examples, the first stabilizer bar can pass through the cover and be connected to the first protrusion, and the second stabilizer bar can be connected to the third protrusion.

[0017] In some embodiments, the stabilizer device can further include a first bearing connecting the cover of the outer housing to the first protrusion, and a second bearing connecting the outer closed end of the outer housing to the second protrusion.

[0018] In some embodiments, the torsion bar can be connected to the inner closed end and disposed inside the inner housing, and the torsion bar can be connected to the outer closed end through the inner open end.

[0019] In some examples, the torsion bar can include a first connection protrusion provided at a first end of the torsion bar and a second connection protrusion provided at a second end of the torsion bar, each of the first and second connection protrusions having a polygonal shape. The inner case can form a first connection recess on an inner surface of the inner closed end, the first connection recess receiving the first connection protrusion, and the outer case can form a second connection recess on an inner surface of the outer closed end, the second connection recess receiving the second connection protrusion.

[0020] In some embodiments, the stopper can be movably provided on the outer case and configured to adjust a gap between the stopper and one of the plurality of stoppers. In some examples, the stopper can include a cam bolt movably mounted to the outer closed end and the cover, and a fastening nut engaged with the cam bolt and fixing the cam bolt to the outer closed end and the cover. In some examples, the outer case can form a guide groove extending through the outer closed end and the cover, wherein the cam bolt can include a bolt head, a bolt shaft connected to the bolt head and fitted into the guide groove, and a cam flange eccentrically connected to one side of the bolt shaft.

[0021] In some embodiments, the fastening nut is engaged with a free end of the bolt shaft and supports the outer closed end and the cover by the cam flange. In some examples, the outer case can further form a cam follower groove on an outer surface of the outer closed end and an outer surface of the cover, wherein the cam flange is rotatably connected to the cam follower groove.

[0022] In some examples, the cam flange has a scale. The scale of the cam flange can be configured to align the position of the cam bolt with the outer case.

[0023] In some embodiments, the stopper can include first and second cam bolts movably mounted to the outer closed end and the cover, and first and second fastening nuts engaged with the first and second cam bolts, respectively, and fixing the first and second cam bolts to the outer closed end and the cover.

[0024] In some embodiments, it is possible to control the roll behavior of the vehicle by changing the roll stiffness value in a simple configuration according to the running conditions of the vehicle, so that it is possible to reduce the material cost and the like manufacturing cost.

[0025] Furthermore, in some embodiments, since it is possible to adjust the inflection point of the roll stiffness in a simple configuration, it is possible to control the roll behavior of the vehicle according to the driving tendency of the driver.

[0026] Effects obtainable or expected from embodiments of the present application are directly or implicitly disclosed in the detailed description of embodiments of the present application. That is, various effects predicted according to embodiments of the present application will be disclosed in the detailed description of the embodiments provided later. BRIEF DESCRIPTION OF DRAWINGS

[0027] Since the drawings are used to illustrate the example embodiments of the present application when making reference thereto, the technical idea of the present application should not be construed as being limited to the drawings.

[0028] Figure 1 is a plan view showing an example of a stabilizer device for a vehicle.

[0029] Figure 2A and Figure 2B is a perspective view showing the stabilizer device.

[0030] Figure 3 and Figure 4 is an exploded perspective view showing the stabilizer device.

[0031] Figure 5 is a sectional view showing the stabilizer device for a vehicle.

[0032] Figure 6A and Figure 6B is a perspective view showing an example of an inner case applied to the stabilizer device for a vehicle.

[0033] Figure 7 is a sectional view showing an example of the inner case applied to the stabilizer device for a vehicle.

[0034] Figure 8A and Figure 8B is an exploded perspective view showing an example of an outer case applied to the stabilizer device for a vehicle.

[0035] Figure 9 is a sectional view showing the outer case.

[0036] Figure 10 is a perspective view showing an example of a torsion bar applied to the stabilizer device for a vehicle.

[0037] Figure 11A and Figure 11B is an exploded perspective view showing an example of a stopper member applied to the stabilizer device for a vehicle.

[0038] Figure 12A and Figure 12B is a side view showing the stopper member.

[0039] Figure 13 is a sectional view showing an example of an engagement structure of the stopper member.

[0040] Figure 14 is a diagram showing an example operation of the stabilizer device for a vehicle. DETAILED DESCRIPTION

[0041] The present application will be explained more fully with reference to the drawings, which show embodiments of the application. One skilled in the art will recognize that the illustrated embodiments can be modified in various different ways, all without departing from the spirit or scope of the application.

[0042] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, singular forms are intended to include the plural forms unless the context clearly indicates otherwise.

[0043] The term "connected" in this specification generally refers to a physical relationship between two components, where the components are directly connected to each other by welding, rivets, self-piercing rivets (SPR), flow-drilling screws (FDS), structural adhesives, or the like, or indirectly connected to each other through one or more intermediate components.

[0044] As used herein, the term "vehicle," "vehicular," "automobile," or other similar terms used herein generally include passenger vehicles, including passenger cars, sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, and also hybrid vehicles, electric vehicles, hybrid electric vehicles, purpose-built vehicles (PBVs) based on electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuel taken from resources other than petroleum).

[0045] Embodiments of the present application will be explained in detail below with reference to the drawings.

[0046] Figure 1 is a plan view showing an example of a stabilizer device for a vehicle.

[0047] Referring to Figure 1 The vehicle stabilizer device 100 can be applied to a suspension system of a vehicle.

[0048] In some embodiments, the vehicle stabilizer device 100 can be applied to a front wheel suspension system and / or a rear wheel suspension system of a vehicle. For example, the vehicle stabilizer device 100 is connected to suspension arms 1 on one side and the other side of the suspension system through a link 3 (which is generally referred to as a "ladder bar link" by those of ordinary skill in the art). The suspension arms 1 can include, for example, lower arms provided on one side and the other side of a multi-link suspension system, respectively.

[0049] In some examples, the vehicle stabilizer device 100 is fixed to a vehicle body 7, such as a subframe, through mounting bushings 5 on one side and the other side in the vehicle width direction.

[0050] In this specification, the reference directions used to describe the following components can be set based on the vehicle body in the front-rear direction (e.g., the vehicle body length direction), the width direction (e.g., the left-right direction), and the up-down direction (e.g., the height direction) of the vehicle body.

[0051] The vehicle stabilizer device 100 provides a structure capable of controlling the roll behavior of a vehicle by changing the roll stiffness in a simple configuration according to the running conditions of the vehicle.

[0052] Figure 2A and Figure 2B is a perspective view showing the stabilizer device. Figure 3 and Figure 4 is an exploded perspective view showing the stabilizer device, and Figure 5 is a sectional view showing the vehicle stabilizer device.

[0053] In some embodiments, referring to Figures 1 to 5 , the vehicle stabilizer device 100 includes a first stabilizer bar 10, a second stabilizer bar 20, an inner housing 30, an outer housing 40, a torsion bar 50, a pair of stoppers 60, and a pair of stops 70.

[0054] In some embodiments, the first stabilizer bar 10 can be provided as a bar capable of torsional deformation according to the running conditions of the vehicle.

[0055] The first stabilizer bar 10 can be connected to one side suspension arm 1 of the suspension system through the above-mentioned connecting rod 3. In some examples, the first stabilizer bar 10 can be fixed to the vehicle body 7 through the above-mentioned one side mounting bush 5.

[0056] In some embodiments, the second stabilizer bar 20 can be provided as a bar capable of torsional deformation according to the running conditions of the vehicle.

[0057] The second stabilizer bar 20 can be connected to the other side suspension arm 1 of the suspension system through the above-mentioned connecting rod 3, and in addition, the second stabilizer bar 20 can be fixed to the vehicle body 7 through the above-mentioned other side mounting bush 5.

[0058] Referring to Figures 3 to 5 , in some embodiments, the inner housing 30 is connected to the first stabilizer bar 10.

[0059] Figure 6A and Figure 6B is a perspective view showing the inner housing applied to the vehicle stabilizer device, and Figure 7 is a sectional view showing the inner housing applied to the vehicle stabilizer device.

[0060] Referring to Figures 3 to 7 , the inner housing 30 of the embodiment includes a main body 31 and a circular arc groove 36.

[0061] The main body 31 is provided as a cylindrical shape with one end closed and the other end open in examples.

[0062] The inner housing 30 includes an inner closed end 32 formed on one side of the main body 31 and an inner open end 33 formed on the other side of the main body 31.

[0063] The inner case 30 further includes a first protrusion 34 and a second protrusion 35.

[0064] The first protrusion 34 is formed in a boss shape at the inner closed end 32. In some examples, the second protrusion 35 is formed in a boss shape at the inner open end 33.

[0065] The first stabilizer bar 10 is connected to the first protrusion 34. In one example, the first stabilizer bar 10 is fitted into the first protrusion 34 and can be connected to the first protrusion 34 by welding.

[0066] The circular-arc groove 36 is formed in a circumferential direction on a portion of an outer circumferential surface of the main body 31 within a predetermined section. That is, the circular-arc groove 36 can be formed as a groove area between two predetermined positions on the circumference of the main body 31.

[0067] In some embodiments, referring to Figures 1 to 5 , the outer case 40 is connected to the second stabilizer bar 20 with the inner case 30 located inside thereof and is rotatably connected with respect to the inner case 30.

[0068] Figure 8A and Figure 8B is an exploded perspective view showing an example of an outer case applied to a vehicle stabilizer device, and Figure 9 is a cross-sectional view showing the outer case.

[0069] Referring to Figures 1 to 9 , the outer case 40 is provided as a case type having one end open and the other end closed. The outer case 40 includes an outer open end 41, an outer closed end 42, and a cover 43. For example, the outer open end 41 is formed at one end of the outer case 40. The outer closed end 42 is formed at the other end of the outer case 40. In some examples, the cover 43 is connected to the outer open end 41.

[0070] The cover 43 is coupled to the outer open end 41 by a plurality of coupling bolts 44. The cover 43 includes a coupling hole 45 coupled to an inner space of the outer case 40.

[0071] As shown in Figures 3 to 6B , the first stabilizer bar 10 described above can be connected to the first protrusion 34 of the inner case 30 through the coupling hole 45 of the cover 43.

[0072] The outer case 40 further includes a third protrusion 46 formed at the outer closed end 42. The third protrusion 46 is formed in a boss shape at the outer closed end 42.

[0073] The second stabilizer bar 20 is connected to the third protrusion 46. In one example, the second stabilizer bar 20 is fitted into the third protrusion 46 and can be connected to the third protrusion 46 by welding.

[0074] The inner case 30 and the outer case 40 can be relatively rotatably connected by a first bearing B1 and a second bearing B2.

[0075] The cover 43 of the outer shell 40 is connected with the first protrusion 34 of the inner shell 30 through the first bearing B1. In some examples, the outer closed end 42 of the outer shell 40 is connected with the second protrusion 35 of the inner shell 30 through the second bearing B2.

[0076] Accordingly, the inner shell 30 and the outer shell 40 connected with each other through the first bearing B1 and the second bearing B2 can be relatively rotated in opposite directions by the first stabilizer bar 10 and the second stabilizer bar 20 twisted in opposite directions.

[0077] Referring to Figures 3 to 5 In some embodiments, the torsion bar 50 is configured to generate roll strength (e.g., torsional torque) by rotation of the inner shell 30 and the outer shell 40 during twisting of the first stabilizer bar 10 and the second stabilizer bar 20.

[0078] The torsion bar 50 is connected to the inner shell 30 and the outer shell 40 between the first stabilizer bar 10 and the second stabilizer bar 20. One end of the torsion bar 50 can be connected to the inner shell 30, and the other end of the torsion bar 50 can be connected to the outer shell 40.

[0079] The torsion bar 50 can be connected to the inner closed end 32 of the inner shell 30 inside the inner shell 30, as Figure 7 shown.

[0080] In some examples, the torsion bar 50 is connected to the outer closed end 42 of the outer shell 40 through the inner open end 33 of the inner shell 30, as Figure 7 shown, as Figure 9 shown.

[0081] Figure 10 is a perspective view showing a torsion bar applied to a vehicle stabilizer device.

[0082] In some examples, as Figure 10 shown, the torsion bar 50 includes a connection protrusion 51 of a polygonal shape (e.g., a square cross-sectional shape) disposed at each end, respectively.

[0083] The connection protrusion 51 of the first end of the torsion bar 50 can be connected to the first connection recess 37 formed on the inner surface of the inner closed end 32 of the inner shell 30, as Figure 7 shown. In some examples, the connection protrusion 51 of the second end of the torsion bar 50 can be connected to the second connection recess 47 formed on the inner surface of the outer closed end 42 of the outer shell 40, as Figure 9 shown. The first connection recess 37 and the second connection recess 47 can be formed in a polygonal shape corresponding to the shape of the connection protrusion 51.

[0084] Referring to Figure 3 and Figure 4In some embodiments, the stoppers 60 are formed in the inner case 30 at predetermined intervals in the torsion direction of the first stabilizer bar 10 and the second stabilizer bar 20.

[0085] The stoppers 60 are formed on the outer circumferential surface of the inner case 30, as shown in Figure 6A and Figure 6B The stoppers 60 include stepped portions (or stop portions) 61 formed on each side of the circular-arc grooves 36. That is, the stepped portions 61 are formed on the outer circumferential surface of the inner case 30 disposed inside the outer case 40.

[0086] Referring to Figures 2A to 4 In some embodiments, the stopper 70 is configured to vary the roll rigidity depending on the running conditions of the vehicle.

[0087] The stopper 70 is configured to generate the roll rigidity by additional torsion of the first stabilizer bar 10 and the second stabilizer bar 20 depending on the running conditions of the vehicle.

[0088] In some examples, the roll rigidity generated by the additional torsion of the first stabilizer bar 10 and the second stabilizer bar 20 can be defined as a rigidity greater than the roll rigidity of the torsion bar 50 generated by the torsion of the first stabilizer bar 10 and the second stabilizer bar 20.

[0089] That is, the roll rigidity of the torsion bar 50 generated by the torsion of the first stabilizer bar 10 and the second stabilizer bar 20 and the roll rigidity generated by the additional torsion of the first stabilizer bar 10 and the second stabilizer bar 20 can be defined as a double rigidity.

[0090] The stopper 70 is configured to adjust (or regulate) the inflection point of the double roll rigidity depending on the running conditions of the vehicle.

[0091] The stopper 70 is installed in the outer case 40 and disposed between the above-described stoppers 60. That is, the stopper 70 is disposed at a position inside the outer case 40 at a predetermined interval from the stoppers 60.

[0092] In some examples, the stopper 70 can come into contact with any one of the stoppers 60 depending on the torsion direction of the first stabilizer bar 10 and the second stabilizer bar 20.

[0093] Figure 11A and Figure 11B are exploded perspective views showing examples of the stopper applied to the stabilizer device for a vehicle, Figure 12A and Figure 12B are side views showing the stopper applied to the stabilizer device for a vehicle, and Figure 13 is a sectional view showing the engagement structure of the stopper applied to the stabilizer device for a vehicle.

[0094] Referring to Figures 11A to 13The stopper 70 is disposed in the inner region of the circular-arc groove 36 of the inner case 30 at a position spaced apart from the stepped portion 61 of the stopper body 60 by a predetermined interval

[0095] The stopper 70 is movably installed in the outer case 40 in the torsion direction of the first stabilizer bar 10 and the second stabilizer bar 20 to adjust the gap G1, G2 with the stopper body 60.

[0096] The stopper 70 includes a cam bolt 71 and a fastening nut 81.

[0097] Two cam bolts 71 and two fastening nuts 81 are shown in the drawings, but are not limited thereto.

[0098] The cam bolt 71 is movably installed on the outer closed end 42 and the cover 43 of the outer case 40 in the torsion direction of the first stabilizer bar 10 and the second stabilizer bar 20.

[0099] The cam bolt 71 includes a bolt head 73, a bolt shaft 75, and a cam flange 77.

[0100] The bolt head 73 is disposed at a position corresponding to the outer closed end 42 of the outer case 40.

[0101] The bolt shaft 75 is connected to the bolt head 73. The bolt shaft 75 is inserted into a guide groove 49 formed in the outer closed end 42 and the cover 43 in the torsion direction of the first stabilizer bar 10 and the second stabilizer bar 20, respectively.

[0102] The bolt shaft 75 is disposed in the inner region of the circular-arc groove 36 of the inner case 30, spaced apart from the stepped portion 61 of the stopper body 60 by a predetermined gap G1, G2.

[0103] The cam flange 77 is eccentrically connected to each side of the bolt shaft 75. That is, the center of the bolt head 73 and the bolt shaft 75 is disposed at a position deviated from the center of the cam flange 77. In one example, the cam flange 77 can be provided as a flat cam type.

[0104] The cam flange 77 is axially fitted in pairs to the bolt shaft 75. The cam flange 77 is connected to the bolt shaft 75 so as to rotate together with the bolt shaft 75. The cam flange 77 is configured to support the outer surface of the outer closed end 42 and the outer surface of the cover 43 through the bolt head 73.

[0105] The cam flanges 77 are rotatably connected to cam follower grooves 78 formed on the outer surface of the outer closed end 42 and the outer surface of the cover 43, respectively.

[0106] When the above-described cam flange 77 eccentrically connected to the bolt shaft 75 rotates within the cam follower groove 78, the bolt shaft 75 can move along the guide groove 49. Accordingly, the gap G1, G2 between the bolt shaft 75 and the stopper body 60 can be adjusted.

[0107] A scale 79 (e.g., a drawing scale) is formed on the cam flange 77. The scale 79 can be configured to be aligned with a position (e.g., a mark or a line) formed on the outer case 40 (see Figure 12B ).

[0108] In addition, a fastening nut 81 is configured to fix the cam bolt 71 to the outer closed end 42 and the cover 43 of the outer case 40. The fastening nut 81 is engaged with the cam bolt 71.

[0109] The fastening nut 81 engages a free end of the bolt shaft 75 to support the outer closed end 42 and the cover 43 by the cam flange 77. The free end can be defined as an opposite end of the bolt head 73.

[0110] Hereinafter, an assembly process of the vehicle stabilizer device 100 configured as described above will be described in detail with reference to Figures 1 to 13

[0111] In some embodiments, the inner case 30 is provided, and the torsion bar 50 is disposed inside the inner case 30. The connecting protrusion 51 of one side of the torsion bar 50 is connected with the first connecting recess 37 formed on the inner surface of the inner closed end 32 of the inner case 30.

[0112] In some embodiments, the outer case 40 is provided, and the inner case 30 is disposed inside the outer case 40.

[0113] The inner case 30 is disposed inside the outer case 40 through the outer open end 41 of the outer case 40. The other connecting protrusion 51 of the torsion bar 50 is connected with the second connecting recess 47 formed on the inner surface of the outer closed end 42 of the outer case 40. The cover 43 of the outer case 40 is engaged with the outer open end 41 through the engagement bolt 44.

[0114] The cover 43 is connected with the first protruding part 34 of the inner case 30 through the first bearing B1. The outer closed end 42 of the outer case 40 is connected with the second protruding part 35 of the inner case 30 through the second bearing B2.

[0115] The first stabilizer bar 10 is connected with the first protruding part 34 of the inner case 30 through the connecting hole 45 of the cover 43. The second stabilizer bar 20 is connected with the third protruding part 46 of the outer case 40.

[0116] In some embodiments, the cam bolt 71 and the fastening nut 81 of the stopper 70 are provided. The cam bolt 71 includes a bolt head 73, a bolt shaft 75, and a cam flange 77.

[0117] In this state, one cam flange 77 is fitted to the bolt shaft 75.

[0118] ​These bolt shafts 75 are fitted into guide grooves 49 formed in the outer closed end 42 of the outer case 40 and the lid 43, respectively. The bolt shafts 75 are disposed between the stepped portions 61 of the stopper 60 in the inner region of the circular arc grooves 36 of the inner case 30.

[0119] Another cam flange 77 is connected to the free ends of the bolt shafts 75 that pass through the guide grooves 49. The cam flange 77, as described above, is rotatably connected to cam follower grooves 78 formed on the outer surfaces of the outer closed end 42 and the lid 43, respectively.

[0120] The cam flange 77 is relatively rotatable with the bolt shafts 75 within the cam follower grooves 78. The amount of rotation (or the angle of rotation) of the cam flange 77 can be checked by the scale 79.

[0121] Since the bolt shafts 75 are eccentrically connected to the cam flange 77, the bolt shafts 75 are movable along the guide grooves 49. The clearances Gl, G2 between the bolt shafts 75 and the stepped portions 61 of the stopper 60 can be adjusted according to the amount of rotation of the cam flange 77.

[0122] In this way, the fastening nuts 81 are engaged with the free ends of the bolt shafts 75 in the state where the clearances Gl, G2 between the bolt shafts 75 and the stepped portions 61 are predetermined. Then, the cam bolt 71 is fixed to the outer closed end 42 of the outer case 40 and the lid 43.

[0123] Hereinafter, the operation of the vehicle stabilizer device 100 assembled as described above will be explained in detail.

[0124] When the vehicle is traveling straight and the wheels are moving up and down (e.g., jounce or rebound), the first stabilizer bar 10 and the second stabilizer bar 20 are twisted in opposite directions.

[0125] Therefore, the inner case 30 connected with the first stabilizer bar 10 and the outer case 40 connected with the second stabilizer bar 20 are relatively rotated, for example, in opposite directions, by the first bearing Bl and the second bearing B2 (see Figure 5 ).

[0126] Then, the torsion bar 50 is twisted by the rotation of the inner case 30 and the outer case 40, and can suppress the roll movement of the vehicle body by the torsion spring force generated at this time.

[0127] In this case, the bolt shafts 75 of the cam bolt 71 are not in contact with the stepped portions 61 of the stopper 60 in the inner region of the circular arc grooves 36 of the inner case 30, but are located in the regions of the predetermined clearances Gl, G2 from the stepped portions 61.

[0128] Figure 14 is a diagram illustrating the operation of the vehicle stabilizer device.

[0129] When the vehicle is traveling straight, the roll stiffness value according to the torsion displacement section of the first stabilizer bar 10, the second stabilizer bar 20, and the torsion bar 50 is defined as "k1". In some examples, Figure 14 The "k0" shown indicates the roll stiffness value according to the torsion displacement section of the general stabilizer bar.

[0130] The first stabilizer bar 10 and the second stabilizer bar 20 are connected to the torsion bar 50 through the inner housing 30 and the outer housing 40, and k1 can be set to a value smaller than k0. Thus, road noise caused by the vehicle traveling straight can be reduced.

[0131] In some examples, when the vehicle is turning, the same effect as described above occurs. In this case, when additional relative rotation of the inner housing 30 and the outer housing 40 occurs, the bolt shaft 75 of the cam bolt 71 comes into contact with the stepped portion 61 of one of the stoppers 60.

[0132] Thus, even if the first stabilizer bar 10 and the second stabilizer bar 20 are twisted, the inner housing 30 and the outer housing 40 do not undergo relative rotation. Thus, the first stabilizer bar 10 and the second stabilizer bar 20 generate roll stiffness through additional twisting.

[0133] In some examples, during vehicle turning travel, the roll stiffness value according to the additional torsion displacement section of the first stabilizer bar 10 and the second stabilizer bar 20 is referred to as "k2", as shown in Figure 14 k2 can be set to a roll stiffness value greater than k0 and k1.

[0134] Thus, since this case has k2 greater than k0 and k1, the roll movement of the vehicle body when the vehicle is turning can be suppressed, thereby leading to stable travel and providing ride comfort to the passengers.

[0135] In some embodiments, as Figure 14 shown, the spring force transition point from k1 to k2 can be defined as a turning point (TP). That is, the turning point (TP) can be defined as the position at which the bolt shaft 75 of the cam bolt 71 comes into contact with the stepped portion 61 of one of the stoppers 60.

[0136] The turning point as described above can be determined by the gap G1, G2 between the bolt shaft 75 and the stopper 60. Thus, the turning point (TP) can be changed by controlling the gap G1, G2.

[0137] In some examples, the fastening nut 81 is first detached from the free end of the bolt shaft 75. The cam flange 77 is rotated in one direction or the other direction together with the bolt shaft 75. The amount of rotation (or the angle of rotation) of the cam flange 77 can be checked by the scale 79. Then, since the bolt shaft 75 is eccentrically connected to the cam flange 77, the bolt shaft 75 moves along the guide groove 49. Accordingly, the gap G1, G2 between the bolt shaft 75 and the stopper 60 can be adjusted to increase or decrease according to the amount of rotation of the cam flange 77.

[0138] After adjusting the size of the gap G1, G2 as described above, the fastening nut 81 is engaged to the free end of the bolt shaft 75.

[0139] Accordingly, by adjusting the gap G1, G2 between the bolt shaft 75 and the stopper 60, the inflection point (TP) of the roll stiffness can be adjusted (or regulated) according to the driving conditions of the vehicle.

[0140] According to the vehicle stabilizer device 100 as described thus far, it is possible to achieve a dual roll stiffness according to the driving conditions of the vehicle.

[0141] Accordingly, the vehicle stabilizer device 100 is able to effectively control the roll behavior of the vehicle by changing the roll stiffness value according to the driving conditions of the vehicle in a simple configuration.

[0142] Further, the vehicle stabilizer device 100 is able to significantly reduce the number of components compared to the ARC or the ARS.

[0143] Accordingly, it is possible to reduce the manufacturing cost such as the material cost, and thus the vehicle stabilizer device 100 is able to be applied to various vehicle models at a low cost.

[0144] Further, the vehicle stabilizer device 100 is able to easily adjust the inflection point (TP) of the roll stiffness in a simple configuration, making it possible to control the roll behavior of the vehicle according to the driving tendency of the driver.

[0145] While some embodiments of the present application have been described above, the present application is not limited to the above, and various modifications can be made within the scope of the claims, the detailed description of the present application, and the drawings, and these modifications also fall within the scope of the present application.

Claims

1. A stabilizer device for a vehicle, comprising: a first stabilizer bar connected to a first side suspension arm of the vehicle; a second stabilizer bar connected to a second side suspension arm of the vehicle; an inner housing connected to the first stabilizer bar; an outer housing internally housing the inner housing and connected to the second stabilizer bar, the outer housing being rotatably connected to the inner housing; a torsion bar having a first end connected to the inner housing and a second end connected to the outer housing; a plurality of stoppers disposed on the inner housing and configured at predetermined intervals; and a stopper disposed on the outer housing and disposed between the plurality of stoppers. The stopper is disposed inside the outer housing and disposed at a predetermined distance from the plurality of stoppers.

2. The stabilizer arrangement of claim 1, wherein, The stopper is configured to contact one of the plurality of stoppers based on a torsion direction of the first stabilizer bar and the second stabilizer bar.

3. The stabilizer arrangement of claim 2, wherein, The inner housing includes a main body having a cylindrical shape, the main body having a circular-arc groove formed on a portion of an outer circumferential surface of the main body in a circumferential direction of the main body.

4. The stabilizer device of claim 1, wherein, The plurality of stoppers include a stepped portion formed on each side of the circular-arc groove.

5. The stabilizer arrangement of claim 4, wherein, The stopper is disposed in an inner region of the circular-arc groove and spaced apart from the stepped portion by a predetermined distance.

6. The stabilizer arrangement of claim 5, wherein, The inner housing has an inner closed end disposed on a first side of the inner housing and an inner open end disposed on a second side of the inner housing, and 7. The stabilizer device of claim 1, wherein, wherein the outer housing has an outer open end disposed on a first side of the outer housing, an outer closed end disposed on a second side of the outer housing, and a cover connected to the outer open end. The inner housing includes a first protrusion disposed on the inner closed end and a second protrusion disposed on the inner open end, and 8. The stabilizer arrangement of claim 7, wherein, wherein the outer housing includes a third protrusion disposed on the outer closed end. The first stabilizer bar passes through the cover and is connected to the first protrusion, and 9. The stabilizer arrangement of claim 8, wherein, wherein the second stabilizer bar is connected to the third protrusion. 10.The stabilizer device of claim 8, further comprising: a first bearing connecting the cover of the outer housing to the first protrusion; and a second bearing connecting the outer closed end of the outer housing to the second protrusion. The torsion bar is connected to the inner closed end and disposed inside the inner housing, the torsion bar being connected to the outer closed end through the inner open end. The torsion bar includes a first connection protrusion disposed on a first end of the torsion bar and a second connection protrusion disposed on a second end of the torsion bar, each of the first connection protrusion and the second connection protrusion having a polygonal shape, 11. The stabilizer device of claim 7, wherein, wherein the inner housing has a first connection recess formed on an inner surface of the inner closed end, the first connection recess receiving the first connection protrusion, and 12. The stabilizer device of claim 7, wherein, wherein the outer housing has a second connection recess formed on an inner surface of the outer closed end, the second connection recess receiving the second connection protrusion. The stopper is movably disposed on the outer housing and configured to adjust a gap between the stopper and one of the plurality of stoppers. The stopper includes:

13. The stabilizer device of claim 1, wherein, a cam bolt movably mounted to the outer closed end and the cover; and 14. The stabilizer device of claim 7, wherein, ​ ​ a fastening nut engaged with the cam bolt and configured to secure the cam bolt to the outer closed end and the cover.

15. The stabilizer device according to claim 14, wherein: the outer housing forms a guide slot extending through the outer closed end and the cover, and wherein the cam bolt comprises: a bolt head; a bolt shaft connected to the bolt head and fitted into the guide slot; and a cam flange eccentrically connected to one side of the bolt shaft.

16. The stabilizer arrangement of claim 15, wherein, the fastening nut is engaged with a free end of the bolt shaft and supports the outer closed end and the cover through the cam flange.

17. The stabilizer device of claim 15, wherein, the outer housing further forms a cam follower slot on an outer surface of the outer closed end and an outer surface of the cover, and wherein the cam flange is rotatably connected to the cam follower slot.

18. The stabilizer device of claim 15, wherein, the cam flange has a scale.

19. The stabilizer arrangement of claim 18, wherein, the scale of the cam flange is configured to align the cam bolt with a position of the outer housing.

20. The stabilizer apparatus of claim 7 wherein, the stopper comprises: first and second cam bolts each movably mounted to the outer closed end and the cover; and first and second fastening nuts engaged with the first and second cam bolts, respectively, and configured to secure the first and second cam bolts to the outer closed end and the cover.

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