CN203752874U - Swing stabilizer rod - Google Patents

Abstract

The utility model provides a rocking and stabilizing bar with a simple structure, which can press the power device downward after being deformed without breaking when the collision load increases. A rocking stabilizer bar (1), which is extended in the direction along the vehicle travel direction (T), and is connected between the power unit (2) and the beam (3), has a first bushing (11), a second bushing (12) and torso (13). The first bush (11) is connected to the power unit (2) by the first bolt (first shaft part) (21). The second bushing (12) is connected to the beam (3) by the second bolt (second shaft part) (31). The trunk (13) is connected to the first bush (11) and the second bush (12) along the traveling direction (T) of the vehicle. The trunk (13) has an upper surface (130) and outer flanges (131) extending downward from both side edges of the upper surface, and has a downwardly open cross section along the vehicle width direction (W).

Description

a rocking stabilizer

technical field

The utility model relates to a shaking stabilizer bar which is mounted between the engine group and the vehicle body of the vehicle to suppress the reaction force of the torque generated by the power device and the transmission of the vibration to the vehicle body.

Background technique

In a vehicle, when a power unit (engine unit) including an engine and a transmission is mounted on the vehicle body, so that the reaction force and vibration of the torque generated by the engine unit cannot be transmitted to the vehicle body, a so-called shake stabilizer bar is used. Or a member of a torque rod. When the vehicle collides, in order to prevent the engine set loaded in front from injuring the passengers in the car, the torque rod is designed to lower the engine set to the bottom of the vehicle body.

The torque rod described in Patent Document 1 has a first annular portion and a second annular portion disposed at an end portion of the support portion in a direction intersecting the support portion. Inside the first annular portion and the second annular portion, a first mounting member and a second mounting member connected to the engine block and the vehicle body are arranged respectively, and the gaps between them are filled with rubber elastic bodies. The second annular portion is disposed in a direction intersecting the first cylindrical portion, has a larger diameter than the first annular portion, and has a notch formed on the inner periphery. In addition, if a large load is applied to the torque rod due to a collision or the like, it will be deformed or damaged starting from the notch, so the engine block will fall to the side of the road.

In the torque rod described in Patent Document 2, a cylindrical portion is formed at both ends of the rod portion in a direction intersecting the rod portion. Each cylindrical portion is arranged such that the central axis is along the vehicle width direction, and is connected to the engine block and the vehicle body. The width of the rod portion becomes thinner along the direction from the rear to the front, and between the thinnest narrow portion and the front cylindrical portion, a protruding portion piercing through the central portion on the extension of the narrow portion is formed. Once the impact load is increased in the front-rear direction of the vehicle beyond the strength of the protruding portion, the protruding portion of the weakest portion is damaged.

The torque rod described in Patent Document 3 has, like Patent Document 1, a first annular portion and a second annular portion disposed at the end of the support portion in a direction intersecting the support portion. The torque rod has a hollow portion at a junction between the first annular portion and the support portion, and a thin-walled portion is provided in the first annular portion facing the hollow portion. In addition, the support portion (lower fork) on the lower side of the hollow portion is designed to be weaker than the support portion (upper fork) on the upper side of the hollow portion. In addition, the surface on the other side of the hollow portion opposite to the first annular portion is inclined downward. When a collision load in the front-rear direction acts in a direction that shortens the distance between the first annular portion and the second annular portion, first the thin-walled portion breaks, and then the first annular portion that hits the slope of the hollow portion is drawn downward , the lower fork is broken. Accordingly, the engine block connected to the first mounting member of the first annular portion is dropped downward.

[Patent Document 1] Japanese Patent Document Laid-Open No. 2006-112537

[Patent Document 2] Japanese Patent Document Laid-Open No. 2007-69748

[Patent Document 3] Japanese Patent Document Laid-Open No. 2012-197876

Technical problems to be solved by the utility model

However, the torque rods (sway stabilizer rods) described in Patent Document 1 and Patent Document 3 are both made of synthetic resin, and it is necessary to attach the first mounting member that is the connecting portion with the engine block (power unit) and the vehicle body. And the second mounting member is used as an insert core to vulcanize and mold the first rubber elastic body and the second rubber elastic body, and at the same time use these as insert cores to injection mold the rod body on its outer side. Therefore, the production process is complicated and the cost is high.

In addition, in the torque rod described in Patent Document 2, the rod portion and the cylindrical portions at both ends are produced by extrusion molding metal or resin. Therefore, the external shape of the torque rod is limited to the same cross-sectional shape in the axial direction of the cylindrical portion. That is, when the axial direction of the cylindrical portion is set to be vertical and used, additional processing is necessary to deform the power unit or the like in a specific direction when a frontal collision occurs.

In addition, the torque rods described in Patent Document 1 to Patent Document 3 are all designed to cut off the collision energy transmitted to the vehicle body side by breaking when the collision load increases. Therefore, when the torque rod breaks, it becomes impossible to absorb the collision energy. It is safer to control the collision energy so that it decays to the end. In order to protect the occupants of the driver's seat and the passenger's seat, it is desirable to drop the power unit to the lower part of the vehicle cabin in the event of a collision. Therefore, it is desired to absorb the collision energy without breaking the torque bar (sway stabilizer bar).

Therefore, the present invention provides a rocking stabilizer bar with a simple structure, which can press the power unit downward after being deformed without breaking when the collision load increases.

Utility model content

According to an embodiment of the present invention, the shake stabilizer bar is extended in the driving direction of the vehicle, and is connected between the power unit and the crossbeam arranged closer to the center side of the vehicle driving direction than the power unit. It has: The first bush, the second bush and the trunk. The first bush is connected to the lower part of the power unit through the first shaft. The second bush is connected to the beam through the second shaft. The trunk part connects the first bush and the second bush in the traveling direction of the vehicle. In addition, the second bush is connected to the cross member through a second shaft extending in the vehicle height direction, and the trunk portion has an upper surface and outer sides extending downward from both side edges of the upper surface in the vehicle width direction. It is a long-dimensioned member whose cross-section along the vehicle width direction has a shape that opens downward.

At this time, the upper portion of the trunk portion is located on the upper side of the middle position of the first bush and the second bush in the vehicle height direction. In addition, the trunk portion has a waist portion with the smallest cross-sectional area in the middle portion in the longitudinal direction. In addition, the second bush of the rocker bar is connected to the beam through the second shaft portion in a state inserted between the upper wall and the lower wall of the beam.

In addition, the flange of the trunk portion is continuously formed at least in the range from the first bush central axis to the second bush central axis in the traveling direction of the vehicle. In addition, the trunk portion has an opening portion around which an inner peripheral flange extending downward is formed in a range including the waist portion.

In addition, the first bushing includes: a first inner cylinder fitted outside the first shaft; a first outer cylinder arranged outside the first inner cylinder and having a gap with the first inner cylinder; 1 cushioning material, which is installed between the first inner cylinder and the first outer cylinder, and the second bushing includes: the second inner cylinder, which is embedded in the second shaft; the second outer cylinder, which is arranged on the second There is a gap between the outer side of the inner cylinder and the second inner cylinder; the second buffer material is installed between the second inner cylinder and the rear of the second outer cylinder. In addition, the trunk part has a sleeve, and is integrally formed at the ends of the first shaft part and the second shaft part, and the first bush and the second bush are respectively press-fitted.

Utility Model Effect

According to the stabilizer bar according to one embodiment of the present invention, outer flanges extending downward are formed on both side edges of the torso. When the anti-roll bar is subjected to a compressive load in the direction of travel of the vehicle, the torso will be compressed and bent. At this time, since the outer flange is formed downward on the trunk, and the lower side has an open cross-sectional U-shape, the stabilizer bar is bent so that the vicinity of the center of the trunk bulges upward. If the displacement of the power unit progresses, the bent portion will bend and bulge even more, and the second outer cylinder of the second bush will interfere with the first inner cylinder or the upper and lower walls of the beam, thereby restricting access to the trunk of the beam from the bent portion. tilt of the head. Therefore, if the retrograde of the power unit progresses further, the body part of the power unit that is close to the bent portion is inclined downward to push down the first bush. That is, the rocking of the stabilizer bar can depress the powerplant.

According to the swing stabilizer bar of the present invention in which the upper part of the trunk part is located on the upper side than the middle position of the first bush and the second bush in the vehicle height direction, the trunk part is more likely to move closer in the event of a collision. The upper side is bent and it is difficult to bend the lower side.

In addition, according to the swing stabilizer bar of the present invention in which the waist portion with the smallest cross-sectional area is provided at the middle part of the length direction of the torso, since the bending position can be stabilized, even if the direction of increase of the collision load changes slightly, the swing stabilizer bar deformation will be the same. In other words, even if the input direction of the collision energy is changed, the rocker stabilizer can absorb it in the same way.

In addition, since the body part has a continuous shape, the stabilizer bar bends without breaking when it is bent. Therefore, in the process of absorbing the collision energy due to the deformation of the vehicle body when a frontal collision occurs, the sway stabilizer bar can connect the power unit to the crossbeam on the side of the vehicle body, so it can transmit the collision energy conducted from the power unit It deforms at the same time as reaching the vehicle body to reduce the collision energy.

According to the sway stabilizer bar of the present invention, in which the flange of the trunk portion is continuously formed at least in the range from the central axis of the first bushing to the central axis of the second bushing in the traveling direction of the vehicle, in the event of a frontal collision, it is relatively applied to the While increasing the rigidity of the anti-bending load of the swing stabilizer bar, it is possible to prevent the trunk from easily bending in the direction opposite to the waist near the first bush and the second bush even after the waist is bent. That is, it is possible to delay the time at which the trunk part of the swing stabilizer bar bends at a position other than the waist.

According to the stabilizer bar of the present invention, in which the trunk portion includes the waist portion and has an opening around which the inner peripheral flange extending downward is formed, the weight of the stabilizer bar can be reduced while maintaining the rigidity of the stabilizer bar.

In addition, the rocking stabilizer bar of the present invention has the first outer cylinder and the second outer cylinder according to the first bush and the second bush, and has the trunk part formed integrally at the end by pressing these bushes. It can be formed from a flat steel plate, etc. The production of the trunk is simple, and only the first bushing and the second bushing installed in each bushing with the first cushioning material and the second cushioning material are pressed into the sleeve. Therefore, the subsequent assembly can be simplified, and the production cost of the swing stabilizer bar can also be reduced.

Description of drawings

Fig. 1 is a perspective view of the first embodiment of the utility model to observe the shake stabilizer bar from below the power unit and the beam;

Fig. 2 is an oblique view showing the rocking stabilizer bar and the beam of Fig. 1 together;

Fig. 3 is a bottom view of the shake stabilizer bar of Fig. 2 and its peripheral parts viewed from below;

Fig. 4 is a plan view showing the shake stabilizer bar of Fig. 1 together with a section of the waist;

Fig. 5 is a sectional view of the shake stabilizer bar along the line F5-F5 in Fig. 4;

6 is a cross-sectional view schematically showing the front of the vehicle connecting the roll stabilizer bar of FIG. 2 to a power unit and a cross member;

Fig. 7 is a cross-sectional view of the slightly bent state of the rocking stabilizer bar after the frontal collision of the vehicle in Fig. 6;

Fig. 8 is a cross-sectional view of the power unit in Fig. 7 being further close to the car body and the rocking stabilizer bar in a bent state;

Fig. 9 is a plan view showing the shake stabilizer bar and the waist section of the second embodiment of the present invention together;

Fig. 10 is a plan view showing a sway stabilizer bar according to a third embodiment of the present invention together with a waist section.

Symbol Description

1 Rock the stabilizer bar

13A opening

2 power unit

20A connection part

20B mount

21 1st shaft (1st bolt)

22 stand

3 beams

30A upper wall

30B lower wall

30C front wall

31 2nd shaft part (2nd bolt)

101 compartment

102 Front bumper

11 1st Bushing

111 1st inner cylinder

112 1st outer cylinder

113 1st buffer material

12 2nd Bushing

121 Second inner cylinder

122 Second outer cylinder

123 2nd buffer material

13 torso

130 upper face

131 Outer flange

132 waist

133, 134 sleeve

135 inner peripheral flange

T direction of travel

W Vehicle width direction

H height direction

Detailed ways

The roll stabilizer bar 1 according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 8 . In addition, on the basis of describing the embodiments of the present invention, in order to easily understand the position of each member, "front" and "rear" are respectively defined based on the traveling direction of the vehicle, and "right" is defined from the perspective of the driver of the vehicle. " and "left", define "up" and "down" based on the height direction of the vehicle, that is, the direction of gravity, and define the direction transversely intersecting with the driving direction of the vehicle as "vehicle width direction".

The stabilizer bar 1 is suitable for disposing the power unit 2 composed of an engine and a transmission in a vehicle that is closer to the front than the cabin 101 . This roll stabilizer bar 1, as shown in FIG. One of the fixtures comes into play. The stabilizer bar 1 includes a first bush 11 , a second bush 12 and a trunk 13 .

The first bush 11, as shown in FIGS. 1 and 6, is connected to a first bolt 21 that is a first shaft portion of a connection portion 20A disposed at the lower portion of the power unit 2 along the height direction H of the vehicle. Specifically, in a state where the lower end of the first bushing 11 is supported by the bracket 22 extending from the mounting seat 20B provided in front of the first bushing 11, the first bolt 21 penetrates the bracket 22 and the first bushing. 11 and fastened to the connecting portion 20A, and the first bush 11 is connected to the power unit 2 . The second bush 12, as shown in FIG. 1, FIG. 2 and FIG. 2 bolts 31. Specifically, the second bolt 31 is fastened through the upper wall 30A and the lower wall 30B of the beam 3 and the second bushing 12 , thereby connecting the second bushing 12 to the beam 3 . That is, the axial direction of the second bush 12 is set so as to be connected along the direction of the height direction H of the vehicle.

The first bushing 11 includes: a first inner cylinder 111 through which the first bolt 21 as the first shaft portion is penetrated; The first outer cylinder 112 and the first cushioning material 113 installed between the first inner cylinder 111 and the first outer cylinder 112 . Similarly, the second bushing 12 includes: a second inner cylinder 121 through which the second shaft portion, that is, the second bolt 31 , is disposed outside the second inner cylinder 121 and has a gap between the second inner cylinder 121 and the second inner cylinder 121 . The second outer cylinder 122 and the second cushioning material 123 installed between the second inner cylinder 121 and the second outer cylinder 122 . Specifically, resins such as natural rubber (NR), acrylonitrile-butadiene rubber (NBR), and urethane rubber are used as these cushioning materials 113 and 123 . When NR and NBR are used for the cushioning materials 113 and 123, vulcanization molding or vulcanization adhesion pre-molding is performed between the first inner cylinder 111 and the first outer cylinder 112, and the second inner cylinder 121 and the second outer cylinder 122, respectively. Material.

To the trunk portion 13 , as shown in FIG. 3 , a first bush 11 and a second bush 12 are connected in a direction along the traveling direction T of the vehicle. As shown in FIGS. 1 and 4 , the trunk portion 13 has an upper surface 130 and outer flanges 131 extending downward from both side edges in the vehicle width direction W, and the cross section along the vehicle width direction W is downward. U-shape with side open. The outer flange 131 formed on the trunk portion 13, as shown in FIG. part) 21 to the second bolt (second shaft part) 31, that is, the range from the center axis of the first bush 11 to the center axis of the second bush 12. In addition, as shown in FIGS. 3 and 4 , the trunk portion 13 has an intermediate portion in the longitudinal direction (direction along the vehicle traveling direction T) within the range formed by the outer flange 131 , and has a gap along the vehicle width direction W. Waist 132 having the smallest cross-sectional area. That is, the waist portion 132 is formed by bending the middle portion in the longitudinal direction of the upper surface portion 130 of the trunk portion 13 in a plan view of the vehicle in a tapered shape.

In addition, the trunk portion 13 has sleeves 133 , 134 integrally formed at the ends where the first bolt (first shaft portion) 21 and the second bolt (second shaft portion) 31 are located. The sleeves 133 and 134 extend downward in the same direction as the outer flange 131, as shown in FIGS. 1 and 5 . The first bush 11 is press-fitted into the sleeve 133 on the side of the first bolt (first shaft portion) 21 , and the second bush 12 is press-fitted into the sleeve 134 on the side of the second bolt (second shaft portion) 31 . In addition, in the state where the first bush 11 and the second bush 12 are press-fitted into the sleeves 133, 134, the position of the upper surface 130 of the trunk part 13 is set to be located higher than that of the first bush 11. The connecting line between the middle position in the axial direction (vehicle height direction H) of the first outer cylinder 112 and the middle position in the axial direction (vehicle height direction H) of the second outer cylinder 122 of the second bush is closer to the upper side. side.

The outer flange 131 and the sleeves 133 and 134 can be formed from a flat steel plate by pressing such as bending, flanging, or flared processing. In addition, the outer flange 131 is continuous without bypassing the first bolt 21 and the second bolt 31 , and can be completed without drawing, so it is easy to process, and the size of the flat steel plate required as a material is also small.

As shown in FIGS. 1 and 2 , the roll stabilizer bar 1 configured as above extends from the lower portion of the power unit 2 and is assembled in a state of being inserted into the opening of the front wall 30C of the beam 3 . If the torque of the output shaft arranged in the vehicle width direction changes during the operation of the power unit 2, the anti-roll bar 1 passes through the first cushioning material in order to prevent the reaction force acting on the hood of the power unit 2 and prevent vibration from being transmitted. 113 and the second buffer material 123 to weaken it.

In addition, the roll stabilizer bar 1 suppresses upward displacement of the power unit 2 by guiding the power unit 2 to the lower side when the power unit 2 is displaced toward the vehicle compartment 101 due to a vehicle collision.

Hereinafter, the operation of the roll stabilizer bar 1 when the vehicle collides will be specifically described with reference to FIGS. 6 , 7 , and 8 .

Fig. 6 shows the state of the front of the vehicle in general. FIG. 7 shows the state of the front portion of the vehicle when the front bumper 102 together with the power unit 2 starts to displace toward the cabin 101 side due to a frontal collision. FIG. 8 shows the state of the front of the vehicle when the power unit 2 is further displaced toward the vehicle interior 101 side due to the aggravation of the collision.

When a frontal collision occurs from the normal state shown in FIG. 6 , first, the first cushioning material 113 and the second cushioning material 123 become flat and absorb displacement. When the power unit 2 is pressed further toward the vehicle compartment 101 beyond the flatness of the first cushioning material 113 and the second cushioning material 123 , bending of the trunk portion 13 starts as shown in FIG. 7 . The bending at this time occurs in the waist portion 132 of the trunk portion 13 having the smallest cross-sectional area along the vehicle width direction. The trunk portion 13 has an outer flange 131 extending downward, and has a U-shaped cross-section that opens downward. Therefore, the lower side of the trunk portion 13 is stiffer than the upper side. Therefore, when the trunk portion 13 receives a compressive load in the longitudinal direction (travel direction T of the vehicle), the waist portion 132 of the trunk portion 13 is bent so as to bulge upward. In addition, the stabilizer bar 1 is shaken, and the upper surface 130 of the trunk portion 13 is set to be located in each axial direction relative to the first bush 11 (first outer cylinder 112 ) and the second bush (second outer cylinder 122 ). Since the connection line at the middle position in the (vehicle height direction H) is closer to the upper side, the trunk portion 13 is more likely to bend upward and less likely to bend downward during a collision.

In addition, when the collision increases and the power unit 2 further displaces toward the vehicle cabin 101 side, bending of the trunk portion 13 of the roll stabilizer 1 increases. At this time, since the axial direction of the second bush 12 is set in a direction along the vehicle height direction H, as shown in FIG. The second inner cylinder 121 of the beam 3 is in contact with the upper wall 30A and the lower wall 30B of the beam 3 to restrict the movement of the second bush 12 . In addition, the outer flange 131 of the trunk portion 13 of the stabilizer bar 1 is provided in a range from the first bolt (first shaft portion) 21 to the second bolt (second shaft portion) 31 . Therefore, it is suppressed that the trunk part 13 between the 2nd bushing 12 and the waist part 132 bend|curves upwards. As a result, if the power unit 2 is further subjected to a collision load from the state shown in FIG. Lower than beam 3. Accordingly, the power unit 2 can be pressed downward.

In this way, according to the stabilizer bar 1 of the first embodiment, the trunk portion 13 is formed so that the lower side of the upper portion 130 and the outer flanges 131 extending downward from both side edges of the upper portion 130 in the vehicle width direction W are opened. In addition, since the second bush 12 is inserted between the upper wall 30A and the lower wall 30B of the beam 3, it is fixed by the second bolt 31 in the direction along the vehicle height direction H. structure, so it is a simple structure such as can be produced from a flat steel plate by only press work, and can effectively press the power unit 2 downward at the time of a collision. In addition, by providing the waist portion 132 with the smallest cross-sectional area along the vehicle width direction, it is possible to control the portion that buckles due to the collision load in a frontal collision to a specific position, and to suppress the bending at other portions. Bending occurs. In addition, the trunk portion 13 of the stabilizer bar 1 is not broken to be bent, so the connecting portion between the power unit 2 and the stabilizer bar 1 is difficult to break during the bending of the stabilizer bar 1, and the power unit 2 and the stabilizer bar 1 are extended. Connection time of beam 3. Therefore, in the event of a frontal collision, the power unit 2 can be accurately guided below the vehicle compartment 101 , and the vehicle compartment 101 can be prevented from being crushed by the power unit 2 . In addition, since the structure of the shake stabilizer bar is simple, the production cost is low.

About the anti-roll bar 1 of 2nd and 3rd embodiment of this invention, it demonstrates below with reference to FIG. 9 and FIG. 10, respectively. The same structures as those of the roll stabilizer bar 1 of the first embodiment are denoted by the same symbols in the drawings, and the description thereof refers to the first embodiment. In addition, since the installation position and function of the roll stabilizer bar 1 in each embodiment are the same as those of the first embodiment, those descriptions refer to corresponding description parts and corresponding drawings of the first embodiment.

The shake stabilizer 1 according to the second embodiment of the present invention will be described with reference to FIG. 9 . The rocker stabilizer 1 has an opening 13A within a range including the waist 132 . An inner peripheral flange 135 extending downward is formed on the inner periphery of the opening 13A. The inner peripheral flange 135 is formed by press work similarly to the outer flange 131 and the sleeves 133 and 134 . Since the opening 13A and its inner peripheral flange 135 are manufactured at the same time as the outer flange 131 and the sleeves 133 and 134, the processing cost is basically unchanged.

In addition, by providing the opening 13A and forming the inner peripheral flange 135 , while reducing the weight of the roll stabilizer 1 , the bending strength is substantially the same as that of the roll stabilizer 1 without the opening 13A.

The shake stabilizer bar 1 according to the third embodiment of the present invention will be described with reference to FIG. 10 . This rocker stabilizer 1 has an opening 13A within a range including the waist 132 as in the second embodiment. Both side edges of the body part 13 are formed in a straight line from the side of the first bush 11 to the side of the second bush 12 . In order to provide the waist portion 132, the opening portion 13A is formed in an oval shape as shown in FIG. 10 . In addition to the ellipse, it may be an oval in which the minor axis of the ellipse is deviated to the side of the first bush 11 . Since the outer flange 131 is formed linearly and the width of the waist portion 132 can be enlarged, bending in the waist portion 132 can be ensured, and torsional rigidity can also be improved.

In addition, in each of the above-described embodiments, the dimension of the outer flange 131 of the rocker bar 1 in the height direction of the vehicle is formed to have substantially the same length from the first bush 11 side to the second bush side. The same effect can be obtained by forming the waist portion 132 to minimize its cross-sectional area. Therefore, the size of the trunk portion 13 that swings the stabilizer bar 1 in the vehicle width direction is constant between the first bush 11 and the second bush 12, and extends downward from both side edges of the upper surface 130 of the trunk portion 13. The outer flange 131 may also be formed in an arcuate shape shortening at the waist 132 .

Claims (7)

1. A rocking stabilizer bar, which is extended in the traveling direction of the vehicle, is connected between a power unit and a beam disposed closer to the center of the vehicle than the power unit, and is characterized in that it has: a first bush connected to the lower part of the power unit through a first shaft; a second bush connected to the beam via a second shaft; a trunk portion that connects the first bush and the second bush in the traveling direction of the vehicle, and the second bush is connected to the beam via the second shaft portion extending in the height direction of the vehicle, The trunk portion has an upper portion and outer flanges extending downward from both side edges of the upper portion in the vehicle width direction so that a cross section along the vehicle width direction is opened downward. 2. The shake stabilizer bar according to claim 1, characterized in that, The upper portion of the trunk portion is located above an intermediate position of the first bush and the second bush in the height direction of the vehicle. 3. The shake stabilizer bar according to claim 1 or claim 2, characterized in that, The trunk portion is provided with a waist portion that is bent so as to make a middle portion in the longitudinal direction of the upper portion thinner in a plan view of the vehicle. 4. The shake stabilizer bar according to claim 3, characterized in that, The second bush of the roll stabilizer bar is connected to the beam through the second shaft portion in a state of being inserted between the upper wall and the lower wall of the beam. 5. The shake stabilizer bar according to claim 3, characterized in that, The outer flange of the trunk portion is formed continuously at least in a range from the central axis of the first bush to the central axis of the second bush. 6. The roll stabilizer bar according to claim 3, characterized in that, The trunk portion has an opening formed by an inner peripheral flange extending downward in a range including the waist portion in a plan view of the vehicle. 7. The shake stabilizer bar according to claim 1, characterized in that, The first bushing includes: a first inner cylinder fitted outside the first shaft; a first outer cylinder arranged outside the first inner cylinder and aligned with the first inner cylinder there is a space therebetween; and a first cushioning material installed between the first inner cylinder and the first outer cylinder, The second bushing includes: a second inner cylinder fitted on the second shaft; a second outer cylinder arranged outside the second inner cylinder and aligned with the second inner cylinder there is a space therebetween; and a second cushioning material installed between the second inner cylinder and the second outer cylinder, The trunk part has sleeves integrally formed at ends of the first shaft part and the second shaft part and press-fitted into the first bush and the second bush, respectively.