GB2523664A - Stabilizer bar for a vehicle, in particular a motor vehicle - Google Patents
Stabilizer bar for a vehicle, in particular a motor vehicle Download PDFInfo
- Publication number
- GB2523664A GB2523664A GB1502681.8A GB201502681A GB2523664A GB 2523664 A GB2523664 A GB 2523664A GB 201502681 A GB201502681 A GB 201502681A GB 2523664 A GB2523664 A GB 2523664A
- Authority
- GB
- United Kingdom
- Prior art keywords
- stabilizer bar
- vehicle
- members
- subareas
- portions
- Prior art date
- Legal status (The legal status 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 status listed.)
- Withdrawn
Links
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
- 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
- B60G2206/70—Materials used in suspensions
- B60G2206/71—Light weight materials
- B60G2206/7101—Fiber-reinforced plastics [FRP]
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A stabiliser bar 10 for a vehicle is provided. The stabilizer bar 10 comprises: a first member 12 made of fibre-reinforced plastics, the first member 12 forming a torsion rod 14 extending in the transverse direction of the vehicle; a second member 16 made of a metallic material, attached to the first member 12 on one side of the first member and configured to be connected to a first wheel suspension of the vehicle; and a third member 18 made of a metallic material attached to the first member 12 on the other side of the first member, and configured to be connected to a second wheel suspension of the vehicle. The first member 12 comprises respective portions 20, 22 abutting the torsion bar 14 on either side, the portions 20, 22 being curved at least partially. The second and the third members 16, 18 are connected to the torsion rod 14 via the respective portions 20, 22.
Description
Stabilizer Bar for a Vehicle, in particular a Motor Vehicle The invention relates to a stabilizer bar according to the preamble of patent claim 1.
Such a stabilizer bar for a vehicle, in particular a motor vehicle, can be found in DE 10 2012 008 995 Al. The stabilizer bar comprises a first member made of fiber-reinforced plastics, the first member forming a torsion rod extending in the transverse direction of the vehicle with respect to an installation position of the stabilizer bar. The stabilizer bar is in its installation position in a completely assembled state of the vehicle, i.e. when the stabilizer bar is mounted on the vehicle.
The stabilizer bar further comprises a second member made of a metallic material, the second member being attached to the first member on one side of the first member.
Moreover, the second member is configured to be connected to a first wheel suspension of the vehicle at least indirectly. Moreover, the stabilizer bar comprises a third member made of a metallic material, the third member being attached to the first member on the other side of the first member. The other side is opposite to the one side. Furthermore, the third member is configured to be connected to a second wheel suspension of the vehicle at least indirectly. The stabilizer bar is also referred to as an anti-roll bar, anti-sway bar or sway bar which helps keep the body roll of the vehicle low, in particular during fast cornering or over road irregularities. In the completely assembled state of the vehicle the stabilizer bar connects the wheel suspensions and, thus, opposite wheels of the vehicle together through the second and third members acting as lateral arms which are connected with each other by the torsion bar acting as a torsion spring. Thereby, the roll stiffness of a suspension of the vehicle can be increased.
Since the first member is made of fiber-reinforced plastics and the second and third members are made of metallic materials respectively the stabilizer bar is configured as a hybrid component.
It is an object of the present invention to further develop a stabilizer bar of the afore-mentioned kind in such a way that the weight of the stabilizer bar can be kept particularly low.
This object is solved by a stabilizer bar having the features of patent claim 1.
Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
In order to further develop a stabilizer bar of the kind indicated in the preamble of patent claim 1 in such a way that the weight of the stabilizer bar can be kept particularly low, according to the present invention the first member comprises respective portions abutting the torsion bar on either side, the portions being curved at least partially, wherein the second and the third members are connected to the torsion rod via the respective portions. Thus, a major portion of the stabilizer can be formed by the first member which is made of fiber-reinforced plastics so that the weight of the stabilizer bar can be kept particularly low. Moreover, the installation space required by the stabilizer bar can be kept particularly low since respective end portions of the stabilizer bar are formed by the second and third members which are made of a metallic material respectively so that the second and third members can be strongly curved with very low bending radii. Thus, the installation space required by the stabilizer bar according to the present invention can be kept particularly low in comparison with a stabilizer bar which is completely made of fiber-reinforced plastics.
Preferably, the respective portions are curved in one plane at least predominantly so that the first member can be bent by means of a cost-effective manufacturing tool. For example, the first member is a fiber-reinforced composite tube which is, for example, curved or bent in one plane at least predominantly. For example, the respective portions form legs or tube ends on which the second and third members are mounted. In other words, the first member not only forms the torsion rod but also the respective portions abutting the torsion rod or being closed to the torsion rod, the further portions being curved at least partially. Thus, the stabilizer bar as a whole can be manufactured in a particularly cost-effective way on the basis of fiber-reinforced plastics and a metallic material. For example, the fiber-reinforced plastics are carbon fiber-reinforced plastics (CFRP) so that a particularly low weight and a particularly high stiffness of the stabilizer bar can be realized. Preferably, the respective portions are curved or bent with high bending radii so that the first member can be manufactured in a cost-effective way.
For example, the second and third members are made of steel or titanium, wherein the second and third members can be tubes, in particular end tubes having a small external diameter. For example, the second and third members are curved at least partially, wherein the second and third members can be bent or curved by standard bending technologies. Moreover, the second and third members can be curved particularly complex in a particularly cost-effective way so that the stabilizer bar can be used in fissured installation spaces.
Since the stabilizer bar is made of fiber-reinforced plastics and at least one metallic material the stabilizer bar is a hybrid component. The hybrid construction of the stabilizer bar allows for realizing a modular system for manufacturing a plurality of variants of the stabilizer bar in a particularly cost-effective way. In said modular system the first member is an overall component which can be used for each of the variants. The third and the second members are variant-specific components which can be used for one of the variants only. In other words, the first member, the second member and the third member are used for realizing a first one of the variants. In order to realize a second one of the variants, the modular system comprises at least one fourth member and at least one fifth member, wherein the fourth member is made of a metallic material, attachable to the first member on the one side, and configured to be connected to a first wheel suspension of a vehicle at least indirectly. The fifth member is made of a metallic material, attachable to the first member on the other side of the first member is configured to be connected to a second wheel suspension of the vehicle.
This means the second variant comprises the first member, the fourth member and the fifth member, wherein the fourth member and the fifth member are different from the second and the third members with respect to, for example, respective geometries. Thus, the respective variants of the stabilizer bar are created by varying the second and the third members and substituting them by the fourth and the fifth members, wherein the first member can be used for both the first and the second variants. Thus, the different variants can be realized by differently curved members attachable to the overall first member. Thereby, the same stabilizer bar concept can be used for a plurality of vehicles and/or a plurality of different drive technologies so that, for example, the stabilizer bar can be used for four-wheel drives and two-wheel drives.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic top view of a stabilizer bar for a vehicle, the stabilizer bar being configured as a hybrid component; Fig. 2 a schematic side view of the stabilizer bar; and Fig. 3 a schematic perspective view of the stabilizer bar.
In the figures the same elements or elements having the same functions are indicated by the same reference signs.
Fig. 1 shows a stabilizer bar 10 for a suspension of a vehicle, in particular a motor vehicle.
The stabilizer bar 10 comprises a first member 12 made of fiber-reinforced plastics, the first member 12 forming a torsion rod 14 extending in the transverse direction of the vehicle with respect to an installation position of the stabilizer bar 10. The stabilizer bar 10 is in its installation position in a completely assembled state of the vehicle. For example, in the installation position the stabilizer bar 10 is mounted on, for example, a body of the vehicle at least indirectly. As can be seen from Fig. 1, the torsion rod 14 has an at least substantially linear extension in the transverse direction of the vehicle.
Moreover, the stabilizer bar 10 comprises a second member 16 made of a metallic material such as, for example, steel or titanium. The second member 16 is attached to the first member 12 on one side of the first member 12, wherein the second member 16 is configured to be connected to a first wheel suspension of the vehicle at least indirectly.
Moreover, the stabilizer bar 10 comprises a third member 18 made of a metallic material such as, for example, steel or titanium. The third member 18 is attached to the first member 12 on the other side of the first member 12, wherein the third member 18 is configured to be connected to a second wheel suspension of the wheel at least indirectly.
Said wheel suspensions are arranged on opposite sides of the vehicle in its completely assembled state, so that, in the completely assembled state of the vehicle, the wheel suspensions are connected together by the stabilizer bar 10 so as to keep body roll low.
In order to keep the weight of the stabilizer bar 10 particularly low, the first member 12 not only forms the torsion rod 14 but also comprises respective portions 20 and 22 abutting the torsion rod 14 on either side, the respective portions 20 and 22 being curved at least partially, wherein the second and the third members 16 and 18 are connected to the torsion rod 14 via the respective portions 20 and 22. As can be seen from Fig. 1, the respective portions 20 and 22 are curved or bent with large bending radii in one plane at least predominantly.
In comparison with the curved portions 20 and 22, the second and third members 16 and 18 are curved or bent much stronger with particularly lower bending radii. In the present case, the respective portions 20 and 22 are bent in the longitudinal direction of the vehicle with respect to the installation position of the stabilizer bar 10 so that the first member 12 not only forms the torsion rod 14 but also lateral legs or arms extending angularly in relation to the torsion rod 14. The second and third members 16 and 18 are end parts or end tubes via which the stabilizer bar 10 can be connected to the wheel suspensions. The respective portions 20 and 22 comprise respective fixing subareas 24 and 26 via which the respective portions 20 and 22 and, thus, the first member 12 are connected to the second and third members 16 and 18. Preferably, the second and third member 16 and 18 are connected to the first member 12, in particular the fixing subareas 24 and 26 by adhesive bonding respectively.
Since the respective fixing subareas 24 and 26 are formed by the first member 12 torques transmitted by the stabilizer bar 10 are particularly low in the fixing subareas 24 and 26 so that the second and third members 16 and 18 can be connected to the first member 12 in a particularly easy way. Moreover, a major portion of the stabilizer bar 10 as a whole can be formed by the first member 12 and, thus, the fiber-reinforced plastics so that the weight of the stabilizer bar 10 can be kept particularly low. Preferably, the respective portions 20 and 22 are curved with particularly high bending radh. Moreover, the portions and 22 can be bent at least substantially two-dimensionally, in particular when the portions 20 and 22 are bent several times. These technical conditions can be met since, conventionally, the conditions of available installation space are complex only in the vicinity of respective wheels of the vehicle where control arms and/or drive shafts have to be bypassed by the stabilizer bar 10.
This bypassing can be realized by moans of the second and third members 16 and 18 in a particularly easy way since the second and the third members 16 and 18 can be bent with low bending radii particularly easily. Thus, the first member 12 can be bent with high bending radii.
For example, the portions 20 and 22 are bent by at least substantially 90 degrees. As can be seen from Figs. 1, 2 and 3, respective further subareas of the second and third members 16 and 18 are arranged in the respective first fixing subareas 24 and 26 of the portions 20 and 22, wherein the second and third members 16 and 18 are connected to the first member 12 by the further subareas respectively. Moreover, the respective portions 20 and 22 have respective cross-sections which are smaller in the fixing subareas 24 and 26 of the portions 20 and 22 than in respective further subareas 28 and of the portions 20 and 22, the further subareas 28 and 30 being arranged between the fixing subareas 24 and 26 and the torsion rod 14.
In other words, respective inner circumferences or inner diameters of the fixing subareas 24 and 26 are smaller than respective inner circumferences or inner diameters of the further subareas 28 and 30 so that for example, the portions 20 and 22 are tapered in the fixing subareas 24 and 26 in comparison with the further subareas 28 and 30. The slender second and third members 16 and 18 (end parts) are arranged in and clued to the fixing subareas 24 and 26, wherein in a region close to the edge, the second and third members 16 and 18 can be adapted to the conditions of the available installation space which is present when using a multi-link axle.
As can be seen from Figs. 1 to 3, the second and third members 16 and 18 comprise mounting subareas 32 and 34 via which the second and third members 16 and 18 can be mounted on a swivel support, wherein the left side and the right side are symmetrical.
Moreover, the stabilizer bar 10 comprises bearings 36 and 38 by means of which the stabilizer bar 10 can be mounted on the body at least indirectly. For example, the bearings 36 and 38 can be arranged at least partially in a curved area of the portions 20 and 22. As can be seen from Figs. 2 and 3, the respective bearings 36 and 38 comprises mounting brackets 40 made of a metallic material and bearing rubbers 42 arranged between the first member 12 and the mounting brackets 40. For example, the bearings 36 and 38 are positioned at a slight angle in order to keep the tensions in the bearing rubbers 42 low. Preferably, the bearings 36 and 38 are positioned at an angle in a mirror-inverted manner at least substantially about the respective vertical axis, thus, at least predominantly perpendicularly in relation to a stabilizer main plane 44 defined by the respective ends of the stabilizer bar 10 and respective centers of the bearings 36 and 38.
List of reference signs stabilizer bar 12 first member 14 torsion rod 16 second member 18 third member portion 22 portion 24 fixing subarea 26 fixing subarea 28 further subarea futher subarea 32 mounting subarea 34 mounting subarea 36 bearing 38 bearing bracket 42 bearing rubber 44 main plane
Claims (7)
- Claims A stabilizer bar (10) for a vehicle, the stabilizer bar (10) comprising: -a first member (12) made of fiber-reinforced plastics, the first member (12) forming a torsion rod (14) extending in the transverse direction of the vehicle with respect to an installation position of the stabilizer bar (10); -a second member made (16) of a metallic material, attached to the first member (16) on one side of the first member (12), and configured to be connected to a first wheel suspension of the vehicle at least indirectly; and -a third member (18) made of a metallic material, attached to the first member (12) on the other side of the first member (12), and configured to be connected to a second wheel suspension of the vehicle at least indirectly; characterized in that the first member (12) comprises respective portions (20, 22) abutting the torsion bar (14) on either side, the portions (20, 22) being curved at least partially, wherein the second and the third members (16, 18) are connected to the torsion rod (14) via the respective portions (20, 22).
- 2. The stabilizer bar (10) according to claim 1, characterized in that the second member (16) and the third member (18) are made of steel or titanium.
- 3. The stabilizer bar (10) according to claim 1 or 2, characterized in that the respective portions (20, 22) comprise respective fixing subareas (24, 26) via which the respective portions (20, 22) are connected to the second and third members (16, 18).
- 4. The stabilizer bar (10) according to claim 3, characterized in that respective further subareas of the second and third members (16, 18) are arranged in the respective fixing subareas (24, 26).
- 5. The stabilizer bar (10) according to claim 3 or 4, characterized in that the respective portions (20, 22) have respective cross-sections which are smaller in the fixing subareas (24, 26) than in respective further subareas (28, 30) of the portions (20, 22), the further subareas (28, 30) being arranged between the fixing subareas (24, 26) and the torsion rod (14).
- 6. The stabilizer bar (10) according to any one of the preceding claims, characterized in that second and third members (16, 18) are connected to the first member (12) by adhesive bonding respectively.
- 7. The stabilizer bar (10) according to any one of the preceding claims, characterized in that the respective portions (20, 22) are curved in the longitudinal direction of the vehicle with respect to the installation position of the stabilizer bar (10).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1502681.8A GB2523664A (en) | 2015-02-18 | 2015-02-18 | Stabilizer bar for a vehicle, in particular a motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1502681.8A GB2523664A (en) | 2015-02-18 | 2015-02-18 | Stabilizer bar for a vehicle, in particular a motor vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201502681D0 GB201502681D0 (en) | 2015-04-01 |
| GB2523664A true GB2523664A (en) | 2015-09-02 |
Family
ID=52781770
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1502681.8A Withdrawn GB2523664A (en) | 2015-02-18 | 2015-02-18 | Stabilizer bar for a vehicle, in particular a motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2523664A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018101981A1 (en) | 2018-01-30 | 2019-08-01 | Schaeffler Technologies AG & Co. KG | Stabilizer for a wheel suspension of a motor vehicle |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102009050970A1 (en) * | 2009-10-28 | 2010-06-10 | Daimler Ag | Rolling stabilizer for chassis stabilization at motor vehicle, has torque rod whose longitudinal end areas are reduced with respect to diameter and provided with internal thread, where steering connections are screwed into internal thread |
| DE102010049565A1 (en) * | 2010-10-25 | 2012-04-26 | Daimler Ag | Torsion rod spring for vehicle, comprises curved and tubular component which forms torsion spring, where tubular component comprises fiber-reinforced plastic material, where tubular component is formed as closed hollow profile |
| WO2014177266A1 (en) * | 2013-04-30 | 2014-11-06 | Cosma Engineering Europe Ag | Twist beam axle |
-
2015
- 2015-02-18 GB GB1502681.8A patent/GB2523664A/en not_active Withdrawn
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102009050970A1 (en) * | 2009-10-28 | 2010-06-10 | Daimler Ag | Rolling stabilizer for chassis stabilization at motor vehicle, has torque rod whose longitudinal end areas are reduced with respect to diameter and provided with internal thread, where steering connections are screwed into internal thread |
| DE102010049565A1 (en) * | 2010-10-25 | 2012-04-26 | Daimler Ag | Torsion rod spring for vehicle, comprises curved and tubular component which forms torsion spring, where tubular component comprises fiber-reinforced plastic material, where tubular component is formed as closed hollow profile |
| WO2014177266A1 (en) * | 2013-04-30 | 2014-11-06 | Cosma Engineering Europe Ag | Twist beam axle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018101981A1 (en) | 2018-01-30 | 2019-08-01 | Schaeffler Technologies AG & Co. KG | Stabilizer for a wheel suspension of a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201502681D0 (en) | 2015-04-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |