vehicle

Abstract

The present invention discloses a vehicle, including a frame, an axle, a leaf spring assembly and a stabilizer bar assembly. The leaf spring assembly includes a leaf spring and a lifting lug. One end of the leaf spring is rotatably connected to the frame, and the other end is rotatably connected to the lifting lug. The upper end of the lifting lug is rotatably connected to the frame, and the axle is installed at the middle of the leaf spring. The stabilizer bar assembly includes a stabilizer bar and a hanging rod that are rotatably connected to each other. The stabilizer bar has a first end and a second end that are spaced apart in the length direction of the frame. The rotation point on the first end for connecting with the axle is defined as the first mounting point, and the rotation point on the second end for connecting with the lifting lug is defined as the second mounting point. When the axle moves upward from the lower limit position, it will first pass through the reference position and then reach the upper limit position. When the axle moves upward from the lower limit position to the reference position, the first mounting point moves upward, and the second mounting point moves downward. The technical solution of the present invention can enable the stabilizer bar to generate a larger anti-roll moment corresponding to the same vehicle roll angle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle. Background Art

[0002] For commercial vehicles, such as vans, in order to ensure good vehicle passability, the ground clearance is designed to be relatively high. In addition, due to the impact of the cargo, the overall center of the vehicle is relatively high during driving, and the rolling moment of the vehicle is relatively large when it rolls, which makes the vehicle's driving stability poor. Due to the large layout space occupied by leaf springs and axle structures, the layout space of the stabilizer bar is limited, so the anti-roll performance of the vehicle can only be improved by simply increasing the stiffness of the stabilizer bar, but this will significantly increase the weight and manufacturing cost of the vehicle. Therefore, it is urgent to provide a new technical solution to solve the above technical problems. Summary of the invention

[0003] The main purpose of the present invention is to provide a vehicle, aiming to enable the stabilizer bar to generate a larger anti-roll moment corresponding to the same vehicle roll angle without significantly affecting the weight and manufacturing cost of the vehicle, thereby improving the vehicle's roll stability.

[0004] To achieve the above object, the vehicle proposed by the present invention comprises a frame, an axle, a leaf spring assembly and a stabilizer bar assembly, wherein the leaf spring assembly comprises a leaf spring and a lifting lug, one end of the leaf spring is rotatably connected to the frame, and the other end is rotatably connected to the lifting lug, the upper end of the lifting lug is rotatably connected to the frame, and the axle is installed at the middle of the leaf spring;

[0005] The stabilizer bar assembly comprises a stabilizer bar and a suspension bar which are rotatably connected to each other, the stabilizer bar having a first end and a second end which are spaced apart in the length direction of the frame, a rotation point on the first end for connecting with the vehicle axle is defined as a first mounting point, a rotation point on the second end for connecting with the suspension ear is defined as a second mounting point, when the vehicle axle moves upward from the lower limit position, it will first pass through the reference position and then reach the upper limit position; when the vehicle axle moves upward from the lower limit position to the reference position, the first mounting point moves upward, and the second mounting point moves downward;

[0006] The first end is rotatably connected to the axle via the suspension rod, and the second end is rotatably connected to the lifting lug; or the first end is rotatably connected to the axle, and the second end is rotatably connected to the lifting lug via the suspension rod.

[0007] Optionally, the first end is rotatably connected to the axle, and the second end is rotatably connected to the lifting ear through the suspension rod, and the rotation point of the leaf spring on the frame is defined as the first base point, the rotation point of the lifting ear on the frame is defined as the second base point, and the rotation point of the suspension rod on the lifting ear is defined as the third mounting point. A defined plane passes through the line connecting the second base point and the second mounting point, and is perpendicular to the Y reference plane of the vehicle in the vehicle coordinate system; in the process of moving to the reference position on the axle, the third mounting point is set on the side of the defined plane close to the axle.

[0008] Optionally, when the vehicle axle is in the upper limit position, the third mounting point is located on a side of the defined plane close to the vehicle axle, or is located on the defined plane.

[0009] Optionally, the lifting ear includes a first arm segment and a second arm segment, the upper end of the first arm segment is rotatably mounted on the frame, the lower end of the first arm segment is connected to the second arm segment, the leaf spring is rotatably connected to the first arm segment, the upper end of the lifting rod is rotatably connected to the second arm segment, and the lower end of the lifting rod is rotatably connected to the second end.

[0010] Optionally, the stabilizing rod includes a main body section and two extension sections, the two extension sections are respectively arranged at two ends of the main body section, the first end is located at the free end of the extension section, and the second end is located at the end of the main body section.

[0011] Optionally, the stabilizing rod includes a main body section and two extension sections, the two extension sections are respectively arranged at two ends of the main body section, the first end is located at the end of the main body section, and the second end is located at the free end of the extension section.

[0012] Optionally, the second arm section is arranged to extend obliquely from the first arm section in a direction approaching the vehicle axle.

[0013] Optionally, the vehicle further comprises a second bushing, and the second end is rotatably connected to the suspension rod via the second bushing.

[0014] Optionally, the vehicle further comprises a third bushing, and the boom is rotatably connected to the second arm section via the third bushing.

[0015] Optionally, the vehicle further comprises a fourth bushing, and the leaf spring is rotationally connected to the first arm section via the fourth bushing.

[0016] Optionally, the vehicle further includes a fifth bushing, and the first arm section is rotatably connected to the vehicle frame via the fifth bushing.

[0017] Optionally, the vehicle further comprises a first bushing, and the first end is rotatably connected to the axle via the first bushing.

[0018] Optionally, the vehicle further comprises a mounting pad disposed on the axle, the leaf spring is connected to an upper side of the mounting pad, and the third bushing is fastened to the mounting pad by bolts.

[0019] Optionally, the first end is rotatably connected to the axle via the hanger, and the second end is rotatably connected to the lifting ear. The rotation point of the leaf spring on the frame is defined as the first base point, and the rotation point of the lifting ear on the frame is defined as the second base point. A reference plane passes through the second base point and is perpendicular to a line connecting the first base point and the second base point. During the process of moving to the reference position on the axle, the second mounting point is arranged on a side of the reference plane close to the axle.

[0020] Optionally, when the vehicle axle is in the upper limit position, the second mounting point is located on a side of the reference plane close to the vehicle axle, or is located on the reference plane.

[0021] Optionally, the lifting ear includes a first arm segment and a second arm segment, the upper end of the first arm segment is rotatably mounted on the frame, the lower end of the first arm segment is connected to the second arm segment, the leaf spring is rotatably connected to the first arm segment, and the second end is rotatably connected to the second arm segment; the upper end of the suspension rod is rotatably connected to the axle, and the lower end of the suspension rod is rotatably connected to the first end.

[0022] Optionally, the second arm section is arranged to extend obliquely from the first arm section in a direction approaching the vehicle axle.

[0023] Optionally, the axle is configured as a front axle or a rear axle of the vehicle.

[0024] Optionally, the axle is located at the lower side of the leaf spring, and the vehicle also includes a leaf spring buffer block located between the frame and the leaf spring, the leaf spring buffer block is used to play a buffering role at least when the axle is adjacent to the upper limit position, the position of the axle corresponding to when the leaf spring buffer block is just beginning to be compressed is configured as a reference position, and the position of the axle corresponding to when the leaf spring buffer block is compressed to the limit is configured as an upper limit position.

[0025] Optionally, the leaf spring buffer block is arranged on the upper side of the leaf spring and is located in the middle of the leaf spring.

[0026] Optionally, the cross-sectional area of ​​the leaf spring buffer block is gradually reduced in a direction approaching the vehicle frame.

[0027] The technical solution of the present invention connects one of the first mounting point and the second mounting point of the stabilizer bar to the lifting lug, so that the first mounting point and the second mounting point always keep moving in opposite directions during the upward movement of the axle from the lower limit position to the reference position by swinging the lifting lug, so that the left side structure and / or the right side structure of the stabilizer bar are more elastically twisted, so that the stabilizer bar generates a greater anti-rolling moment under the action of its own structural characteristics, and improves the roll stability of the vehicle. That is, when the frame rolls at an angle α, the stabilizer bar structure of the prior art can only generate an anti-rolling moment corresponding to the angle α, while the stabilizer bar structure in the embodiment of the present invention can cause the first end and the second end on the same side of the stabilizer bar to move in opposite directions by swinging the lifting lug, thereby generating an additional roll angle β effect, so that the stabilizer bar generates an anti-rolling moment corresponding to the angle (α+β). It is easy to understand that the stabilizer bar in the embodiment of the present invention can generate more anti-rolling moment and improve the roll stability of the vehicle under the premise of unchanged rigidity and structure. Therefore, relatively speaking, under the premise of meeting the same anti-rolling moment design requirements, the rigidity, material thickness and weight of the stabilizer bar can be reduced, thereby reducing the weight and manufacturing cost of the vehicle. In addition, the present invention makes little structural changes to the stabilizer bar and the suspension rod, and only changes one of the front and rear mounting points on the same side structure of the stabilizer bar from the frame to the suspension ear (the other is still located on the axle), which is conducive to optimizing the layout space around the stabilizer bar and the leaf spring. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0029] Figure 1 A schematic structural diagram of an embodiment of a vehicle of the present invention;

[0030] Figure 2 for Figure 1 Another structural schematic diagram of the vehicle;

[0031] Figure 3 for Figure 1 Schematic diagram of the motion trajectory of the middle stabilizer bar assembly and the leaf spring assembly;

[0032] Figure 4 A schematic diagram of the motion trajectory of a stabilizer bar assembly and a leaf spring assembly of another embodiment of a vehicle of the present invention;

[0033] Figure 5 for Figure 2 A vertical cross-sectional view of the middle stabilizer bar assembly and the leaf spring assembly at the suspension rod;

[0034] Figure 6 for Figure 2 Another vertical cross-sectional view of the middle stabilizer bar assembly and the leaf spring assembly at the suspension rod;

[0035] Figure 7 for Figure 2 Cross-sectional view of the center stabilizer bar assembly at the first bushing.

[0036] Description of Figure Numbers:

[0037] Label name Label name 11 Frame 41c First installation point 11a First base point 41d Secondary Mounting Point 11b The second base point 411 body segment 12 Limited plane 412 Extension 13 Reference plane 413 Casing Department 14 Leaf spring buffer block 42 Boom 20 Axles 50 First Bushing 21 Install the spacer 51，71 Inner steel sleeve 30 Leaf spring assembly 52，72 Rubber sleeve 31 Leaf Spring 53，73 Outer steel sleeve 32 Lifting lugs 60 Second bushing 32a Third installation point 61 The first half ring 32b Fourth installation point 62 The second half ring 32c First arm section 63 Rubber bushing 32d Second arm section 70 Third bushing 321 Installing the Arm 81 Fourth bushing 40 Stabilizer bar assembly 82 Fifth bushing 41 Stabilizer bar

[0038] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0040] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0041] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0042] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the meaning of "and / or" appearing in the full text includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in the field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0043] The present invention proposes a vehicle, please refer to Figure 1 and 2 In one embodiment of the present invention, the vehicle includes a frame 11, an axle 20, a leaf spring assembly 30 and a stabilizer bar assembly 40. The leaf spring assembly 30 includes a leaf spring 31 and a lifting lug 32. One end of the leaf spring 31 is rotatably connected to the frame 11, and the other end is rotatably connected to the lifting lug 32. The upper end of the lifting lug 32 is rotatably connected to the frame 11. The axle 20 is installed at the middle of the leaf spring 31.

[0044] The stabilizer bar assembly 40 includes a stabilizer bar 41 and a suspension bar 42 which are rotatably connected to each other. The stabilizer bar 41 has a first end and a second end which are spaced apart in the length direction of the frame 11. The rotation point on the first end for connecting with the axle 20 is defined as a first mounting point 41c, and the rotation point on the second end for connecting with the suspension ear 32 is defined as a second mounting point 41d. When the axle 20 moves upward from the lower limit position, it will first pass through the reference position and then reach the upper limit position. In the process of the axle 20 moving upward from the lower limit position to the reference position, the first mounting point 41c moves upward, and the second mounting point 41d moves downward.

[0045] In the technical solution of the present invention, there are many ways to achieve the first mounting point 41c and the second mounting point 41d to continuously move in opposite directions during the process of the axle 20 moving up to the reference position. For example, please refer to Figure 3 , Figure 3 for Figure 1The schematic diagram of the motion trajectory of the leaf spring assembly 30 and the stabilizer bar assembly 40 in FIG. 1 is shown, and three states are used to represent the motion trend. In this embodiment, the first end is rotatably connected to the axle 20, and the second end is rotatably connected to the eye 32 through the suspension rod 42, which means that the first mounting point 41c is located on the axle 20, and the second mounting point 41d is located on the suspension rod 42; the rotation point of the leaf spring 31 on the frame 11 is defined as the first base point 11a, the rotation point of the eye 32 on the frame 11 is defined as the second base point 11b, the rotation point of the suspension rod 42 on the eye 32 is defined as the third mounting point 32a, and the rotation point of the leaf spring 31 on the eye 32 is defined as the fourth mounting point 32b, a defined plane 12 passes through the line connecting the second base point 11b and the second mounting point 41d, and is perpendicular to the Y reference plane of the vehicle in the vehicle coordinate system; in the process of moving the axle 20 to the reference position, the third mounting point 32a is located on the side of the defined plane 12 close to the axle 20. Figure 3 The point M in the figure represents the first base point 11a, the point N represents the second base point 11b, the point A represents the first mounting point 41c, the point B represents the second mounting point 41d, the point C represents the third mounting point 32a, the point D represents the fourth mounting point 32b, and the double-dotted line represents the limited plane 12; that is, the straight line segment CB in the figure represents the suspension rod 42, the arc segment MD represents the leaf spring 31, the straight line segment AB represents the side structure of the stabilizer bar 41, and the broken line segment NDC represents the lifting ear 32. It is easy to understand that points A1, A2 and A3 respectively represent the three states in the motion trajectory of point A, and the same applies to points B, C and D. It should be noted that in this embodiment, two leaf spring assemblies 30 and two suspension rods 42 are provided. The two leaf spring assemblies 30 are provided on the left and right sides of the vehicle, and the two suspension rods 42 are provided on the left and right sides of the vehicle. The left side structure of the stabilizer bar 41 has a first end and a second end, and the right side structure also has a first end and a second end. The first end on the left side is rotatably connected to the left side of the axle 20, and the second end on the left side is rotatably connected to the left lifting ear 32 through the left suspension rod 42; the first end on the right side is rotatably connected to the right side of the axle 20, and the second end on the right side is rotatably connected to the right lifting ear 32 through the right suspension rod 42. Therefore, Figure 3 The motion trajectory diagrams shown can represent the conditions on either side of the vehicle.

[0046] It should be noted that, in this embodiment, the process of point A (first mounting point 41c) moving from position point A1 to point A2 and then to point A3 represents the process of the axle 20 moving from the lower limit position to the upper limit position, wherein the position of point A2 represents that the vehicle is in the curb weight state or the fully loaded weight state. It can be understood that for commercial vehicles, such as trucks or vans used for carrying goods, since the vehicle is in the fully loaded weight state most of the time when driving, more attention is paid to the working condition of the suspension system in the fully loaded weight state of the vehicle during design, that is, the state of the leaf spring 31 and the stabilizer bar 41 in the fully loaded weight state of the vehicle is taken as one of the important design states. To facilitate understanding of the technical solution of the present invention, the following will take the case where the left side of the frame 11 suddenly jumps up while the right side of the frame 11 remains unchanged when the vehicle is driving steadily on a horizontal road as an example. At this time, since the relative position of the left side of the frame 11 and the left side of the axle 20 changes, the left side structure of the stabilizer bar 41 undergoes elastic deformation; and since the relative position of the right side of the frame 11 and the right side of the axle 20 does not change, the right side structure of the stabilizer bar 41 remains unchanged. It can be seen that, since the axle 20 moves from the lower limit position to the upper limit position, that is, the first mounting point 41c (point A) of the left side structure of the stabilizer bar 41 moves from A1 to A2 and then to A3, the third mounting point 32a (point C) has been moving on the side of the limited plane 12 close to the axle 20, so the second mounting point 41d (point B) of the left side structure of the stabilizer bar 41 can continue to move downward. In this way, the first mounting point 41c and the second mounting point 41d of the left side structure of the stabilizer bar 41 move in opposite directions, so that the left side structure of the stabilizer bar 41 is more elastically twisted, thereby causing the stabilizer bar 41 to generate a greater anti-roll moment under the action of its own structural characteristics, and improving the roll stability of the vehicle. That is, when the frame 11 rolls at an angle α, the stabilizer bar 41 structure of the prior art can only generate an anti-roll moment corresponding to the angle α, while the stabilizer bar 41 structure in the embodiment of the present invention can cause the first end and the second end of the same side of the stabilizer bar 41 to move in opposite directions by means of the swing of the hanging ear 32, thereby generating an additional roll angle β effect, so that the stabilizer bar 41 generates an anti-roll moment corresponding to the angle (α+β); wherein α and β are both positive numbers.

[0047] Without loss of generality, the frequency of the axle 20 reaching the upper limit position is low under normal circumstances, so from the actual use of the vehicle, it is only necessary to limit the first mounting point 41c and the second mounting point 41d of the stabilizer bar 41 to continuously move in opposite directions when the axle 20 moves upward to a certain position (i.e., the reference position) adjacent to the upper limit position. That is, in other embodiments, point A3 does not correspond to the axle 20 being at the upper limit position, but is at a reference position adjacent to the upper limit position. As long as it can be ensured that the axle 20 is within most of the upward travel range, such as 80% or 90% of the upward travel range, the first mounting point 41c and the second mounting point 41d of the stabilizer bar 41 continuously move in opposite directions, the stabilizer bar 41 can bring a gain to the anti-rolling moment by means of the swing of the lifting lug 32. That is, when the axle 20 is at the upper limit position, the third mounting point 32a can also be located on the limited reference plane 13, or on the side of the limited plane 12 away from the axle 20.

[0048] For example, see Figure 1 and 2 In some embodiments, the axle 20 is located at the lower side of the leaf spring 31, and the vehicle further comprises a leaf spring buffer block 14, which is located between the vehicle frame 11 and the leaf spring 31 and is used to play a buffering role at least when the axle 20 is close to the upper limit position. The position of the axle 20 corresponding to the leaf spring buffer block 14 when it is just compressed is the reference position, and the upper limit position of the axle 20 corresponding to the leaf spring buffer block 14 when it is compressed to the limit. Of course, in other embodiments, the position of the axle 20 corresponding to the leaf spring buffer block 14 when it is compressed to a certain compression amount can also be set as the reference position, or a certain position before the axle 20 does not abut the leaf spring buffer block 14, for example, the position where the axle 20 and the leaf spring buffer block 14 are 5 mm apart is set as the reference position. In other embodiments where the vehicle is not provided with the leaf spring buffer block 14, for example, in the embodiment where the axle 20 is located on the upper side of the leaf spring 31, the position of the axle 20 at a certain distance from its upper limit position can also be set as its reference position, for example, the position of the axle 20 at a distance of 5mm to 10mm from its upper limit position can be set as its reference position. That is, those skilled in the art should understand that the setting of the reference position of the axle 20 in the embodiment of the present invention can be adjusted according to the actual design requirements of the vehicle, as long as the axle 20 is within most of the upward travel range, and the first mounting point 41c and the second mounting point 41d of the stabilizer bar 41 continue to move in opposite directions, the stabilizer bar 41 can bring a gain to the anti-roll moment by means of the swing of the lug 32; thereby, under the premise of meeting the same anti-roll moment design requirements, the stiffness and weight of the stabilizer bar 41 can be reduced, thereby reducing the weight and manufacturing cost of the vehicle.

[0049] It is worth mentioning that there are many installation forms of the leaf spring buffer block 14, for example, please refer to Figure 1and 2 In one embodiment, the leaf spring buffer block 14 is disposed on the upper side of the leaf spring 31 and is located in the middle of the leaf spring 31. In this way, the space in the middle of the leaf spring 31 can be fully utilized, so that the arrangement and structural design of the leaf spring buffer block 14 have more degrees of freedom, and it is helpful to simplify the structure of the vehicle. In this embodiment, optionally, the cross-sectional area of ​​the leaf spring buffer block 14 is gradually reduced in the direction close to the frame 11 to improve the buffering effect of the leaf spring buffer block 14, thereby reducing the impact strength of the leaf spring 31 after colliding with the leaf spring buffer block 14, which is helpful to improve the service life of the leaf spring 31. Of course, in some embodiments, the leaf spring buffer block can also be disposed on the lower side of the frame. In other embodiments, the leaf spring buffer block can also be disposed at the end of the leaf spring, for example, at the end of the leaf spring away from the lifting ear.

[0050] Understandably, Figure 3 The defined plane 12 changes with the displacement of the second mounting point 41d (point B), that is, the defined plane 12 changes dynamically during the upward movement of the axle 20. However, regardless of how the third mounting point 32a (point C) and the defined plane 12 change, Figure 3 It can be seen that as long as the third mounting point 32a is limited to move on the side of the limited plane 12 close to the axle 20, it can be ensured that the second mounting point 41d is continuously moved downward before the axle 20 moves up to the reference position, thereby ensuring that the first mounting point 41c and the second mounting point 41d (i.e., the first end and the second end on the same side) located on the same side structure of the stabilizer bar 41 must move in opposite directions, thus ensuring that the stabilizer bar 41 uses the motion trajectory of the eye 32 to achieve the gain of the roll moment. It should be noted that the Y reference plane in the vehicle coordinate system refers to the vertical plane of longitudinal symmetry of the vehicle, the X reference plane refers to the vertical plane perpendicular to the Y reference plane, and the Z reference plane refers to the horizontal plane perpendicular to the Y and X reference planes.

[0051] Of course, the technical solution of the present invention is not limited to the above embodiments. Figure 4 , Figure 4This is a schematic diagram of the motion trajectory of a leaf spring assembly and a stabilizer bar assembly in a vehicle according to another embodiment of the present invention, and three states are also used to represent the motion trend. Specifically, in this embodiment, the vehicle also includes a frame, an axle, a leaf spring assembly and a stabilizer bar assembly. The leaf spring assembly includes a leaf spring and a lifting lug. One end of the leaf spring is rotatably connected to the frame, and the other end is rotatably connected to the lifting lug. The upper end of the lifting lug is rotatably connected to the frame, and the axle is installed on the middle of the leaf spring. The stabilizer bar assembly also includes a stabilizer bar and a hanging rod that are rotatably connected to each other. The stabilizer bar has a first end and a second end that are spaced apart in the length direction of the frame. However, unlike the above embodiment, the first end is rotatably connected to the axle through the hanging rod, and the second end is rotatably connected to the lifting lug, that is, the first mounting point is located on the hanging rod, and the second mounting point is located on the lifting lug. Further, the rotation point of the leaf spring on the frame is defined as the first base point, the rotation point of the lifting eye on the frame is defined as the second base point, the rotation point of the suspension rod on the axle is defined as the third mounting point, the rotation point of the leaf spring on the lifting eye is defined as the fourth mounting point, a reference plane passes through the second base point and is perpendicular to the line connecting the first base point and the second base point, and in the process of moving on the axle to the reference position, the second mounting point is located on the side of the reference plane close to the axle.

[0052] Please refer to Figure 4 , Figure 4 The point M in the figure represents the first base point, the point N represents the second base point, the point A represents the first mounting point, the point B represents the second mounting point, the point C represents the third mounting point, the point D represents the fourth mounting point, and the double-dotted line represents the reference plane; that is, the straight line segment CA in the figure represents the suspension rod, the arc segment MD represents the leaf spring, the straight line segment AB represents the structure of one side of the stabilizer bar, and the broken line segment NDB represents the lifting lug. It is easy to understand that points A1, A2 and A3 represent the three states in the motion trajectory of point A, and the same applies to points B, C and D. It should be noted that the process of point C moving from position point C1 to point C2 and then to point C3 is represented by the process of the axle moving from the lower limit position to the upper limit position, wherein the position of point C2 indicates that the vehicle is in the curb weight state or the fully loaded weight state. Similarly, take the example that when the vehicle is running steadily on a horizontal road, the left side of the frame suddenly jumps up while the right side of the frame remains unchanged. At this time, since the relative position of the left side of the frame and the left side of the axle changes, the left side structure of the stabilizer bar undergoes elastic deformation; and since the relative position of the right side of the frame and the right side of the axle does not change, the right side structure of the stabilizer bar remains unchanged.

[0053] Depend on Figure 4It can be seen that in the process of point C moving from C1 to C2 and then to C3, that is, in the process of the axle moving from the lower limit position to the upper limit position, although the swing of the suspension rod (represented as the CA line segment) will affect the movement of point A, the displacement of point C is large enough to offset the impact of the swing of the suspension rod, so that point A (the first mounting point) can always follow point C and move upward continuously. On the other hand, by limiting point B to move only on the side of the reference plane close to the frame, point B (the second mounting point) can continue to move downward under the influence of the swing of the hanging ear, that is, the first mounting point and the second mounting point of the left side structure of the stabilizer bar always keep moving in opposite directions. In this way, the left side structure of the stabilizer bar can be elastically twisted to a greater extent, thereby causing the stabilizer bar to generate a greater anti-rolling moment under the action of its own structural characteristics, and improve the roll stability of the vehicle. Of course, relatively speaking, under the premise of meeting the same anti-rolling moment design requirements, the stiffness and weight of the stabilizer bar can be reduced, thereby reducing the weight and manufacturing cost of the vehicle.

[0054] For the same reason as above, that is, the frequency of the axle reaching the upper limit position is low under normal circumstances, so based on the actual use of the vehicle, Figure 4 The midpoint C3 may not represent that the axle is located at the upper limit position, but may represent that the axle is located at a reference position adjacent to the upper limit position. That is, it is sufficient to ensure that during the process of the axle moving up to the reference position, point A (first mounting point) and point B (second mounting point) continue to move in opposite directions. That is, when the axle is at the upper limit position, the second mounting point may also be located on the reference plane, or on the side of the reference plane away from the axle. It is worth mentioning that in the embodiment in which the second mounting point is located on the side of the reference plane away from the axle when the axle is at the upper limit position, optionally, the angle between the line connecting the second mounting point and the first base point and the reference plane ranges from 0 to 5°; it is easy to understand that when point B swings adjacent to the reference plane, the projected height dimension of the displacement of point B on the reference plane is small, which means that the displacement of point B contributes less to the gain of the anti-roll moment of the stabilizer bar, so even if point B moves upward within a small range at the end of the displacement stroke, that is, moves in the same direction as point A, this situation is acceptable.

[0055] From the above analysis, it can be known that in the technical solution of the present invention, by connecting one of the first mounting point 41c and the second mounting point 41d of the stabilizer bar 41 to the eye 32, the eye 32 swings to realize that in the upward movement of the axle 20 from the lower limit position to the reference position, the first mounting point 41c and the second mounting point 41d always keep moving in opposite directions, so that the left side structure and / or the right side structure of the stabilizer bar 41 are more elastically twisted, thereby making the stabilizer bar 41 produce a greater anti-rolling moment under the action of its own structural characteristics, and improving the roll stability of the vehicle. In this way, the technical effect of bringing gain to the anti-rolling moment can be guaranteed. It is easy to understand that the stabilizer bar 41 in the embodiment of the present invention can generate more anti-rolling moment and improve the roll stability of the vehicle under the premise of unchanged stiffness and structure, so relatively, under the premise of meeting the design requirements of the same anti-rolling moment, the stiffness, material thickness and weight of the stabilizer bar 41 can be reduced, thereby reducing the weight and manufacturing cost of the vehicle. In addition, the present invention makes little structural change to the stabilizer bar 41 and the suspension rod 42, and only changes one of the two front and rear mounting points on the same side structure of the stabilizer bar 41 from the vehicle frame 11 to the suspension ear 32 (the other is still located on the axle), which is conducive to optimizing the layout space around the stabilizer bar 41 and the leaf spring 31. It should be noted that the axle 20 can be a front axle or a rear axle, that is, the technical solution of the present invention can be applied to the front axle or the rear axle.

[0056] It should be noted that there are various connection forms between the lifting ear 32 and the stabilizing rod 41. For example, please refer to Figure 1 and 2In one embodiment, the lifting eye 32 includes a first arm section 32c and a second arm section 32d, the upper end of the first arm section 32c is rotatably mounted on the vehicle frame 11, the lower end of the first arm section 32c is connected to the second arm section 32d, the leaf spring 31 is rotatably connected to the first arm section 32c, the upper end of the suspension rod 42 is rotatably connected to the second arm section 32d, and the lower end of the suspension rod 42 is rotatably connected to the second end. In this way, the stabilizer bar 41 moves below the leaf spring 31, which can make the stabilizer bar 41 have more design freedom, so that there is no need to specially design the avoidance structure between the stabilizer bar 41 and the leaf spring 31, which is conducive to simplifying the structure of the stabilizer bar 41 and the leaf spring assembly 30. Secondly, compared with the prior art in which the upper end of the suspension rod 42 is rotatably connected to the vehicle frame 11, the suspension rod 42 in this embodiment uses the lifting eye 32 structure to indirectly connect to the vehicle frame 11, thereby shortening the length of the suspension rod 42 itself and reducing the weight of the suspension rod 42. Of course, in the embodiment where the first end is rotatably connected to the axle through the suspension rod, the lifting lug may also include a first arm section and a second arm section, the upper end of the first arm section is rotatably mounted on the frame, the lower end of the first arm section is connected to the second arm section, the leaf spring is rotatably connected to the first arm section, and the second end is rotatably connected to the second arm section; the upper end of the suspension rod is rotatably connected to the axle, and the lower end of the suspension rod is rotatably connected to the first end. Of course, in addition to the above embodiment, the connection between the lifting lug and the stabilizer bar may also be that the upper end of the lifting lug is rotatably connected to the frame, the middle part of the lifting lug is rotatably connected to the stabilizer bar, and the lower end of the lifting lug is rotatably connected to the leaf spring.

[0057] Please refer to Figures 1 to 4 In some embodiments, the second arm section 32d is obliquely extended from the first arm section 32c in a direction close to the axle 20. Figure 3 It can be seen that for the embodiment in which the first end is rotatably connected to the axle 20 and the second end is rotatably connected to the lifting eye 32 through the suspension rod 42, the third mounting point 32a can be more easily located on the side of the defined plane 12 close to the axle 20, and more design freedom is given to the stabilizer bar 41 and the leaf spring assembly 30. Figure 4 It can be seen that for the embodiment in which the first end is rotatably connected to the axle through the suspension rod and the second end is rotatably connected to the lifting eye, the second mounting point can be more easily located on the side of the reference plane 13 close to the axle, and more design freedom is given to the stabilizer bar and leaf spring assembly. Figure 4It can also be seen that the projected height dimension of the displacement from point B2 to point B3 on the reference plane 13 is larger than the projected height dimension of the displacement from point B1 to point B2 on the reference plane 13, that is, the height change rate of the second mounting point between point B1 and point B2 is greater than the height change rate between point B2 and point B3. It is easy to understand that this is caused by the second arm segment pushing up the second mounting point, that is, making the second mounting point position (point B1) corresponding to the lower limit position of the axle closer to the line of MN, so that the second mounting point can swing downward from a higher position and obtain a greater height change rate, which is conducive to improving the gain effect of the second mounting point displacement against the roll moment. Of course, in other embodiments, the second arm segment can also be arranged to extend obliquely from the first arm segment in a direction away from the axle; or the length direction of the second arm segment is arranged in the same direction as the length direction of the first arm segment.

[0058] In order to prevent the lifting eye 32 or the stabilizer bar 41 structure from hitting the leaf spring 31 when the lifting eye 32 swings, in this embodiment, optionally, when the axle 20 is in the lower limit position, the safety clearance between the lifting eye 32 and the stabilizer bar 41, whichever is closest to the leaf spring 31, and the lower side of the leaf spring 31 is 3mm to 10mm. It can be understood that if the value is too small, the lifting eye 32 or the stabilizer bar 41 is easy to collide with the leaf spring 31 under the influence of manufacturing tolerance and assembly tolerance. If the value is too large, the pushing effect of the second arm section 32d on the second mounting point 41d will be weakened, resulting in the second mounting point 41d being unable to use the travel range with a larger change rate, which is not conducive to the gain effect of the displacement of the second mounting point 41d against the roll moment. Therefore, under the premise of ensuring that the lifting eye 32, the stabilizer bar 41 and the leaf spring 31 do not collide during the movement stroke, the second mounting point 41d (point B) of the stabilizer bar 41 is made as close to the line MN as possible, so that the second mounting point 41d has a larger height change rate during the displacement stroke, thereby improving the gain effect of the second mounting point 41d displacement against the roll moment.

[0059] Please refer to Figure 1 and 2The stabilizer bar 41 includes a main body section 411 and two extension sections 412. The two extension sections 412 are respectively arranged at the two ends of the main body section 411, the first end is located at the free end of the extension section 412, and the second end is located at the end of the main body section 411. That is, the free end of the extension section 412 is rotatably connected to the axle 20, and the end of the main body section 411 is rotatably connected to the lifting lug 32 through the suspension rod 42. It should be noted that the free end of the extension section 412 refers to the end of the extension section 412 away from the main body section 411. Of course, in some embodiments, the first end can also be located at the end of the main body section, and the second end can be located at the free end of the extension section, that is, the end of the main body section is rotatably connected to the axle, and the free end of the extension section is rotatably connected to the lifting lug through the suspension rod. Similarly, in the embodiment where the first end is rotatably connected to the axle through the suspension rod, the end of the main body section may be rotatably connected to the lifting ear, and the free end of the extension section may be rotatably connected to the axle through the suspension rod; or, the end of the main body section may be rotatably connected to the axle through the suspension rod, and the free end of the extension section may be rotatably connected to the lifting ear. That is, the main body section of the stabilizer bar may be connected to the lifting ear (and the extension section may be connected to the axle), or may be connected to the axle (and the extension section may be connected to the lifting ear); on this basis, the suspension rod may be installed on the main body section or on the extension section. It can be understood that the technical solution of the present invention is applicable to any of the above four structures, as long as the first mounting point or the second mounting point of the stabilizer bar can be swung by the lifting ear to achieve that the first mounting point and the second mounting point always keep moving in opposite directions within most of the travel range of the axle upward movement (from the lower limit position to the reference position), so as to ensure the technical effect of gaining the anti-roll moment.

[0060] Please refer to Figure 1 , 2 , 5 to 7, among which, Figure 5 for Figure 2 A vertical cross-sectional view of the middle stabilizer bar assembly 40 and the leaf spring assembly 30 at the suspension rod 42, wherein the cross-sectional plane passes through the axes of the second bushing 60 and the third bushing 70; Figure 6 for Figure 2 Another vertical cross-sectional view of the middle stabilizer bar assembly 40 and the leaf spring assembly 30 at the suspension rod 42 , wherein the cross-sectional plane is perpendicular to the axis of the second bushing 60 ; Figure 7 for Figure 2A cross-sectional view of the stabilizer bar assembly 40 at the first bushing 50, wherein the cross-sectional plane passes through the axis of the first bushing 50. In one embodiment, the vehicle further comprises a first bushing 50 and a second bushing 60, wherein the extension section 412 is rotatably connected to the axle 20 through the first bushing 50, and the body section 411 is rotatably connected to the suspension rod 42 through the second bushing 60. In this way, the structure of the stabilizer bar 41, the axle 20 and the suspension rod 42 can be simplified, and it is convenient for workers to assemble and fix them, thereby reducing the production cost of the vehicle. Specifically, in this embodiment, the first bushing 50 is configured as a rubber composite bushing, which comprises an inner steel sleeve 51, a rubber sleeve 52 sleeved on the outer side of the inner steel sleeve 51, and an outer steel sleeve 53 sleeved on the outer side of the rubber sleeve 52, and the end of the extension section 412 is provided with a sleeve portion 413 corresponding to the rubber composite bushing, and the rubber composite bushing is embedded in the sleeve portion 413, and the two are fixed together by bolts to realize the rotation connection between the body section 411 and the suspension rod 42. The second bushing 60 includes a first half-ring 61 fixed to the suspension rod 42, a second half-ring 62 detachably connected to the first half-ring 61, and a rubber bushing 63 embedded between the second half-ring 62 and the first half-ring 61. The body section 411 can pass through the rubber bushing 63 and rotate in the rubber bushing 63, wherein the second half-ring 62 is bolted to the first half-ring 61. In this way, the rubber bushing 63 can improve the vibration reduction performance of the stabilizer bar 41, reduce the vibration effect transmitted to the vehicle body (frame 11) via the stabilizer bar 41, and thus improve the comfort of the vehicle. Of course, in some embodiments, the first bushing and the second bushing can both use rubber composite bushings, or the first bushing and the second bushing can both use rubber bushings. In other embodiments, the first bushing and the second bushing can also be configured as metal bushings, such as steel bushings, which can withstand and transmit large loads.

[0061] In this embodiment, optionally, the vehicle further includes a mounting pad 21 disposed on the axle 20, the leaf spring 31 is connected to the upper side of the mounting pad 21, and the first bushing 50 is bolted to the mounting pad 21. In this way, the structure for assembling the first bushing 50 and the extension section 412 of the stabilizer bar 41 is integrated with the structure for padding the leaf spring 31, that is, the mounting pad 21 simultaneously plays the role of connecting the first bushing 50 and the leaf spring 31, which can simplify the structure of the vehicle and reduce the manufacturing cost and weight of the vehicle. Of course, in other embodiments, the vehicle can also further include a mounting pad and a mounting bracket disposed on the axle, the leaf spring is connected to the upper side of the mounting pad, and the first bushing is bolted to the mounting bracket.

[0062] Please refer to Figure 1 , 2, 5 and 6, in one embodiment, the vehicle further comprises a third bushing 70, a fourth bushing 81 and a fifth bushing 82, the suspension rod 42 is rotatably connected to the second arm section 32d through the third bushing 70, the leaf spring 31 is rotatably connected to the first arm section 32c through the fourth bushing 81, and the first arm section 32c is rotatably connected to the vehicle frame 11 through the fifth bushing 82. Specifically, in this embodiment, the lifting ear 32 comprises two mounting arms 321 arranged opposite to each other, the third bushing 70, the fourth bushing 81 and the fifth bushing 82 are all arranged between the two mounting arms 321, and are all locked between the two mounting arms 321 by bolts. Among them, the third bushing 70, the fourth bushing 81 and the fifth bushing 82 are all configured as rubber composite bushings. For example, the third bushing 70 includes an inner steel sleeve 71, a rubber sleeve 72 sleeved on the outer side of the inner steel sleeve 71, and an outer steel sleeve 73 sleeved on the outer side of the rubber sleeve 72. Bolts are sequentially inserted through a mounting arm 321, the inner steel sleeve 71 and another mounting arm 321 to fix the three together; the fourth bushing 81 and the fifth bushing 82 are the same. In this way, the structure of the vehicle can be simplified and it is convenient for workers to assemble and fix, thereby reducing the production cost of the vehicle. Of course, in some embodiments, at least one of the third bushing, the fourth bushing and the fifth bushing can also be configured as a metal bushing, such as a steel bushing. In other embodiments, the lifting ear can also include a mounting arm, and the leaf spring and the suspension rod are respectively hinged to the first arm section and the second arm section of the mounting arm, and the upper end of the mounting arm is hinged to the frame.

[0063] The above descriptions are only optional embodiments of the present invention, and are not intended to limit the patent scope of the present invention. All equivalent structural changes made using the contents of the present invention's specification and drawings, or directly / indirectly applied in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. A vehicle, characterized in that: The vehicle comprises a frame, an axle, a leaf spring assembly and a stabilizer bar assembly, wherein the leaf spring assembly comprises a leaf spring and a lifting lug, wherein one end of the leaf spring is rotatably connected to the frame, and the other end is rotatably connected to the lifting lug, and the upper end of the lifting lug is rotatably connected to the frame, and the axle is mounted on the middle part of the leaf spring; The stabilizer bar assembly comprises a stabilizer bar and a suspension bar which are rotatably connected to each other, the stabilizer bar having a first end and a second end which are spaced apart in the length direction of the frame, a rotation point on the first end for connecting with the vehicle axle is defined as a first mounting point, a rotation point on the second end for connecting with the suspension ear is defined as a second mounting point, and the vehicle axle moves upward from the lower limit position to pass through the reference position before reaching the upper limit position; During the process of the axle moving upward from the lower limit position to the reference position, the first mounting point moves upward and the second mounting point moves downward; The first end is rotatably connected to the axle via the suspension rod, and the second end is rotatably connected to the lifting lug; or the first end is rotatably connected to the axle, and the second end is rotatably connected to the lifting lug via the suspension rod.

2. The vehicle according to claim 1, characterized in that The first end is rotatably connected to the axle, the second end is rotatably connected to the lifting eye through the suspension rod, the rotation point of the leaf spring on the frame is defined as the first base point, the rotation point of the lifting eye on the frame is defined as the second base point, the rotation point of the suspension rod on the lifting eye is defined as the third mounting point, and a defined plane passes through the line connecting the second base point and the second mounting point and is perpendicular to the Y reference plane of the vehicle in the vehicle coordinate system; During the process of moving the axle to the reference position, the third mounting point is disposed on a side of the defined plane close to the axle.

3. The vehicle according to claim 2, characterized in that When the vehicle axle is in the upper limit position, the third mounting point is located on a side of the defined plane close to the vehicle axle, or on the defined plane.

4. The vehicle according to claim 2, characterized in that The lifting ear includes a first arm segment and a second arm segment, the upper end of the first arm segment is rotatably mounted on the frame, the lower end of the first arm segment is connected to the second arm segment, the leaf spring is rotatably connected to the first arm segment, the upper end of the suspension rod is rotatably connected to the second arm segment, and the lower end of the suspension rod is rotatably connected to the second end.

5. The vehicle according to claim 4, characterized in that The stabilizer bar comprises a main body section and two extension sections, wherein the two extension sections are respectively arranged at two ends of the main body section; The first end is located at the free end of the extension section, and the second end is located at the end of the main body section; or, the first end is located at the end of the main body section, and the second end is located at the free end of the extension section.

6. The vehicle according to claim 4, characterized in that The second arm section is obliquely extended from the first arm section in a direction close to the vehicle axle; And / or, the vehicle further comprises a second bushing, the second end being rotatably connected to the suspension rod via the second bushing; And / or, the vehicle further comprises a third bushing, and the boom is rotatably connected to the second arm section via the third bushing; And / or, the vehicle further comprises a fourth bushing, the leaf spring being rotatably connected to the first arm section via the fourth bushing; And / or, the vehicle further includes a fifth bushing, and the first arm section is rotatably connected to the vehicle frame via the fifth bushing.

7. The vehicle according to claim 2, characterized in that The vehicle further includes a first bushing, and the first end is rotatably connected to the axle via the first bushing.

8. The vehicle according to claim 7, characterized in that The vehicle further comprises a mounting pad disposed on the axle, the leaf spring is connected to an upper side of the mounting pad, and the first bushing is fastened to the mounting pad by bolts.

9. The vehicle according to claim 1, characterized in that The first end is rotatably connected to the axle via the suspension rod, and the second end is rotatably connected to the lifting ear. The rotation point of the leaf spring on the frame is defined as the first base point, and the rotation point of the lifting ear on the frame is defined as the second base point. A reference plane passes through the second base point and is perpendicular to a line connecting the first base point and the second base point. During the process of moving to the reference position on the axle, the second mounting point is arranged on a side of the reference plane close to the axle.

10. The vehicle according to claim 9, characterized in that When the vehicle axle is in the upper limit position, the second mounting point is located on a side of the reference plane close to the vehicle axle, or is located on the reference plane.

11. The vehicle according to claim 9, characterized in that The lifting ear includes a first arm section and a second arm section, the upper end of the first arm section is rotatably mounted on the frame, the lower end of the first arm section is connected to the second arm section, the leaf spring is rotatably connected to the first arm section, and the second end is rotatably connected to the second arm section; the upper end of the suspension rod is rotatably connected to the axle, and the lower end of the suspension rod is rotatably connected to the first end.

12. The vehicle according to claim 11, characterized in that The second arm section is obliquely extended from the first arm section along a direction approaching the vehicle axle.

13. The vehicle according to claim 1, characterized in that The axle is configured as a front axle or a rear axle of the vehicle.

14. The vehicle according to any one of claims 1 to 13, characterized in that The axle is located at the lower side of the leaf spring, and the vehicle also includes a leaf spring buffer block located between the frame and the leaf spring, and the leaf spring buffer block is used to play a buffering role at least when the axle is adjacent to the upper limit position. The position of the axle corresponding to when the leaf spring buffer block is just beginning to be compressed is configured as the reference position, and the position of the axle corresponding to when the leaf spring buffer block is compressed to the limit is configured as the upper limit position.

15. The vehicle according to claim 14, characterized in that The leaf spring buffer block is arranged on the upper side of the leaf spring and is located in the middle of the leaf spring; And / or, the cross-sectional area of ​​the leaf spring buffer block is gradually reduced in a direction approaching the vehicle frame.

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