A FSAE Watt lateral stabilizer bar structure with variable cross-section and stepless stiffness adjustment

Abstract

The invention provides a FSAE Watt stabilizer bar structure with variable cross-section and stepless stiffness adjustment. The structure comprises a bent rod portion, a connecting and limiting portion, and a pull rod portion. The bent rod portion includes a bent rod, an upper bent rod sleeve, a lower bent rod sleeve, a bent rod sleeve shoulder screw, a bent rod sleeve connecting nut, a bent rod sleeve connecting gasket, a lower bent rod sleeve fixing nut, a stabilizer bar lug, a securing lug seat bolt, a securing lug seat nut, and a securing lug seat gasket. The connecting and limiting portion comprises a bent rod shoulder screw, a fisheye spherical bearing gasket I, a fisheye spherical bearing gasket II, a fisheye spherical bearing, and a limiting nut. The pull rod portion comprises a carbon fiber tube and an aluminum adhesive sleeve. This structure adjusts stiffness by varying the cross-sectional shape, enabling stepless adjustment of roll stiffness over a wide stiffness adjustment range.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile suspension, in particular to a FSAE Watt lateral stabilizer bar structure with variable cross-section and stepless stiffness adjustment. Background Art

[0002] The stabilizer bar is an auxiliary elastic element in a vehicle's suspension. Its function is to prevent excessive lateral roll during cornering. Its purpose is to prevent the vehicle from tipping over and improve ride comfort. When the vehicle body moves only vertically, the suspension on both sides deforms equally, and the stabilizer bar has no effect. However, when the vehicle rolls, the suspension on both sides deflects inconsistently, causing the stabilizer bar to twist. The elastic force of the bar acts as a resistance to further roll, thus providing lateral stability.

[0003] See also Figure 1 Existing FSAE racing cars often feature rear-suspension U-shaped stabilizer bars, with the torsion bar portion often located at the lower end of the car, making maintenance and adjustment extremely inconvenient. Due to the presence of the diffuser and axles at the lower end of the car, existing U-shaped stabilizer bars are prone to motion interference, limiting the structural design space for the diffuser and axles. Furthermore, to achieve adjustable stiffness, existing U-shaped stabilizer bars often feature several holes drilled in the lever arm, which are then adjusted by adjusting the position of the tie rod on the lever arm. This adjustment method is time-consuming, and because the adjustment holes are pre-set, only a few positions can be adjusted during actual adjustment, limiting the adjustment range and hindering lightweight design.

[0004] See also Figure 2 Some FSAE racing cars use traditional Watts rear stabilizer bars. These curved bars are directly fixed to the vehicle body, providing only a fixed, unchangeable roll stiffness. They are not adjustable, and thus cannot accommodate different drivers. Due to the high radial loads, traditional Watts stabilizer bars are unstable and prone to falling off. Furthermore, the lack of adjustable stiffness makes lightweight and flexible designs difficult.

[0005] Therefore, it is of great significance to develop a FSAE Watt anti-roll bar structure with variable cross-section and stepless stiffness adjustment. Summary of the Invention

[0006] The purpose of the present invention is to provide a FSAE Watt lateral stabilizer bar structure with variable cross-section and stepless stiffness adjustment, so as to solve the problems existing in the prior art.

[0007] The technical solution adopted to achieve the purpose of the present invention is as follows: a variable-section FSAE Watt lateral stabilizer bar structure with stepless stiffness adjustment includes a bending rod unit and two pull rod units.

[0008] The bending rod unit includes a bending rod, a bending rod sleeve, and a transverse stabilizer lug. The bending rod is made of spring steel. The cross-section of the bending rod shaft is a variable cross-sectional moment. A circular mounting groove is provided in the middle of the bending rod shaft. The bending rod sleeve includes an upper bending rod sleeve plate, a lower bending rod sleeve plate, a bending rod sleeve shoulder screw, and a bending rod sleeve connecting nut. The upper bending rod sleeve plate includes an outer covering plate I and an ear plate I. The outer covering plate I is a concave arc plate. Ear plates I extend horizontally from both side plate ends of the outer covering plate I along the circumference of the arc. Threaded holes are provided on the plate surface of ear plate I. The lower bending rod sleeve plate includes an outer covering plate II, an ear plate II, and a connecting threaded rod. The outer covering plate II is an upward concave arc plate. Ear plates II extend horizontally from both side plate ends of the outer covering plate II along the circumference of the arc. Threaded holes are provided on the plate surface of ear plate II. The connecting threaded rod is provided on the lower surface of outer covering plate II. After the upper and lower pieces of the bending rod sleeve are assembled, the outer covering plates I and II are embedded in the annular mounting grooves. The bending rod sleeve shoulder screws pass through ear plates I and II in sequence and are screwed into the bending rod sleeve connecting nut. The stabilizer bar ear seat includes a web and two flange plates integrally fixed to two opposite sides of the web. The stabilizer bar ear seat is ∩-shaped as a whole. A through hole is provided on the web for the connecting threaded rod to pass through. The connecting threaded rod passes through the web and is screwed into the fixing nut of the lower piece of the bending rod sleeve. A through hole is provided on the flange plate for the fixing ear seat bolt to pass through. The bending rod unit is fixedly connected to the frame through the stabilizer bar ear seat. The fixing ear seat bolt passes through the stabilizer bar ear seat and the frame ear seat and is screwed into the fixing ear seat nut.

[0009] The two ends of the bent rod are each rotatably connected to a pull rod unit. The other end of the pull rod unit is rotatably connected to the vehicle rocker arm. The two pull rod units and the bent rod unit together form a Z-shaped torsion bar spring.

[0010] During operation, the bending rod rotates within the rod sleeve, causing the rod to respond to the force transmitted by the tie rod unit with varying cross-sectional moments, thereby changing the bending stiffness of the rod. This, in turn, creates varying angles between the bending rod and the axial direction of the tie rod unit, thereby varying the roll stiffness of the rod, achieving stepless adjustment of roll stiffness. When the vehicle is rolling, the two tie rod units bend the bending rod, suppressing roll. When the vehicle is pitching, the bending rod rotates around the rod sleeve and has no effect.

[0011] Furthermore, after the upper piece of the curved rod sleeve and the lower piece of the curved rod sleeve are assembled, there is a gap between the upper piece of the curved rod sleeve and the lower piece of the curved rod sleeve.

[0012] Furthermore, the distance between the two flange plates of the transverse stabilizer ear seat gradually decreases from top to bottom.

[0013] Furthermore, each tie rod unit includes a carbon fiber tube and two aluminum bonding sleeves, which are fixedly connected to both ends of the carbon fiber tube by glue.

[0014] Furthermore, the tie rod unit is rotationally connected to the bending rod and the vehicle rocker arm via a connecting and limiting unit. The connecting and limiting unit includes a bending rod shoulder screw, fisheye spherical bearing gaskets I and II, a fisheye spherical bearing, and a limiting nut. The aluminum adhesive sleeves of the fisheye spherical bearing gaskets I and II are connected to the fisheye spherical bearing of the connecting and limiting unit, and the limiting nut provides a limiting function. The aluminum adhesive sleeve is connected to the vehicle rocker arm via the rocker arm shoulder screw and is mounted on the bending rod shoulder screw.

[0015] The present invention also provides an FSAE racing car suspension system, comprising a rear wheel assembly, a shock absorber, and a pushrod. The rear wheel assembly is connected to the shock absorber via a pushrod, and a rocker arm is provided at the connection between the pushrod and the shock absorber. The rocker arm has a triangular structure, with the three vertices of the rocker arm connected to the pushrod, the shock absorber, and the vehicle body, respectively. The rear wheel assembly comprises a column and a tire, and the tire is connected to the column via a bearing.

[0016] A FSAE Watt stabilizer bar structure with variable cross-section and continuously adjustable stiffness, such as any of the aforementioned ones, is placed horizontally at the rear end of the FSAE racing car. The bending bar unit is connected to the vehicle frame via stabilizer bar lugs. The pull rod unit is fixedly connected to the suspension via a fisheye spherical plain bearing.

[0017] The present invention also provides a FSAE racing car, comprising the above-mentioned FSAE racing car suspension system.

[0018] The technical effects of the present invention are unquestionable:

[0019] A. Moving the stabilizer bar structure from the bottom to the top greatly facilitates vehicle maintenance and adjustment, while saving space for the engine and transmission system.

[0020] B. By changing the angle of the bending rod, the roll stiffness can be adjusted steplessly, and the stiffness adjustment range is wide. When adjusting the stiffness, there will be no asymmetry between the two ends of the bending rod, and the stability is better.

[0021] C. The bent rod adopts symmetrical cutting, which has good processability and low manufacturing cost;

[0022] D. Simultaneously simplify the rear suspension layout and significantly reduce the weight of the stabilizer bar to achieve lightweighting;

[0023] E. The elastic bent rod has small deformation and is not prone to motion interference. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the structure of the U-shaped lateral stabilizer bar of the existing Formula Student racing car;

[0025] Figure 2This is a schematic diagram of the Z-type lateral stabilizer bar structure of an existing student formula racing car;

[0026] Figure 3 Schematic diagram of the structure of the lateral stabilizer bar;

[0027] Figure 4 This is a schematic diagram of the explosion of the lateral stabilizer bar;

[0028] Figure 5 Schematic diagram of the explosion of the bent rod element;

[0029] Figure 6 It is an enlarged schematic diagram of the connection limit unit;

[0030] Figure 7 This is the explosion diagram of the tie rod unit;

[0031] Figure 8 This is a schematic diagram of the working principle of the lateral stabilizer bar;

[0032] Figure 9 Assembly diagram of the lateral stabilizer bar.

[0033] In the figure: bent rod 1, bent rod sleeve upper piece 2, bent rod sleeve lower piece 3, bent rod sleeve shoulder screw 4, bent rod sleeve connecting nut 5, bent rod sleeve connecting gasket 6, bent rod sleeve lower piece fixing nut 7, transverse stabilizer bar ear seat 8, fixed ear seat bolt 9, fixed ear seat nut 10, fixed ear seat gasket 11, bent rod shoulder screw 12, fisheye joint bearing gasket I13, fisheye joint bearing gasket II14, fisheye joint bearing 15, carbon fiber tube 16, aluminum adhesive sleeve I17, aluminum adhesive sleeve II18, rocker arm 19, rocker arm shoulder screw 20, column 21, push rod 22, tire 23, frame ear seat 24, shock absorber 25. DETAILED DESCRIPTION

[0034] The present invention will be further described below with reference to the following examples, but it should not be understood that the scope of the present invention is limited to the following examples. Without departing from the above technical ideas of the present invention, various substitutions and modifications can be made according to common technical knowledge and customary means in the art, and all should be included in the scope of protection of the present invention. Example

[0035] See also Figures 3 to 7 This embodiment provides a FSAE Watt lateral stabilizer bar structure with variable cross-section and stepless stiffness adjustment, including a bending rod unit and two pull rod units.

[0036] The bending rod unit comprises a bending rod 1, a bending rod sleeve, and a transverse stabilizer lug 8. The bending rod 1 is made of spring steel. The cross-section of the bending rod 1 is a variable cross-sectional moment. A circular mounting groove is provided in the middle of the bending rod 1. The bending rod sleeve comprises an upper bending rod sleeve piece 2, a lower bending rod sleeve piece 3, a bending rod sleeve shoulder screw 4, and a bending rod sleeve connecting nut 5. The upper bending rod sleeve piece 2 comprises an outer cover plate I and an lug plate I. The outer cover plate I is a concave arc plate. Lug plates I extend horizontally from both ends of the outer cover plate I along the circumference of the arc. Threaded holes are provided on the surface of lug plate I. The lower bending rod sleeve piece 3 comprises an outer cover plate II, lug plate II, and a connecting threaded rod. The outer cover plate II is an upward concave arc plate. Lug plates II extend horizontally from both ends of the outer cover plate II along the circumference of the arc. Threaded holes are provided on the surface of lug plate II. The connecting threaded rod is provided on the lower surface of the outer cover plate II. After the upper plate 2 and the lower plate 3 of the bending rod sleeve are assembled, the outer covering plate I and the outer covering plate II are embedded in the annular mounting groove. The bending rod sleeve shoulder screw 4 passes through the ear plate I and the ear plate II in sequence and is screwed into the bending rod sleeve connecting nut 5. The transverse stabilizer ear seat 8 includes a web and two flange plates integrally fixed on two opposite sides of the web. The transverse stabilizer ear seat 8 is ∩-shaped as a whole. A through hole for the connecting threaded rod to pass through is provided on the web. The connecting threaded rod passes through the web and is screwed into the fixing nut 7 of the lower plate of the bending rod sleeve. A through hole for the fixing ear seat bolt 9 to pass through is provided on the flange plate. The bending rod unit is fixedly connected to the frame through the transverse stabilizer ear seat 8. The fixing ear seat bolt 9 passes through the transverse stabilizer ear seat 8 and the frame ear seat 24 and is screwed into the fixing ear seat nut 10.

[0037] The two ends of the bending rod 1 are each rotatably connected to a pull rod unit. The other end of the pull rod unit is rotatably connected to the vehicle rocker arm 19. The two pull rod units and the bending rod unit together form a Z-shaped torsion bar spring.

[0038] Each tie rod unit comprises a carbon fiber tube 17 and two aluminum bonding sleeves 18. The two aluminum bonding sleeves 18 are fixedly connected to the two ends of the carbon fiber tube 17 by glue.

[0039] The tie rod unit is rotatably connected to the bending rod 1 and the vehicle rocker arm 19 via a connecting and limiting unit. The connecting and limiting unit includes a bending rod shoulder screw 12, fisheye spherical bearing gasket I 13, fisheye spherical bearing gasket II 14, a fisheye spherical bearing 15, and a limiting nut 16. The aluminum adhesive sleeves 18 of the fisheye spherical bearing gaskets I 13 and II are connected to the fisheye spherical bearing 15 of the connecting and limiting unit, and the limiting nut 16 provides a limiting function. The aluminum adhesive sleeve 18 is connected to the vehicle rocker arm 19 via the rocker arm shoulder screw 20. 14 is mounted on the bending rod shoulder screw 12.

[0040] When the vehicle needs to change the roll stiffness, according to the relationship between angle and stiffness obtained by theoretical calculation, the bending rod 1 is rotated in the bending rod sleeve, so that the bending rod 1 corresponds to the force transmitted by the pull rod unit with different cross-sectional moments to change the bending stiffness of the bending rod 1, and the bending rod 1 forms different angles with the axial direction of the pull rod unit to change the roll stiffness of the bending rod 1, thereby realizing stepless adjustment of the roll stiffness.

[0041] The coordination of the curved rod 1, the upper curved rod sleeve 2, and the lower curved rod sleeve 3 prevents the curved rod 1 from slipping axially. Preload prevents the curved rod 1 from rotating about its axis, minimizing wear between the components. If the curved rod 1 is damaged and needs to be replaced, simply loosen the curved rod sleeve connecting nut 5 and then the curved rod shoulder screw 12 to complete the replacement.

[0042] This embodiment features a simple structure, low processing costs, and lightweight advantages. It provides stable load-bearing conditions, effectively preventing axial slippage and radial rotation. Stiffness adjustment is easy, and this adjustment does not alter the central symmetry of the bending rod 1 about the stabilizer bar lug 8. It also minimizes vibration during racing, preventing bearing slippage.

[0043] It is worth noting that when the bending rod is subjected to centrally symmetrical forces and the vehicle is in normal driving, the middle bending rod will not loosen or suffer fatigue damage due to vibration caused by road excitation during driving. When the bending rod is subjected to centrally symmetrical forces and the vehicle is in a roll state, the bending rod is ensured to remain centered in the bending rod sleeve, preventing slippage due to radial forces. When the bending rod is subjected to centrally symmetrical forces and the vehicle is in a pitch state, the bending rod is ensured to not slip to one side during rotation, and interference between moving parts due to bending rod asymmetry is prevented.

[0044] When the vehicle is in a roll condition, the two tie rod units bend the bending rod 1 to suppress the vehicle roll. When the vehicle is in a pitch condition, the bending rod 1 rotates around the stabilizer bar ear seat 8 and does not play any role. Example

[0045] The main structure of this embodiment is the same as that of embodiment 1, wherein after the curved rod sleeve upper piece 2 and the curved rod sleeve lower piece 3 are spliced together, there is a gap between the curved rod sleeve upper piece 2 and the curved rod sleeve lower piece 3. Example

[0046] The main structure of this embodiment is the same as that of embodiment 1, wherein the distance between the two flange plates of the transverse stabilizer ear seat 8 gradually decreases from top to bottom. Example

[0047] See also Figure 9This embodiment provides an FSAE racing car suspension system, comprising a rear wheel assembly, a shock absorber 25, and a push rod 22. The rear wheel assembly is connected to the shock absorber 25 via the push rod 22. A rocker arm 19 is provided at the junction of the push rod 22 and the shock absorber 25. The rocker arm 19 has a triangular structure. The three vertices of the rocker arm 19 are connected to the push rod 22, the shock absorber 25, and the vehicle body, respectively. The rear wheel assembly comprises a column 21 and a tire 23. The tire 23 is connected to the column 21 via a bearing.

[0048] A FSAE Watt stabilizer bar structure with variable cross-section and continuously adjustable stiffness, as described in any of Examples 1-3, is placed horizontally at the rear end of the FSAE racing car. The bending bar unit is connected to the vehicle frame via stabilizer bar lugs 8. The pull rod unit is fixedly connected to the rocker arm 19 via a fisheye spherical bearing 15.

[0049] A) When the car is in a turning position:

[0050] When the car turns right, the anti-roll bar bend 1 will be deformed by force, thereby providing a force to resist the left tire jumping up and the right tire jumping down, thereby suppressing the body roll.

[0051] When the car turns left, the anti-roll bar bend 1 will be deformed by force, thereby providing a force to resist the right tire jumping up and the left tire jumping down, thereby suppressing the body roll.

[0052] B) When the car is accelerating:

[0053] Due to load transfer, the left and right tires 23 of the rear suspension of the racing car jump up at the same time, that is, the left and right pillars 21 jump up at the same time. The motion is transmitted through the suspension push rod 22, the rocker arm 19, the carbon fiber tube 17, and the anti-roll bar bend 1, so that both ends of the anti-roll bar bend 1 are subjected to thrust. At this time, the anti-roll bar bend 1 will rotate around the anti-roll bar ear seat 8, and no resistance to bending will be generated. Therefore, the anti-roll bar bend 1 does not provide roll stiffness under acceleration conditions.

[0054] C) When the car is in braking condition:

[0055] Due to load transfer, the left and right tires 23 of the rear suspension of the car jump down simultaneously, that is, the left and right pillars 21 jump down simultaneously. The motion transmitted through the suspension push rod 22, rocker arm 19, carbon fiber tube 17, and anti-roll bar bend 1 causes thrust to be applied to both ends of the anti-roll bar bend 1. At this time, the anti-roll bar bend 1 rotates around the anti-roll bar ear 8, generating no resistance to bending. Therefore, the anti-roll bar bend 1 does not provide roll stiffness under acceleration conditions. Example

[0056] This embodiment provides a FSAE racing car, including the FSAE racing car suspension system described in Example 4.

Claims

1. A FSAE Watt lateral stabilizer bar structure with variable cross-section and stepless stiffness adjustment, characterized by: It includes a bending rod unit and two tie rod units; The bending rod unit comprises a bending rod (1), a bending rod sleeve and a transverse stabilizer ear seat (8); the bending rod (1) is made of spring steel; the cross section of the bending rod (1) is a variable cross-sectional moment; a circular mounting groove is provided in the middle of the bending rod (1); the bending rod sleeve comprises a bending rod sleeve upper plate (2), a bending rod sleeve lower plate (3), a bending rod sleeve shaft shoulder screw (4) and a bending rod sleeve connecting nut (5); the bending rod sleeve upper plate (2) comprises an outer plate I and an ear plate I; the The outer covering plate I is a concave arc plate; the outer covering plate I extends horizontally from the plate ends on both sides of the arc circumference; the plate surface of the ear plate I is provided with a threaded hole; the lower piece (3) of the bent rod sleeve comprises an outer covering plate II, an ear plate II and a connecting threaded rod; the outer covering plate II is a concave arc plate; the outer covering plate II extends horizontally from the plate ends on both sides of the arc circumference; the plate surface of the ear plate II is provided with a threaded hole; the connecting threaded rod is provided on the outer covering plate The lower surface of plate II; after the upper plate (2) of the bending rod sleeve and the lower plate (3) of the bending rod sleeve are assembled, the outer plate I and the outer plate II are embedded in the annular mounting groove; after the upper plate (2) of the bending rod sleeve and the lower plate (3) of the bending rod sleeve are assembled, there is a gap between the upper plate (2) of the bending rod sleeve and the lower plate (3); the bending rod sleeve shoulder screw (4) passes through the ear plate I and the ear plate II in sequence and is screwed into the bending rod sleeve connecting nut (5); the transverse stabilizer ear seat (8) includes a web and an integral fixed Two flange plates are connected to opposite sides of the web; a through hole is provided on the web for a connecting threaded rod to pass through; the connecting threaded rod passes through the web and is screwed into the fixing nut (7) of the lower plate of the bent rod sleeve; a through hole is provided on the flange plate for a fixing lug bolt (9) to pass through; the bent rod unit is fixedly connected to the frame via the transverse stabilizer lug (8); the fixing lug bolt (9) passes through the transverse stabilizer lug (8) and the frame lug (24) and is screwed into the fixing lug nut (10); The two ends of the bending rod (1) are rotatably connected to a pull rod unit; the other end of the pull rod unit is rotatably connected to a vehicle rocker arm (19); the two pull rod units and the bending rod unit together form a Z-shaped torsion bar spring; each pull rod unit includes a carbon fiber tube (17) and two aluminum bonding sleeves (18); the two aluminum bonding sleeves (18) are fixedly connected to the two ends of the carbon fiber tube (17) by glue; During operation, the bending rod (1) rotates in the bending rod sleeve, so that the bending rod (1) corresponds to the force transmitted by the pull rod unit with different cross-sectional moments to change the bending stiffness of the bending rod (1), and the bending rod (1) forms different angles with the axial direction of the pull rod unit to change the roll stiffness of the bending rod (1), thereby realizing stepless adjustment of the roll stiffness; when the vehicle is in a roll working condition, the two pull rod units bend the bending rod (1) to suppress the roll of the vehicle; when the vehicle is in a pitch working condition, the bending rod (1) rotates around the bending rod sleeve and does not play any role.

2. The FSAE Watt stabilizer bar structure with variable cross-section and stepless stiffness adjustment according to claim 1, characterized in that: The distance between the two flange plates of the transverse stabilizer ear seat (8) gradually decreases from top to bottom.

3. The FSAE Watt stabilizer bar structure with variable cross-section and stepless stiffness adjustment according to claim 1, characterized in that: The pull rod unit is rotatably connected to the bending rod (1) and the vehicle rocker arm (19) through a connecting limit unit; the connecting limit unit includes a bending rod shoulder screw (12), a fisheye joint bearing gasket I (13), a fisheye joint bearing gasket II (14), a fisheye joint bearing (15) and a limit nut (16); the fisheye joint bearing gasket I (13) and the fisheye joint bearing gasket II aluminum adhesive sleeve (18) are connected to the connecting limit unit fisheye joint bearing (15), and the limit nut (16) plays a limiting role; the aluminum adhesive sleeve (18) is connected to the vehicle rocker arm (19) through the rocker arm shoulder screw (20); (14) is installed on the bending rod shoulder screw (12).

4. A FSAE racing car suspension system, characterized by: The invention comprises a rear wheel assembly, a shock absorber (25) and a push rod (22); the rear wheel assembly is connected to the shock absorber (25) through the push rod (22); a rocker arm (19) is provided at the connection between the push rod (22) and the shock absorber (25); the rocker arm (19) is a triangular structure; the three vertices of the rocker arm (19) are respectively connected to the push rod (22), the shock absorber (25) and the vehicle body; the rear wheel assembly comprises a column (21) and a tire (23); the tire (23) is connected to the column (21) through a bearing; The FSAE Watt lateral stabilizer bar structure with variable cross-section and stepless stiffness adjustment as described in any one of claims 1 to 3 is placed horizontally at the rear end of the FSAE racing car; the bending rod unit is connected to the frame via the lateral stabilizer bar ear seat (8); and the pull rod unit is fixedly connected to the suspension via a fisheye spherical bearing (15).

5. An FSAE racing car, characterized in that: The invention comprises the FSAE racing car suspension system as claimed in claim 4.

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