A lateral stabilizer bar assembly with variable roll stiffness and vehicle

Abstract

The present application relates to a lateral stabilizer bar assembly and a vehicle with variable roll stiffness, which includes a lateral stabilizer bar, a stabilizer bar hanger, an additional rocker arm, a pawl, and a release mechanism; the bottom of the stabilizer bar hanger is rotatably connected to one end of the lateral stabilizer bar; one end of the additional rocker arm is rotatably connected to the top of the stabilizer bar hanger, the additional rocker arm is provided with a mounting area for rotatably connecting to the vehicle frame, and the additional rocker arm is also provided with a ratchet tooth; the pawl is located above the additional rocker arm, and one end of the pawl is used for rotatably connecting to the vehicle frame, and the other end is adapted to the ratchet tooth; the release mechanism is used to drive the pawl away from the ratchet tooth. The present application can solve the problem in the related art that due to a certain amount of idle travel left in the lateral stabilizer bar assembly, the vehicle's roll angle will be greater than that of a traditional stabilizer bar under the same lateral force, resulting in a reduction in the vehicle's overall anti-roll performance, and there is a greater performance risk for commercial vehicles with an ultra-high center of mass or a large mass.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a lateral stabilizer bar assembly with variable roll stiffness and a vehicle. Background Art

[0002] The existing rear suspension (taking the dual rear axle full air suspension axle assembly as an example) includes key components such as air springs, shock absorbers, air suspension brackets, thrust rod assemblies, support beam assemblies, stabilizer bar assemblies, and leveling valve assemblies. It offers excellent ride comfort and constant frequency performance, and is more efficient when coupled to a trailer, making it popular in the tractor market. This solution, a mature, mass-produced solution, is now widely adopted by various commercial vehicles.

[0003] Traditional stabilizer bar assemblies provide additional roll stiffness to support the vehicle body when there's an angle difference between the frame and axle, mitigating this difference. Excessive roll stiffness in this situation can lead to the vehicle being sensitive to small ground angles, causing the chassis and cab to rise and fall noticeably with the ground. This phenomenon is particularly noticeable when the vehicle is unladen. This is because the vehicle's roll stiffness is designed for a fully loaded vehicle. When the vehicle is unladen, the roll stiffness designed for a fully loaded vehicle is significantly greater than the actual required roll stiffness. This results in a poor ride comfort on uneven roads.

[0004] To address the above-mentioned issues, the related art CN201410639289.1 discloses a corner-dependent variable-stiffness lateral stabilizer, comprising a vehicle frame, an axle, and a lateral stabilizer disposed between the frame and the axle. The lateral stabilizer comprises a lateral stabilizer bar and a buffer structure disposed at each end of the lateral stabilizer bar. The buffer structure comprises a fixed member disposed on the vehicle frame and a movable member, which is transmission-connected to the corresponding end of the lateral stabilizer bar via a connecting rod mechanism and is used to apply force to the fixed member under the action of the lateral stabilizer bar. A movable gap is defined between the fixed member and the movable member. The movable member comprises a rocker arm having a rotation axis extending in a left-right direction. The rocker arm is rotationally disposed on a rocker arm seat, which is fixed to the vehicle frame. The connecting rod mechanism comprises a transmission link having two ends hingedly connected to the rocker arm and the lateral stabilizer bar. The fixed member is located on one side of the rocker arm. The movable gap is a circumferential gap disposed between the rocker arm and the fixed member. The fixing part includes an arc-shaped stopper having an arc-shaped recess and an arc-shaped tile arranged concentrically with the rotation axis of the rocker arm. The arc-shaped stopper is made of rubber material and is fixed on the inner wall of the arc-shaped tile by vulcanization. The rocker arm has an arc-shaped protrusion that extends into the arc-shaped recess and rotates with the arc-shaped recess. The rocker arm is provided with push surfaces on both sides of the arc-shaped protrusion that are respectively arranged opposite to the circumferential end surfaces of the arc-shaped stopper, and a circumferential gap is provided between the circumferential end surfaces of the arc-shaped stopper and the corresponding push surfaces.

[0005] The above-mentioned device has problems such as large layout space, heavy weight and high cost. Moreover, such device cannot be arranged on the existing mainstream dual-height valve full air suspension freight vehicle. Moreover, over time, especially when involving overload or ultra-high center of gravity conditions of commercial vehicles, the rocker arm seat will deform or wear, resulting in a larger angle at which the stabilizer bar does not intervene, which in turn greatly affects the roll stability performance of the entire vehicle.

[0006] Specifically, due to the residual travel in the lateral stabilizer bar assembly, the vehicle's roll angle is greater than that of a traditional stabilizer bar under the same lateral force, resulting in a reduction in the vehicle's overall anti-roll performance. This poses a significant performance risk for commercial vehicles with an extremely high center of mass or high mass. Furthermore, severe operating conditions can accelerate wear and damage to the rocker arm mount.

[0007] At the same time, when a vehicle is fully loaded, it requires greater roll stiffness to improve roll stability. However, due to the gap or non-rigid contact between the rocker arm seat and the push surface, vehicles equipped with this anti-roll system will experience a larger roll angle under the same lateral acceleration. This is because the anti-roll torque provided by this system is less than that of traditional anti-roll systems at the same roll angle, which is detrimental to vehicle safety. Furthermore, the significant difference in anti-roll stiffness between fully loaded and unloaded vehicles is detrimental to the driving experience. Summary of the Invention

[0008] The embodiments of the present application provide a lateral stabilizer bar assembly and a vehicle with variable roll stiffness to address the problem in the related art that, due to a certain amount of idle travel left in the lateral stabilizer bar assembly, the vehicle's roll angle will be greater than that of a traditional stabilizer bar under the same lateral force, resulting in a decrease in the vehicle's overall anti-roll performance. For commercial vehicles with an extremely high center of mass or a large mass, there is a greater performance risk.

[0009] In a first aspect, a lateral stabilizer bar assembly with variable roll stiffness is provided, comprising:

[0010] anti-roll bar;

[0011] a stabilizer bar boom, the bottom of which is rotatably connected to one end of the transverse stabilizer bar;

[0012] an additional rocker arm, one end of the additional rocker arm being rotatably connected to the top of the stabilizer bar boom, the additional rocker arm being provided with a mounting area for rotatably connecting to the vehicle frame, and the additional rocker arm being further provided with a ratchet tooth;

[0013] a pawl, the pawl being located above the additional rocker arm, with one end of the pawl being rotatably connected to the vehicle frame and the other end being adapted to the ratchet teeth;

[0014] A separation mechanism is used to drive the pawl to separate from the ratchet teeth.

[0015] In some embodiments, the additional rocker arm has a supporting portion for supporting against the frame. When the additional rocker arm rotates along a first direction to a first preset angle, the supporting portion supports the frame. When the additional rocker arm rotates along a second direction to a second preset angle, the pawl engages with the ratchet teeth. The first direction is opposite to the second direction.

[0016] In some embodiments, the lateral stabilizer bar assembly further comprises a plurality of limit blocks of different thicknesses, wherein the limit blocks are selectively detachably mounted on the vehicle frame at positions abutting against the abutting portion;

[0017] And / or, the supporting portion is provided with a first buffer pad.

[0018] In some embodiments, the stabilizer boom comprises:

[0019] Rod body;

[0020] Two upper mounting arms, the two upper mounting arms being arranged on both sides of the rod body, and forming an upper receiving space for receiving the additional rocker arm between the two upper mounting arms;

[0021] The first rotating shaft is passed through the additional rocker arm, and two ends of the first rotating shaft are respectively fixed on the two upper mounting arms.

[0022] In some embodiments, a metal bushing and a rubber bushing are provided between the first rotating shaft and the additional rocker arm, and the rubber bushing is located outside the metal bushing.

[0023] In some embodiments, when the pawl is engaged with the ratchet teeth, the additional rocker arm abuts against the top of the rod;

[0024] And / or, a second buffer pad is provided at a position of the additional rocker arm corresponding to the top of the rod body.

[0025] In some embodiments, the stabilizer bar boom further comprises:

[0026] Two lower mounting arms, the two lower mounting arms being arranged on both sides of the rod body, and forming a lower receiving space for receiving the transverse stabilizer bar between the two lower mounting arms;

[0027] The second rotating shaft is passed through the transverse stabilizer bar, and two ends of the second rotating shaft are respectively fixed on the two lower mounting arms.

[0028] In some embodiments, a metal spherical bushing is provided between the second rotating shaft and the transverse stabilizer bar.

[0029] In some embodiments, the separation mechanism uses an electromagnet, and the pawl is formed with a magnetic attraction portion adapted to the electromagnet;

[0030] And / or, the lateral stabilizer bar assembly also includes a stabilizer bar bracket, the separation mechanism is installed on the stabilizer bar bracket, the stabilizer bar bracket is provided with a first mounting seat and a second mounting seat, the first mounting seat is provided with a third rotating shaft, the third rotating shaft is connected to the pawl, the second mounting seat is provided with a fourth rotating shaft, and the fourth rotating shaft passes through the mounting area of ​​the additional rocker arm.

[0031] In a second aspect, a vehicle is provided, comprising a frame and a lateral stabilizer bar assembly with variable roll stiffness as described above, with an additional rocker arm and a pawl rotatably connected to the frame.

[0032] The beneficial effects of the technical solution provided by this application include:

[0033] The present invention provides a variable roll stiffness stabilizer bar assembly and vehicle. Based on the kinematic principles of the mechanism, the present invention adds a ratchet-like engagement and locking mechanism to a conventional stabilizer bar assembly. Specifically, this engagement and locking mechanism integrates a ratchet tooth on an additional rocker arm and adds a pawl, so that the pawl and the additional rocker arm form the aforementioned ratchet-like engagement and locking mechanism. Because the ratchet can only rotate in one direction and cannot reverse, a disengagement mechanism is incorporated to engage and disengage the ratchet teeth, enabling the vehicle to dynamically adjust the roll stiffness provided by the stabilizer bar assembly at small angles based on actual operating conditions.

[0034] When the release mechanism drives the pawl away from the ratchet teeth to release the engagement between the pawl and the ratchet teeth, the lateral stabilizer bar assembly has the effect of not providing anti-roll torque when the vehicle rolls at a small angle, regardless of the working conditions, which can improve smoothness.

[0035] When the pawl and ratchet teeth engage with each other, the vehicle's lateral stabilizer bar assembly will fully intervene in the vehicle's roll.

[0036] When the release mechanism drives the pawl to leave the ratchet teeth again to release the engagement between the pawl and the ratchet teeth, the state switching can be completed.

[0037] Generally speaking, the vehicle's roll performance when unloaded is sufficient to cope with most situations. Therefore, at small angles, the separation mechanism is used to drive the pawl away from the ratchet teeth to release the engagement between the pawl and the ratchet teeth. The lateral stabilizer bar assembly does not provide anti-roll torque effect, and non-intervention can significantly improve smoothness, especially when the engineering vehicle returns to the loading point after unloading under harsh working conditions.

[0038] When fully loaded, if the vehicle has a low center of mass and few turns, the situation is more complicated, regardless of whether it is off-road. The user can decide whether to engage the pawl with the ratchet teeth according to the actual situation.

[0039] When fully loaded, if the vehicle has a high center of mass and makes many turns, the pawl and the ratchet teeth 30 engage with each other, and the lateral stabilizer bar assembly intervenes in the vehicle roll throughout the entire process to improve the vehicle's transportation efficiency and enhance the vehicle's anti-roll performance.

[0040] It can be seen that compared with the related art, due to the presence of a certain amount of idle travel in the lateral stabilizer bar assembly, the vehicle's roll angle will be greater than that of a traditional stabilizer bar under the same lateral force, resulting in a reduction in the vehicle's overall anti-roll performance. For commercial vehicles with an extremely high center of mass or a large mass, there is a greater performance risk. Based on actual conditions, this application disengages the pawl from the ratchet teeth during small-angle roll, so that the lateral stabilizer bar assembly does not provide an anti-roll torque effect, thereby significantly improving ride comfort. When the vehicle's center of mass is high and there are many turns, the pawl and ratchet teeth engage, allowing the lateral stabilizer bar assembly to fully intervene in the vehicle's roll, providing an anti-roll torque effect, thereby improving vehicle transportation efficiency and enhancing vehicle safety performance.

[0041] In addition, for vehicles equipped with multiple sets of the aforementioned stabilizer bar assemblies, the front and rear roll stiffness ratios can be flexibly combined based on the vehicle's moment of inertia to reduce the frame torsion angle, improve steering consistency and vehicle roll angle, and deliver a better driving experience and improved durability.

[0042] Furthermore, for vehicles equipped with multiple stabilizer bar assemblies, the corresponding stabilizer bar assembly can be enabled or disabled based on actual usage, allowing the vehicle's anti-roll stiffness to vary with roll angle. For example, at 0° roll, one stabilizer bar is active; at 2°, two stabilizer bars are active; and at 4°, all stabilizer bars are active. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0044] Figure 1 A schematic diagram of a lateral stabilizer bar assembly with variable roll stiffness provided in an embodiment of the present application being installed on a vehicle frame;

[0045] Figure 2 A cross-sectional view of a lateral stabilizer bar assembly with variable roll stiffness provided in an embodiment of the present application when installed on a vehicle frame;

[0046] Figure 3 for Figure 2 Enlarged view of the dotted circle;

[0047] Figure 4 A schematic diagram of a lateral stabilizer bar assembly with variable roll stiffness provided in an embodiment of the present application when in the upper limit position;

[0048] Figure 5 This is a schematic diagram of the lower limit position of the lateral stabilizer bar assembly with variable roll stiffness provided in an embodiment of the present application.

[0049] In the figure: 1. Transverse stabilizer bar; 2. Stabilizer bar suspension rod; 20. Rod body; 21. Upper mounting arm; 22. First rotating shaft; 23. Metal bushing; 24. Rubber bushing; 25. Lower mounting arm; 26. Second rotating shaft; 27. Metal spherical bushing; 3. Additional rocker arm; 30. Ratchet teeth; 31. Abutment; 32. First buffer pad; 33. Second buffer pad; 4. Pawl; 40. Magnetic part; 5. Separation mechanism; 6. Frame; 7. Limit block; 70. Locking member; 8. Stabilizer bar bracket; 80. First mounting seat; 81. Second mounting seat; 82. Third rotating shaft; 83. Fourth rotating shaft. DETAILED DESCRIPTION

[0050] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0051] See also Figure 1 、 Figure 2 、 Figure 3 As shown, the embodiment of the present application provides a lateral stabilizer bar assembly with variable roll stiffness, which includes a lateral stabilizer bar 1, a stabilizer bar hanger 2, an additional rocker arm 3, a pawl 4 and a release mechanism 5; the bottom of the stabilizer bar hanger 2 is rotatably connected to one end of the lateral stabilizer bar 1, that is, each end of the lateral stabilizer bar 1 is rotatably connected to a stabilizer bar hanger 2, as shown in FIG. Figure 2As shown; one end of the additional rocker arm 3 is rotatably connected to the top of the stabilizer bar boom 2, and the additional rocker arm 3 is provided with a mounting area for rotatably connecting to the frame 6. When the additional rocker arm 3 is installed on the frame 6, the additional rocker arm 3 can also rotate around the frame 6. A ratchet tooth 30 is also provided on the additional rocker arm 3, that is, a structure similar to the ratchet tooth 30 is designed on the upper part of the additional rocker arm 3 to cooperate with the pawl 4; the pawl 4 is located above the additional rocker arm 3, and one end thereof is used to be rotatably connected to the frame 6, and the other end is adapted to the ratchet tooth 30 and can engage with the ratchet tooth 30; the separation mechanism 5 is used to drive the pawl 4 away from the ratchet tooth 30 to release the engagement between the pawl 4 and the ratchet teeth 30.

[0052] Based on the kinematic principles of the mechanism, this application adds a ratchet-like engagement and locking mechanism to a conventional stabilizer bar assembly. Specifically, this engagement and locking mechanism integrates a ratchet tooth 30 on the additional rocker arm 3 and adds a pawl 4, so that the pawl 4 and the additional rocker arm 3 form the aforementioned ratchet-like engagement and locking mechanism. Because the ratchet itself can only rotate in one direction and cannot reverse, a disengagement mechanism 5 is provided on this basis. This disengagement mechanism 5 is used to engage and disengage the ratchet teeth, enabling the vehicle to dynamically adjust the roll stiffness provided by the stabilizer bar assembly at small angles based on actual operating conditions.

[0053] When the release mechanism 5 drives the pawl 4 to leave the ratchet teeth 30 to release the engagement between the pawl 4 and the ratchet teeth 30, the lateral stabilizer bar assembly has the effect of not providing anti-roll moment when the vehicle rolls at a small angle, regardless of the working conditions, thereby improving smoothness.

[0054] When the pawl 4 and the ratchet teeth 30 are engaged with each other, the vehicle's lateral stabilizer bar assembly will fully intervene in the vehicle's roll.

[0055] When the separation mechanism 5 drives the pawl 4 to separate from the ratchet teeth 30 again to release the engagement between the pawl 4 and the ratchet teeth 30 , the state switching can be completed.

[0056] Generally speaking, the roll performance of the vehicle when unloaded is sufficient to cope with most situations. Therefore, at small angles, the separation mechanism 5 is used to drive the pawl 4 away from the ratchet teeth 30 to release the engagement between the pawl 4 and the ratchet teeth 30. The lateral stabilizer bar assembly does not provide an anti-roll torque effect, and non-intervention can significantly improve smoothness, especially when the engineering vehicle returns to the loading point after unloading under harsh working conditions.

[0057] When fully loaded, if the vehicle has a low center of mass and few turns, the situation is more complicated regardless of whether the vehicle is off-road or not. The user can decide whether to engage the pawl 4 with the ratchet teeth 30 according to the actual situation.

[0058] When fully loaded, if the vehicle has a high center of mass and makes many turns, the pawl 4 and the ratchet teeth 30 engage with each other, and the lateral stabilizer bar assembly intervenes in the vehicle roll throughout the entire process, thereby improving the vehicle's transportation efficiency and enhancing the vehicle's anti-roll performance.

[0059] It can be seen that compared to the related art, due to the presence of a certain amount of idle travel in the lateral stabilizer bar assembly, the vehicle's roll angle will be greater than that of a traditional stabilizer bar under the same lateral force, resulting in a reduction in the vehicle's overall anti-roll performance. For commercial vehicles with an extremely high center of mass or a large mass, there is a significant performance risk. Based on actual conditions, the present application disengages the pawl 4 from the ratchet teeth 30 during small-angle roll, so that the lateral stabilizer bar assembly does not provide an anti-roll moment effect, thereby significantly improving ride comfort. However, when the vehicle has a high center of mass and makes many turns, the pawl 4 engages the ratchet teeth 30, allowing the lateral stabilizer bar assembly to fully intervene in the vehicle's roll, providing an anti-roll moment effect, thereby improving vehicle transportation efficiency and enhancing vehicle safety performance.

[0060] In addition, for vehicles equipped with multiple sets of the aforementioned stabilizer bar assemblies, the front and rear roll stiffness ratios can be flexibly combined based on the vehicle's moment of inertia to reduce the frame torsion angle, improve steering consistency and vehicle roll angle, and deliver a better driving experience and improved durability.

[0061] Furthermore, for vehicles equipped with multiple stabilizer bar assemblies, the corresponding stabilizer bar assembly can be enabled or disabled based on actual usage, allowing the vehicle's anti-roll stiffness to vary with roll angle. For example, at 0° roll, one stabilizer bar is active; at 2°, two stabilizer bars are active; and at 4°, all stabilizer bars are active.

[0062] In addition, since the pawl 4 and the ratchet teeth 30 are formed with a groove structure, when the stabilizer bar assembly fails, the ratchet teeth and the pawl can be manually disengaged by using a pry bar.

[0063] In order to more conveniently release the engagement between the pawl 4 and the ratchet teeth 30 and to engage the pawl 4 with the ratchet teeth 30, see Figure 1 and Figure 3 As shown, the separation mechanism 5 adopts an electromagnet, and the pawl 4 is formed with a magnetic attraction portion 40 adapted to the electromagnet; the electromagnet can be conveniently controlled by using a button in the cab to realize power on and power off.

[0064] When the electromagnet is energized, the magnetic attraction portion 40 on the pawl 4 will be attracted to the position of the electromagnet. At this time, no matter what working conditions are, the lateral stabilizer bar assembly has the effect of not providing anti-roll moment when the vehicle rolls at a small angle, which can improve smoothness.

[0065] When the electromagnet is powered off and does not work, since the pawl 4 is located above the additional rocker arm 3, the pawl 4 will rest on the additional rocker arm 3 under the action of its own gravity. At this time, according to the unidirectional rotation characteristic of the ratchet, when the roll angle is large enough, the additional rocker arm 3 will rotate sufficiently. Figure 3 In the middle, the additional rocker arm 3 rotates clockwise. After the ratchet teeth 30 on the additional rocker arm 3 rotate past the pawl 4, the pawl 4 falls due to gravity and automatically engages and locks with the ratchet teeth 30. The same happens on the other side. When both ends are locked, the vehicle's lateral stabilizer bar assembly will fully intervene in the vehicle's roll.

[0066] When the pawl 4 locks the ratchet teeth 30 , the electromagnet can be energized again to take effect and the pawl can be disengaged from the ratchet teeth 30 , thereby completing the state switching.

[0067] To facilitate installation, see Figure 1 and Figure 3 As shown, the lateral stabilizer bar assembly also includes a stabilizer bar bracket 8. The release mechanism 5 is mounted on the stabilizer bar bracket 8. The stabilizer bar bracket 8 is provided with a first mounting seat 80 and a second mounting seat 81. The first mounting seat 80 is provided with a third rotating shaft 82, which is connected to the pawl 4. The second mounting seat 81 is provided with a fourth rotating shaft 83, which passes through the mounting area of ​​the additional rocker arm 3. The stabilizer bar bracket 8 is used to indirectly mount the aforementioned components to the vehicle frame 6.

[0068] See also Figure 4 As shown, the present application utilizes the pawl 4 to lock the ratchet teeth 30 to form an upper limit position, see Figure 3 and Figure 5 As shown, the additional rocker arm 3 has a supporting portion 31 for supporting the frame 6. When the additional rocker arm 3 rotates in a first direction to a first preset angle, the supporting portion 31 supports the frame 6. When the additional rocker arm 3 rotates in a second direction to a second preset angle, the pawl 4 engages with the ratchet teeth 30. The first direction is opposite to the second direction. For example, see Figure 3 The first direction is counterclockwise, and the second direction is clockwise. When the abutting portion 31 abuts against the vehicle frame 6, a lower limit is formed. The first preset angle and the second preset angle can be determined according to actual needs.

[0069] At this time, the supporting portion 31 on the additional rocker arm 3 is supported on the stabilizer bar bracket 8 , and further indirectly supported on the vehicle frame 6 .

[0070] See also Figure 3 As shown, in order to protect the additional rocker arm 3 and the stabilizer bar bracket 8 or the vehicle frame 6 , the abutting portion 31 is provided with a first buffer pad 32 .

[0071] As can be seen, in this embodiment, the addition of the additional rocker arm 3 increases the degree of freedom of the stabilizer bar assembly. Simultaneously, the additional rocker arm 3, the stabilizer bar bracket 8, and the stabilizer bar hanger are mutually restrained. This mechanism allows the stabilizer bar assembly to move freely within a certain range without being restrained. If the stabilizer bar assembly is not restrained, the stabilizer bar will not interfere with vehicle roll. However, once the stabilizer bar assembly contacts the restraint, it will intervene in vehicle roll and provide roll stiffness.

[0072] At the same time, the distance between the upper and lower limits can be adjusted through the adjustment mechanism, and the intervention angle of the stabilizer bar can be adjusted conveniently and quickly, thereby achieving compatibility with vehicle models in different operating environments.

[0073] Specifically, see Figure 3 As shown, the above-mentioned adjustment mechanism includes a plurality of limit blocks 7 of different thicknesses, and the limit blocks 7 are selectively detachably mounted on the vehicle frame 6 at positions where they abut against the abutting portion 31; or, if the lateral stabilizer bar assembly is mounted on the vehicle frame 6 using the stabilizer bar bracket 8, the limit blocks 7 are selectively detachably mounted on the stabilizer bar bracket 8 at positions where they abut against the abutting portion 31, and can be specifically fixed by locking members 70, such as bolts and nuts.

[0074] The thicker the limit block 7 is, the smaller the free movement space between the upper and lower limit blocks is, and the smaller the angle of intervention of the stabilizer bar system is.

[0075] In addition to using limit blocks 7 of different thicknesses to adjust the free movement space between the upper and lower limit blocks, multiple limit blocks 7 of the same thickness can also be stacked to adjust the free movement space between the upper and lower limit blocks.

[0076] In order to realize the rotation between the stabilizer bar boom 2 and the additional rocker arm 3, see Figure 1 and Figure 3 As shown, the stabilizer bar boom 2 includes a rod body 20, two upper mounting arms 21 and a first rotating shaft 22. The two upper mounting arms 21 are arranged on both sides of the rod body 20, and an upper receiving space for accommodating the additional rocker arm 3 is formed between the two upper mounting arms 21. The additional rocker arm 3 is located in the receiving space. The first rotating shaft 22 is passed through the additional rocker arm 3, and its two ends are respectively fixed on the two upper mounting arms 21.

[0077] See also Figure 3As shown, a metal bushing 23 and a rubber bushing 24 are provided between the first rotating shaft 22 and the additional rocker arm 3. The rubber bushing 24 is located on the outside of the metal bushing 23. The metal bushing 23 and the rubber bushing 24 form a composite bushing. The provision of the rubber bushing 24 can not only avoid hard contact between metal and metal and alleviate wear, but also provide more degrees of freedom for the rotation between the additional rocker arm 3 and the stabilizer bar boom 2.

[0078] See also Figure 4 As shown, an inclined surface is formed on the top of the rod body 20. When the pawl 4 engages with the ratchet teeth 30, the additional rocker arm 3 is supported on the inclined surface at the top of the rod body 20. By forming the inclined surface, the contact area between the rod body 20 and the additional rocker arm 3 is increased, and the pressure is reduced, thereby achieving a protective effect on the additional rocker arm 3. Furthermore, the additional rocker arm 3 is provided with a second buffer pad 33 at a position corresponding to the top of the rod body 20.

[0079] In order to realize the rotation between the stabilizer bar 2 and the transverse stabilizer bar 1, see Figure 1 As shown, the stabilizer bar boom 2 also includes two lower mounting arms 25 and a second rotating shaft 26. The two lower mounting arms 25 are arranged on both sides of the rod body 20, and a lower receiving space for accommodating the lateral stabilizer bar 1 is formed between the two lower mounting arms 25. The second rotating shaft 26 is passed through the lateral stabilizer bar 1, and its two ends are respectively fixed on the two lower mounting arms 25.

[0080] In order to provide more degrees of freedom for the rotation between the lateral stabilizer bar 1 and the stabilizer bar boom 2, see Figure 2 As shown, a metal spherical bushing 27 is provided between the second rotating shaft 26 and the transverse stabilizer bar 1 .

[0081] An embodiment of the present application further provides a vehicle, which includes a frame 6 and a lateral stabilizer bar assembly with variable roll stiffness as mentioned in any of the above embodiments, wherein the additional rocker arm 3 and the pawl 4 are rotatably connected to the frame 6.

[0082] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it 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, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0083] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0084] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A lateral stabilizer bar assembly with variable roll stiffness, characterized in that: It includes: stabilizer bar (1); A stabilizer bar boom (2), the bottom of the stabilizer bar boom (2) being rotatably connected to one end of the transverse stabilizer bar (1); an additional rocker arm (3), one end of the additional rocker arm (3) being rotatably connected to the top of the stabilizer bar boom (2), the additional rocker arm (3) being provided with a mounting area for being rotatably connected to the vehicle frame (6), and the additional rocker arm (3) being further provided with a ratchet tooth (30); A pawl (4), the pawl (4) being located above the additional rocker arm (3), one end of which is rotatably connected to the vehicle frame (6), and the other end of which is adapted to fit the ratchet teeth (30); a separation mechanism (5), the separation mechanism (5) being used to drive the pawl (4) away from the ratchet teeth (30); The separation mechanism (5) uses an electromagnet, and the pawl (4) is formed with a magnetic attraction portion (40) adapted to the electromagnet; When the electromagnet is energized and becomes effective, the pawl (4) is adsorbed to the electromagnet position, and the lateral stabilizer bar assembly does not provide an anti-roll moment effect; When the electromagnet is powered off and becomes ineffective, the pawl (4) engages and locks with the ratchet teeth (30), and the lateral stabilizer bar assembly intervenes in the vehicle roll; When the pawl (4) locks the ratchet teeth (30), the electromagnet is energized again to enable the pawl (4) to be disengaged from the ratchet teeth (30), thereby completing the state switching.

2. The lateral stabilizer bar assembly with variable roll stiffness according to claim 1, characterized in that: The additional rocker arm (3) has a supporting portion (31) for supporting against the vehicle frame (6); when the additional rocker arm (3) rotates in a first direction to a first preset angle, the supporting portion (31) supports the vehicle frame (6); when the additional rocker arm (3) rotates in a second direction to a second preset angle, the pawl (4) engages with the ratchet teeth (30); the first direction is opposite to the second direction.

3. The lateral stabilizer bar assembly with variable roll stiffness according to claim 2, characterized in that: The lateral stabilizer bar assembly further comprises a plurality of limit blocks (7) of different thicknesses, wherein the limit blocks (7) are selectively detachably mounted on the vehicle frame (6) at positions where they abut against the abutting portion (31); And / or, the supporting portion (31) is provided with a first buffer pad (32).

4. The lateral stabilizer bar assembly with variable roll stiffness according to claim 1, characterized in that: The stabilizer rod boom (2) comprises: Rod body (20); Two upper mounting arms (21), the two upper mounting arms (21) being arranged on both sides of the rod body (20), and forming an upper receiving space for receiving the additional rocker arm (3) between the two upper mounting arms (21); A first rotating shaft (22) is provided on the additional rocker arm (3), and two ends of the first rotating shaft (22) are respectively fixed on the two upper mounting arms (21).

5. The lateral stabilizer bar assembly with variable roll stiffness according to claim 4, characterized in that: A metal bushing (23) and a rubber bushing (24) are provided between the first rotating shaft (22) and the additional rocker arm (3), and the rubber bushing (24) is located outside the metal bushing (23).

6. The lateral stabilizer bar assembly with variable roll stiffness according to claim 4, characterized in that: When the pawl (4) engages with the ratchet teeth (30), the additional rocker arm (3) abuts against the top of the rod body (20); And / or, the additional rocker arm (3) is provided with a second buffer pad (33) at a position corresponding to the top of the rod body (20).

7. The lateral stabilizer bar assembly with variable roll stiffness according to claim 4, characterized in that: The stabilizer rod boom (2) further comprises: Two lower mounting arms (25), the two lower mounting arms (25) being arranged on both sides of the rod body (20), and forming a lower receiving space for receiving the transverse stabilizer bar (1) between the two lower mounting arms (25); A second rotating shaft (26) is provided on the transverse stabilizer bar (1), and two ends of the second rotating shaft (26) are respectively fixed on the two lower mounting arms (25).

8. The lateral stabilizer bar assembly with variable roll stiffness according to claim 7, characterized in that: A metal spherical bushing (27) is provided between the second rotating shaft (26) and the transverse stabilizer bar (1).

9. The lateral stabilizer bar assembly with variable roll stiffness according to claim 1, characterized in that: The lateral stabilizer bar assembly further includes a stabilizer bar bracket (8), the separation mechanism (5) is mounted on the stabilizer bar bracket (8), a first mounting seat (80) and a second mounting seat (81) are provided on the stabilizer bar bracket (8), the first mounting seat (80) is provided with a third rotating shaft (82), the third rotating shaft (82) is connected to the pawl (4), the second mounting seat (81) is provided with a fourth rotating shaft (83), the fourth rotating shaft (83) is provided through the mounting area of ​​the additional rocker arm (3).

10. A vehicle, characterized in that: It comprises a vehicle frame (6), and a lateral stabilizer bar assembly with variable roll stiffness as claimed in any one of claims 1 to 9, wherein an additional rocker arm (3) and a pawl (4) are rotatably connected to the vehicle frame (6).

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