Stabilizer bar and all-terrain vehicle

Abstract

The application relates to a stabilizer bar and an all-terrain vehicle. The stabilizer bar comprises a first rod body, a second rod body, a connecting assembly and a control system. One end of the connecting assembly is connected to the first rod body, and the second end of the connecting assembly is connected to the second rod body; the control system is used for controlling the stabilizer bar, the stabilizer bar comprises a first working condition and a second working condition, the control system can control the stabilizer bar to switch between the first working condition and the second working condition, when the stabilizer bar is in the first working condition, the first rod body and the second rod body rotate synchronously under the action of a torsional force, the risk that the vehicle body rolls over due to the excessively large inclination angle of the vehicle is reduced, when the stabilizer bar is in the second working condition, the second rod body can rotate relative to the first rod body under the action of the torsional force, the passability of the all-terrain vehicle is improved, the operation and escape of the all-terrain vehicle are facilitated, and therefore the working performance of the all-terrain vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a stabilizer bar and an all-terrain vehicle. Background Technology

[0002] A stabilizer bar is installed between the two front wheels and / or the two rear wheels of the vehicle. When the vehicle turns, the tires on both sides of the stabilizer bar experience different forces, resulting in a difference in vertical travel between the two tires. At this time, the stabilizer bar is torsional and generates a force to counteract the torsional force. The torsional force of the stabilizer bar can prevent the height difference between the axles of the two tires from being too large, which would cause the vehicle body to tilt too much, thus increasing the stability of the vehicle. The stabilizer bar is a one-piece structure to increase its strength, but this structure can only be used on relatively smooth road surfaces. When the road conditions are rough, or the road surface has large potholes or bumps, when the tires drive over large potholes, the torsional force of the stabilizer bar results in a smaller difference in the vertical travel of the wheels, causing part of the wheel to separate from the ground, reducing the vehicle's passability and making it difficult for the vehicle to run and get out of trouble. Summary of the Invention

[0003] This application provides a stabilizer bar and an all-terrain vehicle. The stabilizer bar has two working states, which can both increase the stability of the all-terrain vehicle and increase its passability.

[0004] A first aspect of this application provides a stabilizer bar, the stabilizer bar comprising:

[0005] First rod;

[0006] Second rod;

[0007] A connecting component, one end of which is connected to the first rod, and the second end of which is connected to the second rod;

[0008] The control system is used to control the stabilizer bar, which includes a first operating condition and a second operating condition. The control system can control the stabilizer bar to switch between the first operating condition and the second operating condition.

[0009] When the stabilizer bar is in the first working condition, the first and second bars rotate synchronously under the action of torsional force. When the stabilizer bar is in the second working condition, the second bar can rotate relative to the first bar under the action of torsional force.

[0010] In this application, the stabilizer bar reduces the risk of vehicle rollover due to excessive vehicle tilt angle in the first working condition, thereby increasing the stability of vehicle operation; in the second working condition, the stabilizer bar enables the all-terrain vehicle to make contact with the ground even when there is a large height difference between the left and right wheels, increasing the passability of the all-terrain vehicle, facilitating the operation and extrication of the all-terrain vehicle, thereby increasing the working performance of the all-terrain vehicle.

[0011] Optionally, the connector includes a housing, a first rod and a second rod are respectively disposed at both ends of the housing, and the housing is provided with a receiving cavity filled with liquid;

[0012] The housing is provided with a liquid inlet and a liquid outlet. A control switch is connected to the liquid outlet, which is used to control the opening or closing of the liquid outlet.

[0013] When the outlet is closed, the stabilizer bar is in the first working condition; when the outlet is open, the stabilizer bar is in the second working condition.

[0014] In this application, the volume of liquid in the containment cavity can be controlled to be variable or fixed by controlling the opening or closing of the liquid outlet, thereby controlling whether the second rod can rotate relative to the first rod. This simplifies the structure of the stabilizer bar and the control system, thereby reducing the space required for stabilizer bar installation and lowering the production cost of the stabilizer bar.

[0015] Optionally, the second rod includes a chuck, which is at least partially disposed within the inner cavity of the housing, and the chuck and the inner cavity of the housing form a receiving cavity;

[0016] The chuck can move relative to the housing under the action of torsional force, thereby changing the volume of liquid in the receiving cavity.

[0017] In this application, the volume of liquid in the containment cavity can be changed by controlling whether the chuck can move relative to the housing, thereby controlling the stabilizer bar to be in the first working condition or the second working condition. This simplifies the structure of the stabilizer bar and reduces its production cost.

[0018] Optionally, in the chuck and the housing, one is provided with a guide portion and the other is provided with a guide mating portion. The guide portion includes a first sidewall and the guide mating portion includes a second sidewall. The first sidewall is in contact with the second sidewall surface, and the first sidewall has an angle with the axis of the first rod and the second sidewall has an angle with the axis of the first rod.

[0019] When the chuck moves relative to the housing, the guide part and the guide mating part remain in contact.

[0020] In this application, the first and second sidewalls are inclined, allowing the chuck to rotate and move relative to the housing simultaneously, thereby changing the volume of the receiving cavity. This simplifies the structure of the chuck and housing and reduces their production costs. The guide portion and guide mating portion maintain contact, improving the stability of the chuck's movement.

[0021] Optionally, the second working condition may also include a first working state and a second working state;

[0022] When the stabilizer bar is in the second working condition and the torsional force acting on the stabilizer bar is less than the preset value, the chuck does not move relative to the housing. Under the action of the torsional force, the first rod and the second rod rotate synchronously. At this time, the stabilizer bar is in the first working state.

[0023] When the stabilizer bar is in the second working condition and the torsional force acting on the stabilizer bar is greater than a preset value, the chuck can move relative to the housing so that the second rod can rotate relative to the first rod. At this time, the stabilizer bar is in the second working state.

[0024] In this application, the stabilizer bar exists in both a first and a second working state when it is in the second working state, which allows the all-terrain vehicle to operate on both smooth and uneven road conditions. This avoids the problem of users having to frequently adjust the stabilizer bar's working state when road conditions change frequently, thereby simplifying the user's operation and improving the user experience.

[0025] Optionally, the stabilizer bar also includes an elastic element disposed within the inner cavity of the housing;

[0026] One end of the elastic element abuts against the chuck, and the other end of the elastic element abuts against the side wall of the housing.

[0027] In this application, an elastic element is provided, which facilitates the switching of the stabilizer bar between the first and second working states, thereby increasing the working performance of the stabilizer bar while simplifying its structure.

[0028] Optionally, the angle between the first sidewall and the axis of the first rod is α, and the restoring force generated by the elastic element is F. x The torsional force on the first and / or second rod is F. T Then F x With F T Must satisfy: F x / F T <(1-μtanα) / (μ+tanα).

[0029] In this application, F x / F T The value <(1-μtanα) / (μ+tanα) allows the chuck to move relative to the housing under torsional force, thereby ensuring the normal operation of the stabilizer bar and improving its reliability.

[0030] Optionally, the control system also includes a liquid reservoir capable of storing liquid, the liquid reservoir being connected to an inlet and an outlet via a control switch;

[0031] When the control switch opens the liquid outlet, the stabilizer bar is in the second working state, and the liquid in the receiving cavity can enter the liquid reservoir through the liquid outlet;

[0032] When the control switch closes the liquid outlet, the stabilizer is in the first working condition, and the liquid in the containment chamber cannot be discharged from the liquid outlet.

[0033] In this application, a liquid reservoir is provided, which facilitates the recycling of the liquid in the containment cavity and timely replenishment of the liquid in the containment cavity, preventing the liquid in the containment cavity from gradually decreasing and eventually causing the stabilizer bar to fail to work, thereby improving the stability of the stabilizer bar's operation.

[0034] Optionally, the control system also includes a one-way valve connected between the reservoir and the inlet, the one-way valve being used to restrict the liquid in the containment chamber from entering the reservoir through the inlet.

[0035] In this application, the check valve can restrict the flow direction of liquid in the pipeline of the control system, so that liquid can only enter the receiving cavity from the reservoir through the check valve and the inlet. This reduces the risk of the stabilizer bar failing due to the change in the working state of the stabilizer bar caused by the liquid entering the reservoir through the outlet, thereby increasing the stability of the stabilizer bar and increasing the accuracy of the control system in switching the working state of the stabilizer bar.

[0036] Optionally, the control system also includes a pressure sensor for detecting pressure within the piping of the control system.

[0037] In this application, the pressure sensor can detect the pressure in the pipeline of the control system to detect whether the stabilizer bar is leaking and replenish the pipeline with liquid in time, thereby improving the stability of the stabilizer bar's operation.

[0038] A second aspect of this application provides an all-terrain vehicle, the all-terrain vehicle comprising:

[0039] Frame;

[0040] Wheels, which include front wheels and rear wheels;

[0041] Vehicle seat, mounted on the vehicle frame, including the driver's seat;

[0042] The suspension system includes a front suspension and a rear suspension. The front wheels are connected to the frame via the front suspension, and the rear wheels are connected to the frame via the rear suspension.

[0043] The stabilizer bar is any one of the stabilizer bars described above, with both ends of the stabilizer bar connected to the front suspension on both sides, and / or, both ends of the stabilizer bar connected to the rear suspension on both sides.

[0044] In this application, a stabilizer bar is installed between the left and right wheels, which can increase the stability of the all-terrain vehicle. At the same time, when the all-terrain vehicle is running on uneven road surfaces and the vertical difference between the left and right wheels is large, the stabilizer bar can ensure that the wheels are in contact with the ground, thereby increasing the passability of the all-terrain vehicle, facilitating the operation and extrication of the all-terrain vehicle, and thus increasing the working performance of the all-terrain vehicle.

[0045] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the structure of the all-terrain vehicle provided in this application in a specific embodiment;

[0047] Figure 2 for Figure 1 A partial structural diagram;

[0048] Figure 3 for Figure 2 A schematic diagram of the stabilizer bar structure;

[0049] Figure 4 for Figure 2 Exploded view;

[0050] Figure 5 for Figure 4 A structural diagram from another perspective;

[0051] Figure 6 for Figure 4 A sectional view;

[0052] Figure 7 for Figure 6 Enlarged view of section I;

[0053] Figure 8 This is a schematic diagram illustrating the working principle of the control system.

[0054] Figure 9 for Figure 4 Schematic diagram of the middle chuck;

[0055] Figure 10 for Figure 4 Perspective view of the middle shell;

[0056] Figure 11 for Figure 7 A schematic diagram of the forces acting on the chuck when the stabilizer bar is in operation.

[0057] Figure label:

[0058] 1-Stabilizer bar;

[0059] 11-First rod;

[0060] 12 - Second rod;

[0061] 121-Chuck;

[0062] 121a - Limiting and fitting part;

[0063] 122-Connecting rod;

[0064] 122a - Limiting part;

[0065] 13-Connecting components;

[0066] 131 - Casing;

[0067] 131a - Receiving cavity;

[0068] 131b - Liquid inlet;

[0069] 131c - Liquid outlet;

[0070] 131d - End Cap;

[0071] 132 - Guide section;

[0072] 132a - First sidewall;

[0073] 133 - Guiding and mating parts;

[0074] 133a - Second sidewall;

[0075] 14-Control System;

[0076] 141 - Control switch;

[0077] 142 - Liquid reservoir;

[0078] 143 - Check valve;

[0079] 144 - Pressure sensor;

[0080] 145 - Valve block;

[0081] 146 - Piping;

[0082] 15-Elastic component;

[0083] 2-Wheel;

[0084] 21 - Front wheel;

[0085] 22 - Rear wheel;

[0086] 3-Suspension system;

[0087] 4-Frame;

[0088] 5-Car seat.

[0089] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0090] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0091] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0092] The first aspect of this application provides an all-terrain vehicle 100, such as Figures 1-10 As shown, the all-terrain vehicle 100 includes: a stabilizer bar 1, wheels 2, a suspension system 3, a frame 4, and a seat 5. The wheels 2 are connected to the frame 4 via the suspension system 3, and the seat 5 is at least partially mounted on the frame 4 and provides seating. The wheels 2 include front wheels 21 and rear wheels 22. The suspension system 3 includes a front suspension and a rear suspension; the front wheels 21 are connected to the frame 4 via the front suspension, and the rear wheels 22 are connected to the frame 4 via the rear suspension. The stabilizer bar 1 is connected at both ends to the front suspension on both sides, and / or, the stabilizer bar 1 is connected at both ends to the rear suspension on both sides.

[0093] To clearly illustrate the technical solution of this application, the following are also defined: Figure 1The front, rear, left, right, upper, and lower sides are shown. In this application, when the all-terrain vehicle 100 is operating on relatively smooth road conditions, turning will cause different forces on the left and right ends of the suspension system, resulting in different degrees of deformation. This leads to a difference in vertical travel between the left and right wheels 2, posing a risk of vehicle rollover. In this application, a stabilizer bar 1 connects the left and right wheels 2, and the stabilizer bar 1 can switch between a first working condition and a second working condition. When the vehicle is running on a smooth road, the user can control the stabilizer bar 1 to be in the first working condition. When the vehicle turns, the left and right wheels 2 will have a difference in vertical travel and apply a torsional force to the stabilizer bar 1. Under the action of the torsional force, the stabilizer bar 1 undergoes elastic deformation and generates an anti-torsional force to prevent the difference in vertical travel between the left and right wheels 2 from continuing to increase, thereby reducing the risk of excessive body tilt angle when the all-terrain vehicle 100 turns. When the all-terrain vehicle 100 is operating on uneven surfaces, the user can control the stabilizer bar 1 to be in the second working condition. When the vertical travel difference between the left and right wheels 2 is small, the stabilizer bar functions the same as in the first working condition, reducing the risk of excessive body tilt when the all-terrain vehicle 100 turns. When one wheel 2 travels over a large pothole or bump, the stabilizer bar 1 allows for a larger vertical travel difference between the left and right wheels 2, ensuring that both wheels 2 can contact the ground and preventing one wheel 2 from losing traction or the vehicle from tilting due to a smaller travel difference. Therefore, the stabilizer bar 1 between the left and right wheels 2 increases the stability of the all-terrain vehicle 100. Simultaneously, when the all-terrain vehicle 100 is operating on uneven surfaces, the stabilizer bar 1 ensures that the wheels 2 are in contact with the ground, thereby increasing the all-terrain vehicle 100's passability, facilitating its operation and extrication from difficult situations, and ultimately enhancing its overall performance.

[0094] like Figures 2-7 As shown, the stabilizer bar 1 provided in this application includes: a first bar 11; a second bar 12; a connecting assembly 13, one end of which is connected to the first bar 11, and the second end of which is connected to the second bar 12; and a control system 14, which controls the stabilizer bar 1. The stabilizer bar 1 includes a first working condition and a second working condition, and the control system 14 can control the stabilizer bar 1 to switch between the first working condition and the second working condition. When the stabilizer bar 1 is in the first working condition, under the action of torsional force, the first bar 11 and the second bar 12 rotate synchronously. When the stabilizer bar 1 is in the second working condition, under the action of torsional force, the second bar 12 can rotate relative to the first bar 11.

[0095] In this embodiment, when the all-terrain vehicle 100 is running on a smooth road, the user can switch the stabilizer bar 1 to the first working condition through the control system 14. At this time, the first bar 11 and the second bar 12 rotate synchronously, that is, the first bar 11 and / or the second bar 12 can undergo elastic deformation under the drive of the wheel 2 without relative rotation. At the same time, the first bar 11 and / or the second bar 12 generate anti-torsional force. The greater the deformation of the first bar 11 and / or the second bar 12, the greater the anti-torsional force generated by the stabilizer bar 1, making it more difficult for the first bar 11 and / or the second bar 12 to deform, thereby reducing the risk of excessive vehicle tilt angle caused by excessive vertical travel difference between the left and right wheels 2. When the all-terrain vehicle 100 is running on uneven roads, the user can switch the stabilizer bar 1 to the second working condition through the control system 14. At this time, the second bar 12 can rotate relative to the first bar 11 so that there is a large travel difference between the left and right wheels 2, so that both wheels 2 of the all-terrain vehicle 100 can contact the ground, thereby increasing the passability of the all-terrain vehicle 100.

[0096] Therefore, in the first operating condition, stabilizer bar 1 reduces the risk of vehicle rollover due to excessive vehicle tilt angle, thereby increasing vehicle stability. In the second operating condition, stabilizer bar 1 increases the passability of the all-terrain vehicle 100, facilitating its operation and extrication from difficult situations. The stabilizer bar 1 has two operating states, increasing the road conditions the vehicle can operate on, thus expanding its applicability and performance. The first bar 11 and the second bar 12 are connected by a connecting assembly 13, facilitating the movement of the second bar 12 relative to the first bar 11 and simplifying the connection method. The control system 14 controls the operating state of stabilizer bar 1, reducing the risk of incompatibility between the operating state of stabilizer bar 1 and the operating road conditions of the all-terrain vehicle 100, thereby improving the stability of stabilizer bar 1.

[0097] Specifically, such as Figures 2-6 As shown, the connecting assembly 13 includes a housing 131, a first rod 11 and a second rod 12 respectively disposed at both ends of the housing 131; the housing 131 is provided with a receiving cavity 131a, which is filled with liquid; the housing 131 is also provided with a liquid inlet 131b and a liquid outlet 131c, and a control switch 141 is connected to the liquid outlet 131c. The control switch 141 is used to control the opening or closing of the liquid outlet 131c. When the liquid outlet 131c is closed, the stabilizing rod 1 is in the first working condition, and when the liquid outlet 131c is open, the stabilizing rod 1 is in the second working condition.

[0098] In this embodiment, when the control switch 141 closes the liquid outlet 131c, the volume of liquid in the receiving cavity 131a cannot be changed, preventing the second rod 12 from rotating relative to the first rod 11. That is, the first rod 11 and the second rod 12 can only rotate synchronously. At this time, the stabilizing rod 1 is in the first working state. When the control switch 141 opens the liquid outlet 131c, the volume of liquid in the receiving cavity 131a can be changed, allowing the second rod 12 to rotate relative to the first rod 11. At this time, the stabilizing rod 1 is in the second working state. By controlling the opening or closing of the liquid outlet 131c, the volume of liquid in the receiving cavity 131a can be controlled to be variable or fixed, thereby controlling whether the second rod 12 can rotate relative to the first rod 11. This simplifies the structure of the stabilizing rod 1, reduces the number of parts required to control the working state of the stabilizing rod 1, and simplifies the structure of the control system 14 by controlling the opening or closing of the liquid outlet 131c, thereby reducing the space required for the installation of the stabilizing rod 1 and lowering the production cost of the stabilizing rod 1.

[0099] More specifically, such as Figures 3-6 As shown, the second rod 12 includes a chuck 121, which is at least partially disposed in the inner cavity of the housing 131. The chuck 121 and the inner cavity of the housing 131 form a receiving cavity 131a. Under the action of torsional force, the chuck 121 can move relative to the housing 131 to change the volume of liquid in the receiving cavity 131a.

[0100] In this embodiment, when the outlet 131c is closed, the volume of the liquid in the receiving cavity 131a cannot change, preventing the chuck 121 from moving relative to the housing 131. This allows the first rod 11 and the second rod 12 to rotate synchronously, placing the stabilizer 1 in the first operating condition. When the outlet 131c is open, the volume of the liquid in the receiving cavity 131a can change, allowing the chuck 121 to move relative to the housing 131 under torsional force. This causes the second rod 12 to rotate relative to the first rod 11, placing the stabilizer 1 in the second operating condition. Therefore, by controlling whether the chuck 121 can move relative to the housing 131, the volume of the liquid in the receiving cavity 131a can be controlled to change, thereby controlling the stabilizer to be in either the first or second operating condition. This simplifies the structure of the stabilizer 1 and reduces its production cost.

[0101] More specifically, such as Figures 3-6 As shown, in the chuck 121 and the housing 131, one is provided with a guide portion 132, and the other is provided with a guide mating portion 133, as shown. Figure 8 and Figure 9As shown, the guide portion 132 includes a first sidewall 132a, and the guide mating portion 133 includes a second sidewall 133a. The first sidewall 132a and the second sidewall 133a are in surface contact, and the first sidewall 132a and the axis of the first rod 11 are at an angle, and the second sidewall 133a and the axis of the first rod 11 are at an angle. When the chuck 121 moves relative to the housing 131, the guide portion 132 and the guide mating portion 133 abut against each other.

[0102] In this embodiment, the guide portion 132 and the guide mating portion 133 can guide the movement of the chuck 121, preventing the chuck 121 from deviating from its predetermined position during movement, thereby improving the stability of the movement of the chuck 121 and thus improving the stability of the working of the stabilizer bar 1.

[0103] Both the first sidewall 132a and the second sidewall 133a form an angle with the axis of the first rod 11, meaning they are inclined and in surface contact. When the stabilizing rod 1 is in the second working state, the chuck 121 moves relative to the housing 131 under torsional force. Specifically, the chuck 121 moves relative to the housing 131 along the first and second sidewalls 132a. Because the first and second sidewalls 132a are inclined, the chuck 121 rotates relative to the housing 131 while also moving relative to it, thus changing the volume of the receiving cavity 131a. Therefore, the angle between the first and second sidewalls 132a and the axis of the first rod 11 simplifies the structure of the chuck 121 and the housing 131, reducing their production costs.

[0104] When the chuck 121 moves relative to the housing 131, the guide portion 132 abuts against the guide mating portion 133, which can further improve the stability of the movement of the chuck 121.

[0105] Among them, such as Figure 8 and Figure 9 As shown, adjacent first sidewalls 132a and adjacent second sidewalls 133a are transitioned by an arc surface. This avoids damage to the guide portion 132 and guide mating portion 133 during movement caused by sharp points between adjacent first sidewalls 132a and adjacent second sidewalls 133a, thereby extending the service life of the guide portion 132 and guide mating portion 133.

[0106] In addition, such as Figure 8 and Figure 9As shown, the cross-section of the guide portion 132 is triangular or trapezoidal, and the contour of the guide portion 132 is complementary to the contour of the guide mating portion 133. The triangular or trapezoidal cross-section of the guide portion 132 simplifies its structure and facilitates its processing, reducing the number of steps required and thus lowering its production cost. The complementary contours of the guide portion 132 and the guide mating portion 133 ensure that the first sidewall 132a of the guide portion 132 can abut against the second sidewall 133a of the guide mating portion 133. This avoids the risk of the guide mating portion 133 rotating relative to the guide portion 132 when the stabilizer bar 1 is in the first working condition due to gaps between the first and second sidewalls 132a and 133a. This also avoids the risk of the second rod 12 rotating too much relative to the first rod 11 when the stabilizer bar 1 is in the first working condition, leading to vehicle tilting, thereby improving the performance of the stabilizer bar 1.

[0107] like Figures 2-6 As shown, the guide part 132 is disposed on the housing 131, and the guide mating part 133 is disposed on the chuck 121. The first rod 11 is fixedly connected to the housing 131, and the second rod 12 is connected to the housing 131 through the chuck 121. The guide part 132 is disposed on the housing 131, and the guide mating part 133 is disposed on the chuck 121. When the second rod 12 rotates relative to the first rod 11, the guide part 132 and the guide mating part 133 drive the chuck 121 and the second rod 12 to move relative to the housing 131. Therefore, by disposing of the guide part 132 on the housing 131 and the guide mating part 133 on the chuck 121, the structure of the connecting assembly 13 can be simplified, and the problem of excessive size caused by too many parts in the connecting assembly 13 can be avoided, thereby reducing the size of the stabilizer 1 and facilitating the installation of the stabilizer 1.

[0108] like Figures 2-6 As shown, the second rod 12 also includes a connecting rod 122 fixedly connected to the chuck 121. One end of the connecting rod 122 is fixedly connected to the chuck 121, and the other end of the connecting rod 122 extends out of the housing 131 and is fixedly connected to the second rod 12. By using the connecting rod 122 to separately set up and fix the chuck 121 and the second rod 12, it is convenient to install, maintain and replace the chuck 121 in the cavity of the housing 131, thereby facilitating the maintenance and replacement of the guide mating part 133 and extending the service life of the guide mating part 133, the chuck 121 and the second rod 12.

[0109] like Figure 3 and Figure 8As shown, the connecting rod 122 is provided with a limiting part 122a, and the chuck 121 is provided with a limiting engagement part 121a. After the connecting rod 122 is connected to the chuck 121, the limiting part 122a can engage with the limiting engagement part 121a to prevent the connecting rod 122 from rotating relative to the chuck 121, which would prevent the second rod body 12 from driving the chuck 121 to rotate. This improves the stability of the connection between the connecting rod 122, the chuck 121, and the second rod body 12, and also improves the stability and reliability of the working of the stabilizer 1.

[0110] like Figure 3 , Figure 4 and Figure 6 As shown, the housing 131 is provided with a detachable end cap 131d to facilitate the installation, maintenance and replacement of internal parts of the housing 131, thereby extending the service life of internal parts of the housing 131 and improving the performance of the stabilizer bar 1.

[0111] More specifically, such as Figures 2-6 As shown, the control system 14 also includes a liquid reservoir 142, which is capable of storing liquids, such as... Figure 8 As shown, the reservoir 142 is connected to the inlet 131b, and the reservoir 142 is connected to the outlet 131c via the control switch 141. When the control switch 141 controls the outlet 131c to close, the stabilizer 1 is in the first working condition. At this time, the liquid in the receiving cavity 131a cannot be discharged from the outlet 131c. When the control switch 141 controls the outlet 131c to open, the stabilizer 1 is in the second working condition, and the liquid in the receiving cavity 131a enters the reservoir 142 through the control switch 141.

[0112] In this embodiment, when the all-terrain vehicle 100 is running on a smooth road, the user switches the stabilizer bar 1 to the first working state through the control system 14. At this time, the control switch 141 is closed, and the liquid outlet 131c is not connected to the liquid reservoir 142. When the all-terrain vehicle 100 is running on a road surface with large potholes or bumps, the user switches the stabilizer bar 1 to the second working state through the control system 14. When the wheels 2 pass over potholes or bumps, the left and right wheels 2 have a large vertical travel difference. At this time, the chuck 121 moves relative to the housing 131, causing the volume of the receiving cavity 131a to decrease. The liquid in the receiving cavity 131a is squeezed into the liquid reservoir 142 through the liquid outlet 131c and the control switch 141. When the vertical travel difference between the left and right wheels 2 is restored, the chuck 121 moves relative to the housing 131, causing the volume of the receiving cavity 131a to increase. The liquid in the liquid reservoir 142 enters the receiving cavity 131a through the liquid inlet 131b to facilitate the next operation of the stabilizer bar 1. Therefore, the liquid reservoir 142 is provided to facilitate the recycling of liquid in the receiving cavity 131a and to replenish liquid in the receiving cavity 131a in a timely manner, so as to prevent the liquid in the receiving cavity 131a from gradually decreasing and eventually causing the stabilizer bar 1 to fail to work, thereby improving the stability of the stabilizer bar 1 and extending the service life of the stabilizer bar 1.

[0113] More specifically, such as Figure 7 As shown, the control system 14 also includes a one-way valve 143 connected between the reservoir 142 and the inlet 131b. The one-way valve 143 is used to restrict the liquid in the receiving cavity 131a from entering the reservoir 142 through the inlet 131b.

[0114] In this embodiment, when the stabilizer bar 1 is in the first working condition, the outlet 131c is closed. Due to the presence of the one-way valve 143, liquid cannot enter the reservoir 142 through the outlet 131c and the inlet 131b, thus preventing the volume of liquid in the receiving cavity 131a from changing, and consequently preventing the second rod 12 from rotating relative to the first rod 11. When the stabilizer bar 1 is in the second working condition and the difference in vertical travel between the left and right wheels 2 is large, under the action of torsional force, the chuck moves relative to the housing 131, and the volume of the receiving cavity 131a decreases, making... The liquid in the receiving cavity 131a is squeezed into the reservoir 142 through the outlet 131c. Due to the presence of the one-way valve 143, the liquid in the receiving cavity 131a cannot be squeezed into the reservoir 142 through the inlet 131b and the one-way valve 143. When the height difference between the left and right wheels 2 is restored, the volume of the receiving cavity 131a increases, resulting in a lower pressure in the receiving cavity 131a. Under the action of the pressure difference, the liquid in the reservoir 142 enters the receiving cavity 131a through the one-way valve 143 and the inlet 131b, so as to facilitate the next operation of the stabilizer bar 1. If the reservoir 142 and the inlet 131b are directly connected through the pipe 146, the receiving cavity 131a can enter the reservoir 142 regardless of whether the outlet 131c is closed, allowing the chuck to move relative to the housing 131. That is, the stabilizer bar 1 can freely switch between the first and second working conditions, thereby rendering the control system 14 ineffective. When the all-terrain vehicle 100 turns on a smooth road, as the vertical travel difference between the left and right wheels 2 increases, the torsional force on the stabilizer bar 1 gradually increases. When the torsional force on the stabilizer bar 1 exceeds the preset value, the stabilizer bar 1 will automatically switch to the second working condition, causing the second bar 12 to rotate relative to the first bar 11. This allows the vertical travel difference between the left and right wheels 2 to continue to increase, leading to an increase in the vehicle body tilt angle and increasing the risk of vehicle rollover. Therefore, a one-way valve 143 is provided. The one-way valve 143 can prevent the liquid in the receiving cavity 131a from entering the reservoir 142 through the inlet 131b, so that the liquid can only enter the receiving cavity 131a from the reservoir 142 through the one-way valve 143 and the inlet 131b. This reduces the risk that the working state of the stabilizer bar 1 will change due to the liquid entering the reservoir 142 through the outlet 131c, thus causing the stabilizer bar 1 to fail. This increases the stability of the stabilizer bar 1 and increases the accuracy of the control system 14 in switching the working state of the stabilizer bar 1, thereby improving the stability of the control system 14 and thus improving the performance of the stabilizer bar 1.

[0115] Specifically, the control system 14 also includes a pressure sensor 144, which is used to detect the pressure in the pipeline 146 of the control system 14.

[0116] In this embodiment, during the operation of the stabilizer bar 1, the liquid inside the stabilizer bar 1 will be lost during use (this loss may be due to the heat generated by the operation of the stabilizer bar 1 evaporating, leakage at the connection of various parts of the stabilizer bar 1, etc.), causing the pressure in the pipeline 146 of the control system 14 to change. The pressure sensor 144 can detect the pressure in the pipeline 146 of the control system 14 to detect whether the stabilizer bar 1 is leaking and replenish the liquid in the pipeline 146 in time, thereby improving the stability of the stabilizer bar 1.

[0117] In addition, such as Figures 2-5 As shown, the control system 14 also includes a valve block 145, on which the control switch 141, liquid reservoir 142, check valve 143 and pressure sensor 144 are all mounted.

[0118] Specifically, such as Figure 3 , Figure 4 and Figure 6 As shown, when the stabilizer bar 1 is in the second working condition, the stabilizer bar 1 also includes a first working state and a second working state. When the torsional force acting on the stabilizer bar 1 is less than a preset value, the chuck 121 does not move relative to the housing 131. Under the action of the torsional force, the first rod 11 and the second rod 12 rotate synchronously, that is, the first rod 11 and / or the second rod 12 can only undergo elastic deformation and cannot rotate relative to each other. At this time, the stabilizer bar 1 is in the first working state. When the torsional force acting on the stabilizer bar 1 is greater than the preset value, the chuck 121 can move relative to the housing 131 so that the second rod 12 can rotate relative to the first rod 11. At this time, the stabilizer bar 1 is in the second working state.

[0119] In this embodiment, when the user controls the stabilizer bar 1 to switch to the second working state through the control system 14, and the all-terrain vehicle 100 is running on an uneven road surface, the torsional force on the stabilizer bar 1 is greater than a preset value, causing the chuck 121 to move relative to the housing 131 under the action of a larger torsional force, so that the second rod 12 rotates relative to the first rod 11. That is, the stabilizer bar 1 is in the second working state, so that all the wheels 2 of the all-terrain vehicle 100 are in contact with the ground, thereby increasing the grip of the all-terrain vehicle 100. When the all-terrain vehicle 100 runs on a smooth road surface, the torsional force on the stabilizer bar 1 gradually decreases. When the torsional force is less than the preset value, the torsional force on the chuck 121 is small and cannot move relative to the housing 131, so that the second rod 12 cannot rotate relative to the first rod 11. That is, the first rod 11 and the second rod 12 rotate synchronously. At this time, the stabilizer bar 1 switches from the second working state to the first working state to improve the stability of the all-terrain vehicle 100. Therefore, when stabilizer bar 1 is in the second working condition, the all-terrain vehicle 100 can operate on both smooth and uneven road conditions, avoiding the problem that users need to frequently adjust the working state of stabilizer bar 1 when road conditions change frequently, thus simplifying the user's operation and improving the user experience.

[0120] More specifically, such as Figure 3 , Figure 4 and Figure 6 As shown, the stabilizer bar 1 also includes an elastic element 15, which is disposed in the inner cavity of the housing 131; one end of the elastic element 15 abuts against the chuck 121, and the other end of the elastic element 15 abuts against the side wall of the housing 131.

[0121] In this embodiment, one end of the elastic element 15 abuts against the chuck 121, and the other end of the elastic element 15 abuts against the side wall of the housing 131. After installation, the elastic element 15 is compressed and generates a rebound force. During the operation of the stabilizer bar 1, the rebound force of the elastic element 15 can hinder the movement of the chuck 121 relative to the housing 131. Only when the torsional force acting on the chuck 121 can overcome the rebound force of the elastic element 15 can the chuck 121 move relative to the housing 131, thereby causing the second rod 12 to rotate relative to the first rod 11. Therefore, by providing the elastic element 15, it is easy for the stabilizer bar 1 to switch between the first working state and the second working state, which increases the working performance of the stabilizer bar 1 while simplifying its structure.

[0122] Specifically, such as Figure 11 As shown, if the torque input to the first rod 11 and / or the second rod 12 is T, and the effective radius of the chuck 121 is R, then the torsional force F exerted on the chuck 121 by the second rod 12 is... T Satisfy: F T=T / R, at the same time, the chuck 121 will be supported by the guide part 132. n Frictional force F of guide part 132 f The torsional force F of the second rod 12 T and the rebound force F of elastic element 15 x Where the coefficient of sliding friction is μ, F f =μF n When the stabilizer bar 1 is working, to ensure that the chuck 121 can move relative to the housing 131 under the action of torsional force, the following must be satisfied: F T cosα>F f cosα+F x sinα, that is

[0123]

[0124] Therefore, the rebound force F of the elastic element 15 x Torsional force F of the second rod 12 T The following conditions must be met:

[0125]

[0126] In summary, the embodiments of this application provide a stabilizer bar 1, such as... Figure 6As shown, the stabilizer bar 1 includes a first bar 11 and a second bar 12. The first bar 11 and the second bar 12 are respectively connected to the left and right wheels 2 of the all-terrain vehicle 100. The first bar 11 is fixedly connected to the housing 131, and the second bar 12 is connected to the housing 131 via a chuck 121. The second bar 12 is also fixedly connected to the chuck 121 via a connecting rod 122. When the all-terrain vehicle 100 is running on a smooth road surface, the user controls the stabilizer bar 1 to switch to the first working condition through the control system 14. At this time, the control switch 141 is disconnected, and the chuck 121 is connected to the housing 131. The volume of the liquid between the shells 131 cannot change, thus preventing the second rod 12 from rotating relative to the first rod 11. At this time, the first rod 11 and the second rod 12 rotate synchronously under the drive of the wheels 2, and the first rod 11 and / or the second rod 12 undergo elastic deformation, thereby generating anti-torsional force. The anti-torsional force can prevent the vertical travel difference between the left and right wheels 2 from increasing further, thus avoiding the risk of vehicle rollover and improving the stability of the vehicle's operation; when the all-terrain vehicle 1 When operating on roads with large potholes and bumps, the user controls the stabilizer bar 1 to switch to the second working state via the control system 14. At this time, the control switch 141 is turned on. When the torsional force on the stabilizer bar 1 is less than the preset value, the stabilizer bar 1 is in the first working state. At this time, the chuck 121 cannot move relative to the housing 131, so that the first rod 11 and / or the second rod 12 can only undergo elastic deformation. When the torsional force on the stabilizer bar 1 is greater than the preset value, the stabilizer bar 1 switches to the second working state, and the chuck 121 moves relative to the housing 131 along the guide. The first sidewall 132a of part 132 moves, causing the second rod 12 to rotate relative to the first rod 11. At the same time, the liquid in the receiving cavity 131a enters the reservoir 142 through the outlet 131c under the drive of the chuck 121. When the vertical travel difference between the left and right wheels 2 is restored, the torsional force on the stabilizer 1 decreases. Under the action of the elastic force of the elastic element 15, the chuck 121 moves relative to the housing 131. At this time, the liquid in the reservoir 142 enters the receiving cavity 131a through the one-way valve 143 and the inlet 131b under the action of the pressure difference.

[0127] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A stabilizer bar, characterized in that, The stabilizer bar (1) includes: First rod (11); Second rod (12); A connecting component (13) is provided, one end of which is connected to the first rod body and the second end of which is connected to the second rod body. The connecting component (13) includes a housing (131). The first rod body (11) and the second rod body (12) are respectively disposed at both ends of the housing (131). The second rod body (12) includes a chuck (121). The chuck (121) is at least partially disposed in the inner cavity of the housing (131). The chuck (121) and the inner cavity of the housing (131) form a receiving cavity (131a). The receiving cavity (131a) is filled with liquid. A control system (14) is used to control the stabilizer bar (1); the stabilizer bar includes a first working condition and a second working condition; the control system is capable of controlling the stabilizer bar (1) to switch between the first working condition and the second working condition; The housing (131) is also provided with a liquid inlet (131b) and a liquid outlet (131c). A one-way valve (143) is connected to the liquid inlet (131b). The one-way valve (143) is used to restrict the liquid in the receiving cavity (131a) from being discharged through the liquid inlet (131b). A control switch (141) is connected to the liquid outlet (131c). The control switch (141) is used to control the opening or closing of the liquid outlet (131c). When the outlet (131c) is closed, the stabilizer (1) is in the first working condition, and the first rod and the second rod rotate synchronously. When the outlet (131c) is open, the stabilizer (1) is in the second working condition, the chuck (121) can move relative to the housing (131) under the action of torsional force to change the volume of liquid in the receiving cavity (131a), and the second rod (12) can rotate relative to the first rod (11).

2. The stabilizer bar according to claim 1, characterized in that, The chuck (121) and the housing (131) are provided with a guide portion (132) and a guide mating portion (133). The guide portion (132) includes a first sidewall (132a) and the guide mating portion (133) includes a second sidewall (133a). The first sidewall (132a) and the second sidewall (133a) are in surface contact, and the first sidewall (132a) and the axis of the first rod (11) are at an angle, and the second sidewall (133a) and the axis of the first rod (11) are at an angle. When the chuck (121) moves relative to the housing (131), the guide portion (132) and the guide mating portion (133) remain in contact.

3. The stabilizer bar according to claim 2, characterized in that, The second working condition also includes a first working state and a second working state; When the stabilizer bar (1) is in the second working condition and the torsional force acting on the stabilizer bar (1) is less than the preset value, the chuck (121) does not move relative to the housing (131). Under the action of the torsional force, the first rod (11) and the second rod (12) rotate synchronously. At this time, the stabilizer bar (1) is in the first working state. When the stabilizer bar (1) is in the second working condition and the torsional force acting on the stabilizer bar (1) is greater than a preset value, the chuck (121) can move relative to the housing (131) so that the second rod (12) can rotate relative to the first rod (11). At this time, the stabilizer bar (1) is in the second working state.

4. The stabilizer bar according to claim 3, characterized in that, The stabilizer bar (1) also includes an elastic element (15), which is disposed in the inner cavity of the housing (131); One end of the elastic element (15) abuts against the chuck (121), and the other end of the elastic element (15) abuts against the side wall of the housing (131).

5. The stabilizer bar according to claim 4, characterized in that, The angle between the first sidewall (132a) and the axis of the first rod (11) is α, and the restoring force generated by the elastic element (15) is F. x The torsional force on the first rod (11) and / or the second rod (12) is F. T If the coefficient of sliding friction is μ, then F x With F T Must meet: .

6. The stabilizer bar according to any one of claims 1 to 5, characterized in that, The control system (14) further includes a liquid reservoir (142) capable of storing liquid. The liquid reservoir (142) is connected to the liquid inlet (131b) and is connected to the liquid outlet (131c) via the control switch (141). When the control switch (141) controls the liquid outlet (131c) to close, the stabilizer (1) is in the first working condition. At this time, the liquid in the receiving cavity (131a) cannot be discharged from the liquid outlet (131c). When the control switch (141) controls the opening of the liquid outlet (131c), the stabilizer (1) is in the second working condition, and the liquid in the receiving cavity (131a) can enter the liquid reservoir (142) through the liquid outlet (131c).

7. The stabilizer bar according to claim 6, characterized in that, The one-way valve (143) is connected between the reservoir (142) and the inlet (131b). The one-way valve (143) is used to restrict the liquid in the receiving cavity (131a) from entering the reservoir (142) through the inlet (131b).

8. The stabilizer bar according to any one of claims 1 to 5, characterized in that, The control system (14) also includes a pressure sensor (144) for detecting the pressure in the pipeline (146) of the control system (14).

9. An all-terrain vehicle, characterized in that, The all-terrain vehicle includes: Frame (4); Wheel (2), the wheel (2) includes a front wheel (21) and a rear wheel (22); A vehicle seat (5), the vehicle seat (5) being mounted on the vehicle frame (4), the vehicle seat (5) including a driver's seat; The suspension system (3) includes a front suspension and a rear suspension, the front wheel (21) is connected to the frame (4) through the front suspension, and the rear wheel (22) is connected to the frame (4) through the rear suspension. The stabilizer bar (1) is the stabilizer bar (1) according to any one of claims 1 to 8 above, and the two ends of the stabilizer bar (1) are respectively connected to the front suspension on both sides, and / or the two ends of the stabilizer bar (1) are respectively connected to the rear suspension on both sides.

Images