Stabilizer bar assembly and vehicle

Abstract

The application relates to a stabilizer bar assembly and a vehicle, the stabilizer bar assembly comprising a housing, a transmission shaft, a first bar, a second bar and an oil cup. The housing is internally provided with a first vane, the transmission shaft is rotationally arranged in the housing, the transmission shaft is provided with a second vane, the first vane, the transmission shaft and the second vane divide the housing into a first cavity and a second cavity, and the oil cup is connected with the first cavity and the second cavity respectively. One end of the first bar is connected to one end of the housing, the other end of the first bar is used for being connected with a wheel on one side of the vehicle, one end of the second bar is connected to the transmission shaft away from the other end of the first bar, and the other end of the second bar is used for being connected with a wheel on the other side of the vehicle. The stabilizer bar assembly and the vehicle provided by the application can ensure that all the wheels can land at the same time when the wheels run on various road conditions through the cooperation of the first bar, the second bar, the housing and the transmission shaft, and the passability and comfort of the vehicle on different road conditions are improved.

Description

Technical Field

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

[0002] A stabilizer bar, also known as an anti-roll bar, is an auxiliary elastic element in a vehicle's suspension. Its main function is to prevent excessive body roll during cornering, thus improving ride comfort. Currently, most stabilizer bars on the market are passive. Figure 1 A schematic diagram of the structure of a stabilizer bar in the prior art, such as... Figure 1 As shown, the passive stabilizer bar 100 is a one-piece tubular part. It can prevent body roll and improve comfort to a certain extent. However, when the vehicle is driving on rough or unpaved roads, due to the different road conditions of the left and right wheels, it is very easy for the four wheels of the vehicle equipped with the traditional stabilizer bar to not be able to touch the ground at the same time, which greatly reduces the vehicle's passability and driving stability. Summary of the Invention

[0003] The purpose of this application is to provide a stabilizer bar assembly and a vehicle to solve the problem of vehicle roll and to improve vehicle passability and safety.

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

[0005] A housing having a receiving space, wherein a first blade is disposed within the receiving space;

[0006] A drive shaft is at least partially disposed within the accommodating space, and a second blade is provided on the drive shaft. The first blade, the drive shaft, and the second blade divide the housing into a first cavity and a second cavity.

[0007] The first rod has one end connected to one end of the housing and the other end used to connect to a wheel on one side of the vehicle.

[0008] The second rod has one end connected to the drive shaft away from the first rod, and the other end of the second rod is used to connect to the wheel on the other side of the vehicle.

[0009] The oil cup is connected to the first cavity and the second cavity respectively.

[0010] In one possible implementation, a first oil inlet and a first oil outlet are provided on the side wall of the first cavity. The oil cup supplies oil to the first cavity through the first oil inlet, and the oil cup returns oil to the first cavity through the first oil outlet.

[0011] The second cavity has a second oil inlet and a second oil outlet on its side wall. The oil cup supplies oil to the second cavity through the second oil inlet and returns oil to the second cavity through the second oil outlet.

[0012] In one possible implementation, the housing is provided with a third oil outlet and a fourth oil outlet, both of which are connected to the oil cup;

[0013] When the volumes of the first cavity and the second cavity are equal, the second blade blocks the third oil outlet and the fourth oil outlet;

[0014] When the volume of the first cavity is greater than the volume of the second cavity, the second blade blocks the fourth oil outlet, and the third oil outlet is connected to the first cavity;

[0015] When the volume of the first cavity is smaller than the volume of the second cavity, the second blade blocks the third oil outlet, and the fourth oil outlet communicates with the second cavity.

[0016] In one possible implementation, a solenoid valve is also included, through which the oil cup is connected to the first oil inlet, the second oil inlet, the first oil outlet, the second oil outlet, the third oil outlet, and the fourth oil outlet.

[0017] In one possible implementation, a bearing assembly is also included, through which the drive shaft is rotatably connected to the housing.

[0018] In one possible implementation, a flange cover is also included, wherein one end of the drive shaft away from the first rod extends from the housing and is fixedly connected to the flange cover, and one end of the second rod is provided with a flange, which is fixedly connected to the flange cover.

[0019] In one possible implementation, the housing includes an end cap that is detachably disposed on one end of the housing away from the first rod.

[0020] In one possible implementation, the drive shaft and the second blade are integrally formed.

[0021] A second aspect of this application also provides a vehicle including the stabilizer bar assembly provided in the first aspect of this application, wherein one end of the first bar is connected to a wheel on one side of the vehicle, and one end of the second bar is connected to a wheel on the other side of the vehicle.

[0022] In one possible implementation, the vehicle is an all-terrain vehicle.

[0023] The technical solution provided in this application can achieve the following beneficial effects:

[0024] The stabilizer bar assembly and vehicle provided in this application can adapt to different road conditions, preventing the left and right wheels from traveling simultaneously on the same plane. When the left and right wheels cannot travel on the same plane simultaneously due to different road conditions, the first and second stabilizers rotate relative to each other under the influence of the wheels. This causes relative rotation between the drive shaft and the housing. At this time, the second blade can rotate a certain angle towards either the first or second cavity, thus adapting to various road conditions and ensuring that all wheels can make contact with the ground simultaneously, improving the vehicle's passability and comfort under different road conditions. Furthermore, when the vehicle is traveling on a smooth road, the road conditions under each wheel are the same. In this case, there is no relative rotation between the first and second stabilizers, maintaining a balanced state between the drive shaft and the housing. That is, the volumes of the first and second cavities are equal, and the oil pressure in both cavities is the same and constant. This allows the stabilizer bar assembly to form a constant stiffness stabilizer bar, ensuring the stability of the vehicle when traveling on smooth roads.

[0025] 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

[0026] Figure 1 This is a schematic diagram of the structure of a stabilizer bar in the prior art;

[0027] Figure 2 A schematic diagram of the structure of the stabilizer bar assembly provided in the embodiments of this application (I);

[0028] Figure 3 A schematic diagram (II) of the structure of the stabilizer bar assembly provided in the embodiments of this application;

[0029] Figure 4 A side view of the stabilizer bar assembly provided in an embodiment of this application;

[0030] Figure 5 An exploded view of the stabilizer bar assembly provided in the embodiments of this application;

[0031] Figure 6 A partial cross-sectional view of the stabilizer bar assembly provided in an embodiment of this application;

[0032] Figure 7 A state diagram of the stabilizer bar assembly provided in this application embodiment when the volume of the first cavity is equal to the volume of the second cavity;

[0033] Figure 8 A state diagram of the stabilizer bar assembly provided in this application embodiment when the volume of the first cavity is larger than the volume of the second cavity;

[0034] Figure 9 A state diagram of the stabilizer bar assembly provided in this application embodiment when the volume of the first cavity is smaller than the volume of the second cavity;

[0035] Figure 10 This is a schematic diagram of the vehicle structure provided in an embodiment of this application.

[0036] Figure label:

[0037] 100-Stabilizer bar;

[0038] 1-Oil cup;

[0039] 2-Shell;

[0040] 21-First oil inlet;

[0041] 22 - First oil outlet;

[0042] 23 - Second oil inlet;

[0043] 24 - Second oil outlet;

[0044] 25 - Third oil outlet;

[0045] 26 - Fourth oil outlet;

[0046] 27 - First blade;

[0047] 28-End cap;

[0048] 29 - Accommodation space;

[0049] 2a-First cavity;

[0050] 2b - Second cavity;

[0051] 3-Drive shaft;

[0052] 31 - Second blade;

[0053] 4 - First shot;

[0054] 5 - Second shot;

[0055] 51-Flange;

[0056] 6-Solenoid valve;

[0057] 7-Flange cover;

[0058] 8-Bearing assembly;

[0059] 81 - Rolling bearing;

[0060] 82-Elastic retaining ring;

[0061] 83 - Sealing ring;

[0062] 9-Vehicles;

[0063] 91 - Wheel.

[0064] 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

[0065] 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.

[0066] 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.

[0067] The wheels on both sides of a vehicle are typically secured by stabilizer bars to improve its anti-roll capability. Existing stabilizer bars are usually passive, meaning they are one-piece tubular components with one end connected to each wheel on either side. However, these existing stabilizer bars have a single fixing method and their stiffness cannot be adjusted. While they ensure passability for vehicles traveling on smooth roads, for vehicles like all-terrain vehicles navigating rough terrain, the difference in road conditions between the left and right wheels creates a height difference, significantly reducing the vehicle's passability and driving stability. Therefore, if... Figures 2 to 9 As shown, this application embodiment provides a stabilizer bar assembly, which includes a housing 2, a drive shaft 3, a first rod 4, a second rod 5, and an oil cup 1. The housing 2 forms a receiving space 29, within which a first blade 27 is disposed. The drive shaft 3 is at least partially disposed within the receiving space 29 and is rotatable within it. A second blade 31 is disposed on the drive shaft 3. The first blade 27, the drive shaft 3, and the second blade 31 divide the receiving space 29 within the housing 2 into a first cavity 2a and a second cavity 2b. The oil cup 1 communicates with both the first cavity 2a and the second cavity 2b.

[0068] The housing 2 can be a cylinder with a cylindrical hollow cavity inside, thus forming the aforementioned receiving space. A first blade 27 is disposed in the receiving space 29 and fixedly mounted on the inner wall of the housing 2. The first blade 27 can be welded to the inner wall of the housing 2, or it can be fixed by fasteners or a fitting structure. Alternatively, the first blade 27 and the housing 2 can be integrally formed. The first blade 27 extends a predetermined distance along the axis of the housing 2, a distance less than the radius of the receiving space. The drive shaft 3 is coaxial with the receiving space. When the drive shaft 3 is installed inside the housing 2, the first blade 27 can make slight contact with the drive shaft 3 or maintain a slight gap to facilitate the rotation of the drive shaft 3. The side of the first blade 27 closest to the drive shaft 3 is an arc-shaped surface, the curvature of which can be the same as the curvature of the drive shaft 3 surface, thus allowing for better adaptation to the drive shaft 3. Furthermore, after the drive shaft 3 is installed into the housing 2, the second blade 31 on the drive shaft 3 can make slight contact with or maintain a slight gap with the inner wall of the housing 2 to facilitate the rotation of the drive shaft 3. The side of the second blade 31 closest to the inner wall of the housing 2 is an arc-shaped surface, and the curvature of this arc-shaped surface can be the same as the curvature of the inner wall surface of the housing 2, thereby better adapting to the housing 2. Thus, when the drive shaft 3 is installed into the housing 2, the first blade 27, the drive shaft 3, and the second blade 31 can divide the accommodating space inside the housing 2 into a first cavity 2a and a second cavity 2b, which can be filled with oil through the oil cup 1.

[0069] Meanwhile, one end of the first rod 4 is connected to one end of the housing 2, and the other end of the first rod 4 is used to connect to the wheel on one side of the vehicle. One end of the second rod 5 is connected to the end of the drive shaft 3 away from the first rod 4, and the other end of the second rod 5 is used to connect to the wheel on the other side of the vehicle. The first rod 4 can be fixedly connected to the housing 2, specifically through welding, snap-fitting, bolting, or other methods. The second rod 5 can be fixedly connected to the drive shaft 3, allowing it to rotate synchronously with the drive shaft 3. When the road conditions for the left and right wheels of the vehicle differ, causing them to not travel simultaneously on the same plane, the first rod 4 and the second rod 5 rotate relative to each other under the influence of the wheels, thereby causing relative rotation between the drive shaft 3 and the housing 2. At this time, the second blade 31 can rotate a certain angle towards either the first cavity 2a or the second cavity 2b, thus adapting to various road conditions and ensuring that all wheels can touch the ground simultaneously, improving the vehicle's passability and comfort under different road conditions.

[0070] Specifically, such as Figure 7As shown, when the vehicle is traveling on a smooth road, and the left and right wheels are basically on the same plane, there is no relative rotation between the first rod 4 and the second rod 5, so that the drive shaft 3 and the housing 2 maintain a balanced state, that is, the volumes of the first cavity 2a and the second cavity 2b are equal. At this time, the second blade 31 is in the balanced position, and the oil pressure of the two cavities is the same and constant. Thus, the stabilizer bar assembly can be formed as a constant stiffness stabilizer bar, which can ensure the stability of the vehicle when traveling on a smooth road.

[0071] When a vehicle is traveling on rough roads, there will be a height difference between the left and right wheels. For example Figure 8 As shown, when the wheel connecting the first rod 4 is on a different plane relative to the wheel connecting the second rod 5, there is a certain angle of relative rotation between the first rod 4 and the second rod 5, causing the second blade 31 to move from its equilibrium position ( Figure 8 The blade 31 rotates towards the second cavity 2b at the position indicated by the dashed line. This equilibrium position is the location of the second blade 31 when the volumes of the first cavity 2a and the second cavity 2b are equal. At this point, the volume of the first cavity 2a is greater than the volume of the second cavity 2b. Figure 9 As shown, when the wheel connecting the second rod 5 is in a higher position relative to the wheel connecting the first rod 4, there is a certain angle of relative rotation between the first rod 4 and the second rod 5, causing the second blade 31 to move from its equilibrium position ( Figure 9 At the position indicated by the dashed line, the wheel rotates towards the first cavity 2a. At this time, the volume of the first cavity 2a is smaller than the volume of the second cavity 2b. Of course, in other embodiments, when the wheel connecting the first rod 4 is at a higher position relative to the wheel connecting the second rod 5, it can correspond to... Figure 9 The state shown can also correspond to the situation where the wheel connected to the second rod 5 is in a higher position relative to the wheel connected to the first rod 4. Figure 8 The state shown is not limited in this embodiment.

[0072] It is understandable that the first rod 4 and the second rod 5 are both L-shaped, so that the drive shaft 3 and the housing 2 can rotate relative to each other when there is a height difference between the wheels on both sides of the vehicle.

[0073] As a specific implementation, the side wall of the first cavity 2a is provided with a first oil inlet 21 and a first oil outlet 22. The oil cup 1 supplies oil to the first cavity 2a through the first oil inlet 21, and the oil cup 1 returns oil to the first cavity 2a through the first oil outlet 22. The side wall of the second cavity 2b is provided with a second oil inlet 23 and a second oil outlet 24. The oil cup 1 supplies oil to the second cavity 2b through the second oil inlet 23, and the oil cup 1 returns oil to the second cavity 2b through the second oil outlet 24.

[0074] When the vehicle needs to travel on rough roads, open the first fuel inlet 21, the second fuel inlet 23, the first fuel outlet 22, and the second fuel outlet 24. For example... Figure 7 and Figure 8As shown, when the second blade 31 rotates from the equilibrium position toward the second cavity 2b along with the drive shaft 3, the volume of the second cavity 2b is compressed, and the oil in the second cavity 2b flows back to the oil cup 1 from the second oil outlet 24. Simultaneously, the volume of the first cavity 2a expands, and the oil cup 1 supplies oil to the first cavity 2a through the first oil inlet 21. Similarly, as... Figure 7 and Figure 9 As shown, when the second blade 31 rotates from the equilibrium position toward the first cavity 2a along with the drive shaft 3, the volume of the first cavity 2a is compressed, and the oil in the first cavity 2a flows back to the oil cup 1 from the first oil outlet 22. At the same time, the volume of the second cavity 2b expands, and the oil cup 1 supplies oil to the second cavity 2b through the second oil inlet 23.

[0075] As a specific implementation method, such as Figures 7 to 9 As shown, the housing 2 is provided with a third oil outlet 25 and a fourth oil outlet 26, both of which are connected to the oil cup 1.

[0076] like Figure 7 As shown, when the volumes of the first cavity 2a and the second cavity 2b are equal, the second blade 31 blocks the third oil outlet 25 and the fourth oil outlet 26. The third oil outlet 25 and the fourth oil outlet 26 are located on the side of the housing 2 away from the first blade 27, and the arc length between the third oil outlet 25 and the fourth oil outlet 26 is less than the maximum arc length of the second blade 31 in the circumferential direction of the housing 2. This allows the second blade 31 to simultaneously close the third oil outlet 25 and the fourth oil outlet 26 when it is in the equilibrium position.

[0077] like Figure 8 As shown, when the volume of the first cavity 2a is greater than the volume of the second cavity 2b, the second blade 31 rotates at a certain angle toward the second cavity 2b. At this time, the second blade 31 can still block the fourth oil outlet 26, while simultaneously connecting the third oil outlet 25 with the first cavity 2a. In this state, when the vehicle needs to travel on a smooth road, the first oil outlet 22 and the second oil outlet 24 are closed, while the first oil inlet 21 and the second oil inlet 23 remain open. As the wheels on both sides of the vehicle gradually travel from a rough road to a smooth road, the second blade 31 gradually rotates toward the equilibrium position. At this time, the volume of the first cavity 2a is compressed, and the oil can quickly flow back to the oil cup 1 from the third oil outlet 25. At the same time, the volume of the second cavity 2b expands, and the oil cup 1 can supply oil to the second cavity 2b through the second oil inlet 23. When the second blade 31 rotates to the equilibrium position, the third oil outlet 25 is closed again, the volumes of the first chamber 2a and the second chamber 2b are equal, the oil in and out of the two chambers stops, and the oil pressure in the first chamber 2a and the second chamber 2b is equal and constant. At this time, the stabilizer bar assembly forms a constant stiffness stabilizer bar, thereby ensuring stable vehicle operation on smooth road conditions.

[0078] like Figure 9As shown, when the volume of the first cavity 2a is smaller than the volume of the second cavity 2b, the second blade 31 rotates at a certain angle toward the first cavity 2a. At this time, the second blade 31 blocks the third oil outlet 25, while simultaneously connecting the fourth oil outlet 26 to the second cavity 2b. In this state, when the vehicle needs to travel on a smooth road, the first oil outlet 22 and the second oil outlet 24 are closed, while the first oil inlet 21 and the second oil inlet 23 remain open. As the wheels on both sides of the vehicle gradually travel from a rough road to a smooth road, the second blade 31 gradually rotates toward the equilibrium position. At this time, the volume of the second cavity 2b is compressed, and the oil can quickly flow back to the oil cup 1 from the fourth oil outlet 26. At the same time, the volume of the first cavity 2a expands, and the oil cup 1 can supply oil to the first cavity 2a through the first oil inlet 21. When the second blade 31 rotates to the equilibrium position, the fourth oil outlet 26 is closed again, the volumes of the first chamber 2a and the second chamber 2b are equal, the oil in the two chambers stops flowing in and out, and the oil pressure in the first chamber 2a and the second chamber 2b is equal and constant. At this time, the stabilizer bar assembly forms a constant stiffness stabilizer bar, thereby ensuring that the vehicle can drive stably on flat road conditions.

[0079] The stabilizer bar assembly also includes a solenoid valve 6. The oil cup 1 is connected to the first oil inlet 21, the second oil inlet 23, the first oil outlet 22, the second oil outlet 24, the third oil outlet 25, and the fourth oil outlet 26 through the solenoid valve 6. Thus, the opening or closing of each oil inlet and outlet can be achieved through the solenoid valve 6, which facilitates control.

[0080] like Figure 5 As shown, in one specific implementation, the stabilizer bar assembly also includes a bearing assembly 8, through which the drive shaft 3 is rotatably connected to the housing 2. The bearing assembly 8 enables stable rotation of the drive shaft 3 within the housing 2. Specifically, the bearing assembly 8 may include a rolling bearing 81, an elastic retaining ring 82, and a sealing ring 83. The drive shaft 3 is rotatably connected to the housing 2 via the rolling bearing 81, and the elastic retaining ring 82 is disposed between the rolling bearing 81 and the sealing ring 83. The rolling bearing 81 ensures a reliable connection between the drive shaft 3 and the housing 2, while also guaranteeing the stability of the drive shaft 3's rotation, and the sealing ring 83 prevents oil leakage.

[0081] As a specific implementation, in order to ensure a reliable connection between the second rod 5 and the drive shaft 3, the stabilizer assembly also includes a flange cover 7. One end of the drive shaft 3 away from the first rod 4 extends out from the housing 2 and is fixedly connected to the flange cover 7. One end of the second rod 5 is provided with a flange 51, which is fixedly connected to the flange cover 7.

[0082] As a specific implementation, in order to facilitate the disassembly and assembly of the drive shaft 3, and in order to achieve the sealing of the first cavity 2a and the second cavity 2b inside the housing 2, the housing 2 includes an end cover 28, which is detachably disposed on the end of the housing 2 away from the first rod 4.

[0083] like Figure 6 and Figure 10 As shown, this application embodiment also provides a vehicle 9, specifically, the vehicle 9 is an all-terrain vehicle. The vehicle 9 includes a stabilizer bar assembly provided in any embodiment of this application, wherein one end of the first bar 4 is connected to a wheel 91 on one side of the vehicle 9, and one end of the second bar 5 is connected to a wheel 91 on the other side of the vehicle 9. When the road conditions on the left and right wheels 91 of the vehicle 9 are different, causing the left and right wheels 91 to not travel on the same plane at the same time, the first bar 4 and the second bar 5 rotate relative to each other under the action of the wheel 91, thereby causing relative rotation between the drive shaft 3 and the housing 2. At this time, the second blade 31 can rotate a certain angle toward the first cavity 2a or the second cavity 2b, thereby adapting to the various road conditions on which the wheel 91 travels, ensuring that each wheel 91 can touch the ground at the same time, and improving the passability and comfort of the vehicle 9 under different road conditions. Furthermore, when vehicle 9 is traveling on a smooth road, the road conditions under each wheel 91 are the same. At this time, there is no relative rotation between the first rod 4 and the second rod 5, so that the drive shaft 3 and the housing 2 maintain a balanced state, that is, the volumes of the first cavity 2a and the second cavity 2b are equal, and the oil pressure in the two cavities is the same and constant. Thus, the stabilizer bar assembly can be formed as a constant stiffness stabilizer bar, which can ensure the stability of vehicle 9 when traveling on a smooth road. By setting this stabilizer bar assembly, the anti-roll function of vehicle 9 on a smooth road surface can be met, as well as the high passability of vehicle 9 at low speeds on rough roads, ensuring safety.

[0084] 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 assembly, characterized in that, include: A housing having a receiving space, wherein a first blade is disposed within the receiving space; A drive shaft is at least partially disposed within the accommodating space and is rotatable relative to the housing. The drive shaft is provided with a second blade, and the first blade, the drive shaft, and the second blade divide the housing into a first cavity and a second cavity. The first rod has one end connected to one end of the housing and the other end used to connect to a wheel on one side of the vehicle. The second rod has one end connected to the drive shaft away from the first rod, and the other end of the second rod is used to connect to the wheel on the other side of the vehicle. An oil cup is connected to the first cavity and the second cavity respectively; The housing is provided with a third oil outlet and a fourth oil outlet, both of which are connected to the oil cup; When the volumes of the first cavity and the second cavity are equal, the second blade blocks the third oil outlet and the fourth oil outlet; When the volume of the first cavity is greater than the volume of the second cavity, the second blade blocks the fourth oil outlet, and the third oil outlet is connected to the first cavity; When the volume of the first cavity is smaller than the volume of the second cavity, the second blade blocks the third oil outlet, and the fourth oil outlet communicates with the second cavity.

2. The stabilizer bar assembly according to claim 1, characterized in that, The first cavity has a first oil inlet and a first oil outlet on its side wall. The oil cup supplies oil to the first cavity through the first oil inlet and returns oil to the first cavity through the first oil outlet. The second cavity has a second oil inlet and a second oil outlet on its side wall. The oil cup supplies oil to the second cavity through the second oil inlet and returns oil to the second cavity through the second oil outlet.

3. The stabilizer bar assembly according to claim 2, characterized in that, It also includes a solenoid valve, through which the oil cup is connected to the first oil inlet, the second oil inlet, the first oil outlet, the second oil outlet, the third oil outlet, and the fourth oil outlet.

4. The stabilizer bar assembly according to any one of claims 1-3, characterized in that, It also includes a bearing assembly, through which the drive shaft is rotatably connected to the housing.

5. The stabilizer bar assembly according to claim 1, characterized in that, It also includes a flange cover, with one end of the drive shaft away from the first rod extending out of the housing and fixedly connected to the flange cover, and a flange plate provided at one end of the second rod, the flange plate being fixedly connected to the flange cover.

6. The stabilizer bar assembly according to claim 1, characterized in that, The housing includes an end cap that is detachably disposed on one end of the housing away from the first rod.

7. The stabilizer bar assembly according to claim 1, characterized in that, The drive shaft and the second blade are integrally formed.

8. A vehicle comprising a stabilizer bar assembly according to any one of claims 1-7, wherein one end of the first bar is connected to a wheel on one side of the vehicle, and one end of the second bar is connected to a wheel on the other side of the vehicle.

9. The vehicle according to claim 8, characterized in that, The vehicle in question is an all-terrain vehicle.

Images