Passive disconnectable stabilizer bar for vehicle and vehicle

Abstract

This invention discloses a passively disconnectable stabilizer bar for vehicles and a vehicle. The stabilizer bar includes: a first rod with a first connector at one end, a receiving cavity formed within the first connector, and a first tooth on the side wall of the receiving cavity; a second rod with a second connector at one end, and a second tooth on the second connector that engages with the first tooth; and an elastic element disposed within the receiving cavity. When the first rod is in a first state relative to the second rod, the first and second teeth remain engaged under the elastic force of the elastic element; when the first rod is in a second state relative to the second rod, either the first or second rod disengages against the elastic force of the elastic element, allowing relative rotation between the first and second rods. Compared with existing technologies, the stabilizer bar provided by this invention can passively disconnect according to vehicle conditions, achieving self-locking and centering functions. It has a fully mechanical structure, consumes no energy, is simple in structure, has low manufacturing costs, and is conducive to widespread adoption.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a passive disconnectable stabilizer bar for vehicles and a vehicle. Background Technology

[0002] A stabilizer bar, also known as an anti-roll bar, is an auxiliary elastic element in a car's suspension. Its main function is to prevent the car from tilting too much during cornering, which could lead to rollover, and to improve ride comfort.

[0003] Currently, stabilizer bars are divided into two types: fixed stiffness stabilizer bars and variable stiffness stabilizer bars, among which:

[0004] A fixed-stiffness stabilizer bar has a fixed torsional stiffness. Because its stiffness is constant, it cannot adapt to different vehicle conditions and driving situations during operation, resulting in poor handling and comfort. When the stabilizer bar stiffness is too high, the vehicle's roll control is good, but the independence of the vehicle's two suspensions is poor, leading to poor ride comfort. Conversely, when the stabilizer bar stiffness is low, the independence of the vehicle's two suspensions is good, resulting in better ride comfort, but poorer roll control and a higher risk of rollover.

[0005] Variable stiffness stabilizer bars enable them to resist body roll when a car is cornering. When a car encounters a high bump, a large pothole, or a significant difference in road surface height between the two sides of the wheel, they can act as if the stabilizer bar has been disconnected, allowing the stabilizer bar to balance vehicle stability, ride comfort, and off-road capability.

[0006] Existing variable stiffness stabilizer bars, which are broken in the middle and involve very complex differential mechanisms and electromagnetic control, result in high manufacturing costs. Summary of the Invention

[0007] The purpose of this invention is to provide a passive disconnectable stabilizer bar for vehicles and a vehicle to solve the technical problems in the prior art. While improving the shortcomings of traditional stabilizer bars, the compact design size can be well applied to various vehicle models.

[0008] This invention provides a passively disconnectable stabilizer bar for automobiles, comprising:

[0009] The first rod has a first connector at one end, and a receiving cavity is formed inside the first connector. The side wall of the receiving cavity is provided with a first tooth.

[0010] The second rod has a second connector at one end, which extends into the receiving cavity. The second connector is provided with a second tooth that mates with the first tooth.

[0011] An elastic element is disposed within the receiving cavity, one end of which elastically abuts against the inner wall surface of the receiving cavity, and the other end of which elastically abuts against the side of the second connecting member opposite to the second tooth; wherein:

[0012] The first rod body has a first state and a second state relative to the second rod body; when the first rod body is in the first state relative to the second rod body, the first tooth and the second tooth remain engaged under the elastic force of the elastic element, and the first rod body and the second rod body can rotate synchronously; when the first rod body is in the second state relative to the second rod body, the first rod body or the second rod body disengages against the elastic force of the elastic element, and the first rod body and the second rod body can rotate relative to each other.

[0013] Furthermore, a first gap is formed between adjacent first teeth, the second teeth extend into the first gap, and the tooth surface of the second teeth is in contact with the side wall surface of the first gap.

[0014] A second gap is formed between adjacent second teeth, the first teeth extend into the second gap, and the tooth surface of the first teeth is in contact with the sidewall of the second gap.

[0015] Furthermore, when F x When T / Rtanα, the first rod and the second rod are in a coupled state;

[0016] Wherein: F x The force exerted by the elastic element on the second connector is represented by T, the input torque at both ends of the stabilizer bar is represented by R, and the radius of the second connector is represented by R.

[0017] Furthermore, a plurality of the first teeth are disposed in contact with the side wall of the receiving cavity and connected to the bottom surface of the receiving cavity.

[0018] Furthermore, the cross-sections of both the first tooth and the second tooth are isosceles trapezoidal structures.

[0019] Furthermore, the receiving cavity has an opening at one end away from the first rod, and a cover is provided at the opening to close the opening. The cover has a through hole in the axial direction, and the second rod passes through the through hole and connects to the second connector.

[0020] Furthermore, the elastic element includes a compression spring, one end of which abuts against the cover, and the other end of which abuts against the second connecting member.

[0021] Furthermore, the second connector has an annular protrusion on the side opposite to the second tooth, and the second rod extends into the annular protrusion, with a spline connection formed between the outer circumferential surface of the second rod and the inner circumferential surface of the annular protrusion.

[0022] Furthermore, the second connector has a first mounting hole through it in the axial direction, and the second rod has a second mounting hole through it in the axial direction. The fixing bolt passes through the first mounting hole and the second mounting hole in sequence to achieve a threaded connection.

[0023] Furthermore, O-rings are provided between the inner circumferential surface of the receiving cavity and the outer circumferential surface of the second connector, between the end face of the second rod and the end face of the second connector, and between the outer circumferential surface of the second rod and the inner circumferential surface of the through hole.

[0024] The present invention also provides a vehicle, comprising:

[0025] Frame;

[0026] Wheels, including front wheels and rear wheels;

[0027] The seat is mounted on the frame;

[0028] A suspension system, comprising a front suspension and a rear suspension, wherein the front wheels are connected to the vehicle frame via the front suspension and the rear wheels are connected to the vehicle frame via the rear suspension;

[0029] A stabilizer bar, which is mounted on the front suspension and / or the rear suspension, wherein the stabilizer bar is the aforementioned stabilizer bar.

[0030] Compared with existing technologies, this invention can passively disconnect according to vehicle conditions, achieving self-locking and centering functions. It features a fully mechanical structure, consumes no energy, is simple in structure, and has low manufacturing costs, facilitating widespread adoption. When the torque on the stabilizer bar is small, and the axial component of the torque on the stabilizer bar is less than the force applied to the second connecting member by the elastic element, the first and second teeth remain engaged, and the first and second rods are coupled into a single structure, generating counteracting torque and reducing the roll angle, resulting in better vehicle roll control performance. When the torque on the stabilizer bar is large, and the axial component of the torque on the stabilizer bar is greater than the force applied to the second connecting member by the elastic element, relative rotation occurs between the first and second teeth. The first and second rods can be independently twisted without affecting each other, allowing the stabilizer bar to balance vehicle stability, driving comfort, and passability. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the vehicle according to the present invention;

[0032] Figure 2 This is an axonometric view of the automotive passive disconnectable stabilizer bar of the present invention in its assembled state;

[0033] Figure 3 This is an isometric view of the overall structure of the vehicle passive disconnectable stabilizer bar of the present invention;

[0034] Figure 4 This is a cross-sectional view of the overall structure of the vehicle passive disconnectable stabilizer bar of the present invention;

[0035] Figure 5 This is an exploded view of one direction of the vehicle passive disconnectable stabilizer bar of the present invention;

[0036] Figure 6 This is an exploded view of the vehicle passive disconnectable stabilizer bar of the present invention from another direction;

[0037] Figure 7 This is a force decomposition diagram of the first and second teeth of the vehicle passive disconnectable stabilizer bar of the present invention.

[0038] Explanation of reference numerals in the attached figures:

[0039] 100-Automotive passive disconnectable stabilizer bar;

[0040] 10 - First rod;

[0041] 20 - Second rod body, 21 - Second mounting hole;

[0042] 30-First connector, 31-Receiving cavity, 32-First tooth, 33-Opening, 34-Cap, 35-Through hole, 36-First gap;

[0043] 40 - Second connector, 41 - Second tooth, 42 - Annular protrusion, 43 - First mounting hole, 44 - Second gap;

[0044] 50 - Elastic element;

[0045] 60-O ring seal;

[0046] 70-Vehicle, 71-Frame, 72-Wheel, 721-Front wheel, 722-Rear wheel, 73-Seat, 74-Suspension system, 75-Body panel. Detailed Implementation

[0047] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0048] like Figure 1A vehicle 70 is shown, comprising: a frame 71, a running gear 72, a seat 73, a suspension system 74, and a body panel 75. The body panel 75 is mounted on the frame 71 and covers at least a portion of the frame 71. The body panel 75 also forms a receiving space around which the seat 73 is at least partially disposed. The running gear 72 includes a front wheel 721 and a rear wheel 722; the suspension system 74 includes a front suspension and a rear suspension, with the front wheel 721 connected to the frame 71 via the front suspension and the rear wheel 722 connected to the frame 71 via the rear suspension. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown. (Example) Figures 2 to 6 As shown, to increase the passability of the vehicle 70 provided in this application, the embodiments of this application also provide a vehicle passive disconnectable stabilizer bar 100. The vehicle passive disconnectable stabilizer bar 100 includes a first bar 10 and a second bar 20. Both the first bar 10 and the second bar 20 are basically configured as an "L" shape, symmetrically arranged on both sides of the vehicle 70 in the left-right direction. The fixed ends of both the first bar 10 and the second bar 20 are connected to the suspension system 74 of the vehicle 70. The free ends of the first bar 10 and the second bar 20 are arranged opposite each other, wherein:

[0049] One end of the first rod 10 is provided with a first connector 30, and a receiving cavity 31 is formed within the first connector 30. In one implementation, the receiving cavity 31 is a cylindrical groove structure, and multiple first teeth 32 are arranged circumferentially around the first connector 30 on the side wall of the receiving cavity 31. The first teeth 32 are fitted against the side wall of the receiving cavity 31 and connected to the bottom surface of the receiving cavity 31 to prevent the second teeth 41 (mentioned later) from dislodging during relative movement with the first teeth 32, thus making the structure more stable. In another implementation, adjacent first teeth 32 are spaced apart.

[0050] A second connector 40 is provided at one end of the second rod 20, and the second connector 40 extends at least partially into the receiving cavity 31. In this embodiment, the second connector 40 has a disc structure, and the outer contour surface of the second connector 40 matches the inner contour surface of the receiving cavity 31. By housing the second connector 40 within the receiving cavity 31 provided by the first connector 30, the overall stabilizer bar structure becomes more compact, requiring less space and making it suitable for various vehicle models. A plurality of second teeth 41 that can engage with the first teeth 32 are arranged circumferentially on the side of the second connector 40 facing the first teeth 32. The second teeth 41 are distributed axially around the second connector 40. Preferably, adjacent second teeth 41 are spaced apart, and the plurality of first teeth 32 mesh with the plurality of second teeth 41.

[0051] like Figure 5 and Figure 6 As shown, a first gap 36 is formed between adjacent first teeth 32, and a second gap 44 is formed between adjacent second teeth 41. When the second tooth 41 meshes with the first tooth 32, the tooth surface of the second tooth 41 is in contact with the side wall surface of the first gap 36, and the tooth surface of the first tooth 32 is in contact with the side wall surface of the second gap 44.

[0052] In this embodiment, the vehicle passive disconnectable stabilizer bar 100 further includes an elastic element 50. The elastic element 50 is disposed within the receiving cavity 31. One elastic end of the elastic element 50 presses against the side of the second connecting member 40 opposite to the second tooth 41, and one end of the elastic element 50 elastically abuts against the inner wall surface of the receiving cavity 31. The other end of the elastic element 50 elastically abuts against the side of the second connecting member 40 opposite to the second tooth 41, thereby applying an elastic force to the second connecting member 40 toward the first connecting member 30. The extension direction of this elastic force is parallel to the axial direction of the first rod 10 or the second rod 20. It can be understood that the first rod 10 and the second rod 20 include a first state and a second state. When the first rod 10 is in the first state relative to the second rod 20, the first tooth 32 and the second tooth 41 remain engaged under the elastic force of the elastic element 50, and the first rod 10 and the second rod 20 can rotate synchronously. When the first rod 10 is in the second state relative to the second rod 20, the first rod 10 or the second rod 20 overcomes the elastic force of the elastic element 50, and the first tooth 32 disengages from the second tooth 41, allowing the first rod 10 and the second rod 20 to move relative to each other. In this embodiment, the disengagement of the first tooth 32 from the second tooth 41 does not mean that they are completely separated; the first tooth 32 and the second tooth 41 remain in contact.

[0053] When the vehicle 70 is on a smooth road, with slight wheel hop and cornering, the torque on the passively disconnectable stabilizer bar 100 is relatively small. The axial force of the first tooth 32 applied to the second tooth 41 on the passively disconnectable stabilizer bar 100 is less than the force applied by the elastic element 50 to the second connecting element 40. At this time, the first rod 10 is in the first state relative to the second rod 20, and the first tooth 32 and the second tooth 41 are engaged. The outer contour surface of the first tooth 32 is in contact with the inner contour surface of the second gap 44, and the outer contour surface of the second tooth 41 is in contact with the inner contour surface of the first gap 36. The first tooth 32 and the second tooth 41 are basically engaged, and the passively disconnectable stabilizer bar 100 is coupled into an integral structure. At this time, the passively disconnectable stabilizer bar 100 is in a non-disconnected state, and its function is the same as that of a traditional stabilizer bar, which can generate counter-torque and reduce the roll angle. The roll control performance of the vehicle 70 is good.

[0054] When the vehicle 70 is on a bumpy road, the instantaneous relative lifting or falling of the left and right wheels 72 will generate huge torque. The torque on the vehicle passive disconnectable stabilizer bar 100 is relatively large. The component of the force applied by the first tooth 32 to the second tooth 41 in the axial direction of the stabilizer bar is greater than the force applied by the elastic element 50 to the second connecting member 40. At this time, the first rod 10 is in the second state relative to the second rod 20. The tooth surface of the first tooth 32 slides along the side wall of the second gap 44, and the tooth surface of the second tooth 41 slides along the side wall of the first gap 36. At the same time, it pushes the second connecting member 40 to move along the axial direction of the receiving cavity 31. At this time, the vehicle passive disconnectable stabilizer bar 100 is in the disconnected state. It should be explained that the description of the vehicle passive disconnectable stabilizer bar 100 being in a disconnected state does not mean that the first bar 10 and the second bar 20 are actually disconnected. It only means that the first bar 10 and the second bar 20 can rotate relative to each other within a certain angle, so that the vehicle passive disconnectable stabilizer bar 100 can take into account the stability, driving comfort and passability of the vehicle 70.

[0055] When the torque force disappears or weakens, the elastic element 50 pushes the second connecting element 40 back to the position where the first tooth 32 and the second tooth 41 remain engaged, and the first rod 10 is back in the first state relative to the second rod 20.

[0056] The passively disconnectable stabilizer bar 100 for vehicles provided in this application can be passively disconnected according to vehicle conditions, realizing self-locking and centering functions. It consumes no energy, has a simple structure, and has low manufacturing cost, which is conducive to its widespread promotion.

[0057] Reference Figure 7 As shown, the force exerted by the elastic element 50 on the second connecting element 40 is F. x If the input torque at both ends of the stabilizer bar is T, and the radius of the second connector 40 is R, then F T =T / R, the force F exerted by the first tooth 32 on the second tooth 41 N1 =F T / sinα、F1=F N1 cosα, thus making F x >F1=F N1 cosα=T / Rtanα, that is, when F x When T / Rtanα, the first rod 10 and the second rod 20 are in a coupled state.

[0058] Since the radius of the second connecting member 40, the tooth profile angle of the first tooth 32, and the tooth profile angle of the second tooth 41 are constants, while the input torque at both ends of the stabilizer bar is a dynamically changing variable, when the input torque at both ends of the stabilizer bar is small, the force applied by the elastic element 50 to the second connecting member 40 satisfies Fx>T / Rtanα, the first tooth 32 and the second tooth 41 remain meshed, and there is no relative rotation between them. When the input torque at both ends of the stabilizer bar is large, the force applied by the elastic element 50 to the second connecting member 40 does not satisfy Fx>T / Rtanα, and relative slippage occurs between the first tooth 32 and the second tooth 41. The first rod 10 and the second rod 20 can rotate independently without affecting each other.

[0059] Reference Figures 4 to 7 As shown, the cross-sections of the first tooth 32 and the second tooth 41 are both set as isosceles trapezoidal structures. Correspondingly, the first gap 36 and the second gap 44 are also isosceles trapezoidal grooves. Those skilled in the art will know that the structure of the first tooth 32 and the structure of the second tooth 41 can have other deformed structures, such as triangles, etc., which are not limited here.

[0060] Furthermore, referring to Figure 5 and Figure 6 As shown, the receiving cavity 31 forms an opening 33 at the end opposite to the first rod 10. A cover 34 is provided at the opening 33 to close the opening 33. In this embodiment, the cover 34 is connected to the first connector 30 by a thread. When it is necessary to assemble or repair the components in the receiving cavity 31, simply unscrew the cover 34 and tighten it after the work is completed. It is convenient and quick. The cover 34 is also a disc structure, and its axis coincides with the axis of the first rod 10. A through hole 35 is passed through the axial direction of the cover 34. The second rod 20 passes through the through hole 35 and is connected to the second connector 40. The second rod 20 can move back and forth in the through hole 35 along the axial direction. When assembling the first rod 10 and the second rod 20, first extend the second connector 40 through the through hole 35, then install the other components, and finally tighten the cover 34 to close the opening 33.

[0061] Furthermore, the elastic element 50 is configured as a compression spring, with one end abutting against the cover 34 and the other end abutting against the second connecting member 40. The spring force ensures that the second tooth 41 continuously abuts against the first tooth 32. When the input torque at both ends of the stabilizer bar is large, the axial force of the first tooth 32 on the second tooth 41 is greater than the spring force of the compression spring. This causes the tooth surface of the first tooth 32 to slide along the side wall of the second gap 44, and the tooth surface of the second tooth 41 to slide along the side wall of the first gap 36. Simultaneously, this pushes the second connecting member 40 to move along the axial direction of the receiving cavity 31, compressing the spring. When the torque on the stabilizer bar disappears or weakens, the compression spring extends, pushing the second connecting member 40 back to its initial position.

[0062] Furthermore, such as Figure 4 As shown, the second connecting member 40 has an annular protrusion 42 protruding from the side opposite to the second tooth body 41. The second rod body 20 extends into the annular protrusion 42, and a spline connection is formed between the outer circumferential surface of the second rod body 20 and the inner circumferential surface of the annular protrusion 42. In this embodiment, an inner spline is provided on the inner circumferential surface of the annular protrusion 42, and an outer spline is provided on the outer circumferential surface of the second rod body 20. The outer spline and the inner spline mesh to form a spline connection, thereby limiting the relative torsion between the second rod body 20 and the second connecting member 40, so that the second rod body 20 and the second connecting member 40 can rotate synchronously.

[0063] Continue to refer to Figure 4 As shown, the second connecting member 40 has a first mounting hole 43 extending through its axial direction, and the second rod 20 has a second mounting hole 21 extending through its axial direction. The fixing bolt passes through the first mounting hole 43 and the second mounting hole 21 in sequence to achieve a threaded connection. This restricts the movement of the second connecting member 40 in the axial direction, thereby rigidly connecting the second connecting member 40 to the second rod 20, while also facilitating disassembly and assembly.

[0064] Reference Figures 4 to 6 As shown, O-rings 60 are provided between the inner circumferential surface of the receiving cavity 31 and the outer circumferential surface of the second connector 40, between the end face of the second rod 20 and the end face of the second connector 40, and between the outer circumferential surface of the second rod 20 and the inner circumferential surface of the through hole 35, so as to improve the sealing effect and prevent oil leakage or foreign matter infiltration.

[0065] The working process of this invention is as follows:

[0066] When vehicle 70 is on a smooth road, with slight wheel hop and when turning, instantaneous torque is generated on the stabilizer bar. Because the axial decomposition force of the torsional force is less than the pre-compression force of the compression spring, the stabilizer bar is not open at this time. Its function is the same as that of a traditional stabilizer bar, which can generate counter-torque and reduce the roll angle. Vehicle 70 has good roll control performance.

[0067] When the vehicle 70 is on a bumpy road, the instantaneous lifting or lowering of the wheel 72 generates a huge force. This force acts on the stabilizer bar to generate a huge instantaneous torque, causing the tooth surface of the first tooth 32 to slide along the side wall of the second gap 44 and the tooth surface of the second tooth 41 to slide along the side wall of the first gap 36. At the same time, it pushes the second connecting member 40 to move along the axial direction of the receiving cavity 31 and further compresses the compression spring. When the torque disappears or weakens, the compression spring returns to its original position and drives the second connecting member 40 back to its original position.

[0068] The above description of the structure, features and effects of the present invention is based on the embodiments shown in the figures. The above are only preferred embodiments of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, shall be within the protection scope of the present invention as long as they do not exceed the spirit covered by the specification and figures.

Claims

1. A passively disconnectable stabilizer bar for vehicles, characterized in that, include: The first rod has a first connector at one end, and a receiving cavity is formed inside the first connector. The side wall of the receiving cavity is provided with a first tooth. The second rod has a second connector at one end, and the second connector has a second tooth that mates with the first tooth. An elastic element is disposed within the receiving cavity, one end of which elastically abuts against the inner wall surface of the receiving cavity, and the other end of which elastically abuts against the side of the second connecting member opposite to the second tooth. The first rod body has a first state and a second state relative to the second rod body; when the first rod body is in the first state relative to the second rod body, the first tooth and the second tooth remain engaged under the elastic force of the elastic element, and the first rod body and the second rod body can rotate synchronously; when the first rod body is in the second state relative to the second rod body, the first tooth or the second tooth disengages against the elastic force of the elastic element, and the first rod body and the second rod body can rotate relative to each other; The second connector extends at least partially into the receiving cavity, and the second connector has a disc structure; The second connector is separate from the second rod body. The second connector has an annular protrusion on the side opposite to the second tooth body. The second rod body extends into the annular protrusion. The elastic element is arranged around the outer peripheral surface of the annular protrusion. The receiving cavity has an opening at one end away from the first rod body. A cover is provided at the opening to close the opening. A through hole is passed through the axial direction of the cover. The second rod body passes through the through hole and is connected to the second connector. The outer circumferential surface of the second rod body and the inner circumferential surface of the annular protrusion form a spline connection; The second connector has a first mounting hole through it along its axis, and the second rod has a second mounting hole through it along its axis. The fixing bolt passes through the first mounting hole and the second mounting hole in sequence to achieve a threaded connection.

2. The vehicle passive disconnectable stabilizer bar according to claim 1, characterized in that: A first gap is formed between adjacent first teeth, and the second teeth extend into the first gap, with the tooth surface of the second teeth in contact with the sidewall of the first gap. A second gap is formed between adjacent second teeth, the first teeth extend into the second gap, and the tooth surface of the first teeth is in contact with the sidewall of the second gap.

3. The automotive passive disconnectable stabilizer bar according to claim 1, characterized in that: When F x When T / Rtanα, the first rod and the second rod are in a coupled state, where α represents the acute angle between the direction of the force between the teeth and the horizontal line; Wherein: F x The force exerted by the elastic element on the second connector is represented by T, the input torque at both ends of the stabilizer bar is represented by R, and the radius of the second connector is represented by R.

4. The vehicle passive disconnectable stabilizer bar according to claim 1, characterized in that: A plurality of the first teeth are disposed in contact with the side wall of the receiving cavity and connected to the bottom surface of the receiving cavity.

5. The automotive passive disconnectable stabilizer bar according to claim 1, characterized in that: Both the first tooth and the second tooth have isosceles trapezoidal cross sections.

6. The automotive passive disconnectable stabilizer bar according to claim 1, characterized in that: The elastic element includes a compression spring, one end of which abuts against the cover, and the other end of which abuts against the second connecting member.

7. The automotive passive disconnectable stabilizer bar according to claim 1, characterized in that: O-rings are provided between the inner circumferential surface of the receiving cavity and the outer circumferential surface of the second connector, between the end face of the second rod and the end face of the second connector, and between the outer circumferential surface of the second rod and the inner circumferential surface of the through hole.

8. A vehicle, characterized in that: include: Frame; Wheels, including front wheels and rear wheels; The seat is mounted on the frame; A suspension system, comprising a front suspension and a rear suspension, wherein the front wheels are connected to the vehicle frame via the front suspension and the rear wheels are connected to the vehicle frame via the rear suspension; A stabilizer bar, the stabilizer bar being mounted on the front suspension and / or the rear suspension, the stabilizer bar being the stabilizer bar according to any one of claims 1-7.

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