Stabilizer bar arrangement and all-terrain vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a stabilizer bar device and an all-terrain vehicle. The stabilizer bar device comprises a shell assembly, a first engaging piece, a second engaging piece, a first torsion bar, a second torsion bar and a driving device; the driving device is located in the shell assembly and comprises a power assembly, a transmission assembly and a pushing assembly; the transmission assembly is at least partially clamped at two ends of the pushing assembly, and the pushing assembly is at least partially connected with the second engaging piece; the power assembly is connected with the transmission assembly and can drive the transmission assembly to swing; the transmission assembly drives at least part of the pushing assembly to move along the axial direction of the first torsion bar; and the pushing assembly pushes the second engaging piece to be in the engaged state or the disengaged state relative to the first engaging piece. In this way, the transmission mode of the driving device is simple, the power transmission process is very smooth, the failure rate is low, the stability is high, the disengagement and engagement of the stabilizer bar device are facilitated, and the passability, comfort and low-speed driving stability of the vehicle are greatly improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a stabilizer bar device and an all-terrain 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 the vehicle from rolling over due to excessive body roll when cornering, thereby improving ride comfort.

[0003] The stabilizer bar is positioned between the two front wheels and / or the two rear wheels of a vehicle. When the vehicle turns, the wheels at both ends of the stabilizer bar experience different forces, resulting in a difference in vertical travel between the two wheels. At this time, the stabilizer bar is subjected to torsion and generates a force to counteract the torsion. The torsional force of the stabilizer bar can prevent the height difference between the axles of the two wheels from being too large, which would cause the vehicle body to tilt too much, thereby increasing the stability of the vehicle.

[0004] Existing disconnectable stabilizer bars consist of two bars. The disconnectable connection between the two bars can lead to misalignment, resulting in failure to engage and damage to the motor, which greatly reduces the vehicle's passability, comfort, and low-speed stability. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a stabilizer bar device with a simple transmission process that facilitates stable disconnection and engagement.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a stabilizer bar device, comprising: a housing assembly; a first engaging member installed within the housing assembly; a second engaging member installed within the housing assembly and engaging with the first engaging member; a first torsion bar connected to the first engaging member; and a second torsion bar connected to the second engaging member. The stabilizer bar device further comprises a drive device located within the housing assembly. The drive device includes a power component, a transmission component, and a toggle component. The transmission component is engaged at both ends of the toggle component, and the toggle component is at least partially connected to the second engaging member. The power component connects to the transmission component and can drive the transmission component to swing. The transmission component drives at least a portion of the toggle component to move axially along the first torsion bar, and the toggle component pushes the second engaging member to be engaged or disengaged relative to the first engaging member.

[0007] Furthermore, the power assembly includes: a motor, a transmission assembly located on the side of the motor; an eccentric wheel, one end of which is connected to the motor, and the other end of which extends into the transmission assembly. The motor drives the eccentric wheel to rotate eccentrically, and the eccentric wheel causes the transmission assembly to oscillate.

[0008] Furthermore, the transmission assembly includes: a mounting shaft located above the eccentric wheel; a dial, one end of which is sleeved on the mounting shaft, and one end of the eccentric wheel extending into the dial; and an elastic element sleeved on the mounting shaft, and at least partially engaged at both ends of the dial and the actuation assembly; wherein, the rotation of the eccentric wheel causes the dial to swing, the dial causes the elastic element to swing, and the elastic element pushes at least part of the actuation assembly to move axially along the first torsion bar.

[0009] Furthermore, the elastic element includes a first pushing part and a second pushing part, and the dial includes: a main plate, which is sleeved on the mounting shaft, with one end of the eccentric wheel extending into the main plate; a limiting plate, which is located on the side of the main plate away from the power component and is connected to the main plate, and the main plate and the limiting plate form a first slot and a second slot, which are located at opposite ends of the limiting plate; wherein, the first pushing part passes through the first slot to one end of the actuating component, and the second pushing part passes through the second slot to the other end of the actuating component.

[0010] Furthermore, the actuating assembly includes: a guide shaft connected to the housing assembly; a toggle unit sleeved on the guide shaft and capable of sliding along the axial direction of the guide shaft; and a toggle fork, one end of which is sleeved on the guide shaft and engages with the toggle unit, and the other end of which is connected to the second engaging member; wherein, the first pushing part and the second pushing part are respectively engaged at both ends of the toggle unit, and the power assembly is connected to and can drive the first pushing part and the second pushing part to move away from each other, and push the toggle unit to slide along the axial direction of the guide shaft, and the toggle unit drives the toggle fork to move along the axial direction of the first torsion bar.

[0011] Furthermore, the stabilizer bar device also includes: a first contact located on one side of the toggle unit; a second contact located on the same side of the toggle unit at a distance from the first contact; and a position detector located on the side of the toggle unit close to the first and second contacts and connected to the toggle unit; wherein, when the position detector senses the first or second contact, the motor stops operating.

[0012] Furthermore, the first meshing member has a meshing hole, and the second meshing member includes a meshing shaft. The first and second meshing members are meshed and fixed by the meshing hole and the meshing shaft.

[0013] Furthermore, the first engaging member is also provided with a guide groove, which is located on one side of the engaging hole and communicates with the engaging hole. The guide groove has a first side wall and a second side wall. Along the axial direction of the engaging hole and in the direction from the guide groove to the engaging hole, the distance between the first side wall and the second side wall gradually decreases. When the second engaging member is disengaged from the first engaging member, the engaging shaft is at least partially located in the guide groove and abuts against the first side wall or the second side wall.

[0014] Furthermore, the stabilizer bar device also includes: a first drive shaft, at least partially extending into the housing assembly, a first engaging member sleeved on the first drive shaft and splinedly engaging with the first drive shaft; a second drive shaft, at least partially extending into the housing assembly and sleeved on the first drive shaft, a second engaging member at least partially sleeved on the second drive shaft and splinedly connected to the second drive shaft; wherein, a first torsion bar is connected to the first drive shaft, and a second torsion bar is connected to the second drive shaft.

[0015] This application also provides an all-terrain vehicle, including: a frame; wheels, including front wheels and rear wheels; a suspension system, including a front suspension and a rear suspension, wherein 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; the all-terrain vehicle further includes a stabilizer bar device, which is the stabilizer bar device described above, with both ends of the stabilizer bar device connected to the front suspension on both sides respectively, and / or, both ends of the stabilizer bar device are connected to the rear suspension on both sides respectively.

[0016] Compared with existing technologies, the stabilizer bar device provided in this application has a simple transmission method for the drive device, a very smooth power transmission process, and a low failure rate. This facilitates the engagement and disengagement of the stabilizer bar device, greatly improving the passability, comfort, and low-speed stability of four-wheeled vehicles. Attached Figure Description

[0017] Figure 1 A structural schematic diagram of the all-terrain vehicle provided in this application.

[0018] Figure 2 A schematic diagram of the stabilizer bar device provided in this application.

[0019] Figure 3 This is a top view of a portion of the stabilizer bar device structure provided in this application.

[0020] Figure 4 for Figure 3 Sectional view at point AA.

[0021] Figure 5 A partial structural schematic diagram of the drive device provided in this application.

[0022] Figure 6 A partial structural schematic diagram of the drive device provided in this application.

[0023] Figure 7 A partial structural schematic diagram of the drive device provided in this application.

[0024] Figure 8 This is a schematic diagram showing the disengaged state of the first engaging member and the second engaging member provided in this application.

[0025] Figure 9A schematic diagram showing the engagement state of the first and second meshing components provided in this application.

[0026] Figure 10 Force analysis diagram of the first and second meshing parts when they are engaged, as provided in this application.

[0027] In the diagram, 101 is an all-terrain vehicle; 102 is a frame; 103 is a wheel; 104 is a front wheel; 105 is a rear wheel; 106 is a suspension system; 100 is a stabilizer bar device; 10 is a housing assembly; 11 is a first housing; 12 is a second housing; 13 is a third housing; 20 is a first engaging member; 21 is an engaging hole; 22 is a guide groove; 23 is a first side wall; 24 is a second side wall; 30 is a second engaging member; 31 is an annular groove; 32 is an engaging shaft; 40 is a first torsion bar; 50 is a second torsion bar; 60 is a drive unit; 61 is a power assembly; 611 is a motor; 612 is an eccentric wheel; 62 is a transmission assembly; 621 is a mounting shaft; 6 22. Dial; 6221. Main plate; 6222. Strip hole; 6223. Limiting plate; 6224. Connecting part; 6225. Limiting part; 623. First slot; 624. Second slot; 625. Elastic element; 6251. First pushing part; 6252. Second pushing part; 63. Actuating assembly; 631. Guide shaft; 632. Actuating block unit; 633. Shift fork; 70. First contact; 71. Second contact; 72. Position detector; 81. First drive shaft; 811. Step; 82. Second drive shaft; 83. Gasket; 91. First bearing; 92. Second bearing; 93. First dustproof ring; 94. Second dustproof ring. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] It should be noted that when a component is said to be "mounted on" another component, it can be directly mounted on the other component or may be interspersed with a component. When a component is said to be "set on" another component, it can be directly set on the other component or may be interspersed with a component. When a component is said to be "fixed to" another component, it can be directly fixed to the other component or may be interspersed with a component.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.

[0031] Please see Figure 1 The all-terrain vehicle 101 provided in this application includes a frame 102, wheels 103, and a suspension system 106. The wheels 103 include front wheels 104 and rear wheels 105; the suspension system 106 includes a front suspension and a rear suspension, with the front wheels 104 connected to the frame 102 via the front suspension and the rear wheels 105 connected to the frame 102 via the rear suspension.

[0032] Please see Figure 2 The all-terrain vehicle 101 also includes a stabilizer bar device 100, with both ends of the stabilizer bar device 100 connected to the front suspension on both sides, and / or, both ends of the stabilizer bar device 100 connected to the rear suspension on both sides. This stabilizer bar device 100 is generally used in the all-terrain vehicle 101, but can also be used in other vehicles that require protection against roll. The stabilizer bar device 100 is typically positioned between the two front wheels and / or the two rear wheels. The stabilizer bar device 100 prevents excessive height difference between the axles of the two wheels, which could lead to excessive vehicle tilt angles, thereby increasing the vehicle's stability.

[0033] Please see Figures 3 to 5 The stabilizer bar device 100 includes a housing assembly 10, a first engaging member 20, a second engaging member 30, a first torsion bar 40, a second torsion bar 50, and a drive device 60. The first engaging member 20 and the second engaging member 30 are both installed within the housing assembly 10, with the second engaging member 30 engaging with the first engaging member 20. The first torsion bar 40 is connected to the first engaging member 20, and the second torsion bar 50 is connected to the second engaging member 30. The drive device 60 is located within the housing assembly 10 and includes a power component 61, a transmission component 62, and an actuation component 63. The transmission component 62 is at least partially engaged at both ends of the actuation component 63, and the actuation component 63 is at least partially connected to the second engaging member 30. The power component 61 is connected to the transmission component 62 and can drive the transmission component 62 to swing. The transmission component 62 drives at least part of the actuating component 63 to move along the axial direction of the first torsion bar 40. The actuating component 63 pushes the second engaging member 30 to be engaged or disengaged relative to the first engaging member 20.

[0034] It should be noted that the axial direction of the first torsion bar 40 described in this application is the same as the axial direction of the first engaging member 20. Figure 4 The direction indicated by the middle arrow B.

[0035] The first torsion bar 40 and the second torsion bar 50 are located between the two front wheels and / or the two rear wheels of the vehicle, and are connected to the wheels on the left and right sides of the vehicle, respectively. In this embodiment, both the first torsion bar 40 and the second torsion bar 50 are basically L-shaped, so that relative rotation can occur between the second engaging member 30 and the first engaging member 20 when there is a height difference between the wheels on both sides of the vehicle. At the same time, the arrangement of the first torsion bar 40 and the second torsion bar 50 has fewer requirements for the vehicle interface and is easy to install; the ends of the first torsion bar 40 and the second torsion bar 50 can be directly inserted.

[0036] In this embodiment, the first torsion bar 40 and the second torsion bar 50 are coaxially arranged.

[0037] It should be noted that when the second engaging member 30 is engaged with the first engaging member 20, the stabilizer bar device 100 is not disengaged, and the vehicle is usually on a smooth road. When the second engaging member 30 is disengaged from the first engaging member 20, the first engaging member 20 and the second engaging member 30 are disengaged but still in contact. In this disengaged state, the stabilizer bar device 100 is disengaged, and the vehicle is usually on an unstable road.

[0038] When the vehicle is traveling on a flat road, the first engaging member 20 and the second engaging member 30 remain engaged, meaning that the first engaging member 20 and the second engaging member 30 cannot rotate relative to each other. This allows the first torsion bar 40 and the second torsion bar 50 to combine to form a constant stiffness stabilizer bar device 100, which can ensure the stability of the vehicle when traveling on a flat road.

[0039] When a vehicle travels on rough roads, there will be a height difference between the left and right wheels. In this situation, it is necessary for the first torsion bar 40 and the second torsion bar 50 to rotate independently to adapt to the different road conditions under the left and right wheels, ensuring that both wheels make contact with the ground simultaneously. Specifically, the drive device 60 can drive the transmission component 62 to swing, and the transmission component 62 can drive the actuating component 63 to move along the axial direction of the first torsion bar 40, thereby pushing the second engaging member 30 to slide, thus disengaging the first engaging member 20 and the second engaging member 30. This allows the first torsion bar 40 and the second torsion bar 50 to rotate independently, enabling the left and right wheels to adapt to different road conditions and ensuring that both wheels make contact with the ground simultaneously under different road conditions.

[0040] In this application, the power component 61 drives the transmission component 62 to swing, and the transmission component 62 drives at least part of the actuating component 63 to move axially along the first torsion bar 40. This allows the actuating component 63 to push the second engaging member 30 into an engaged or disengaged state relative to the first engaging member 20. The drive device 60 has a simple transmission method, a very smooth power transmission process, a low failure rate, and high stability. This facilitates the disengagement and engagement of the stabilizer bar device 100, greatly improving the passability, comfort, and low-speed stability of the four-wheeled vehicle.

[0041] Both the transmission assembly 62 and the actuation assembly 63 are located on the side of the power assembly 61. It should be noted that the side of the power assembly 61 refers to each surface of the power assembly 61 along its own radial direction, and the surfaces of the two ends of the power assembly 61 along its own axial direction are the end faces of the power assembly 61.

[0042] By placing the transmission assembly 62 and the actuation assembly 63 on the side of the power assembly 61, the structure of the drive unit 60 is more compact and simple, and its size is smaller. This makes the overall space occupied by the stabilizer bar device 100 small, and it can be applied to various vehicle models.

[0043] Please see Figures 5 to 7 The power assembly 61 includes a motor 611 and an eccentric wheel 612. The transmission assembly 62 is located on the side of the motor 611; one end of the eccentric wheel 612 is connected to the motor 611, and the other end extends into the transmission assembly 62. The motor 611 drives the eccentric wheel 612 to rotate eccentrically, causing the transmission assembly 62 to oscillate. The eccentric wheel 612 facilitates the oscillation of the transmission assembly 62, resulting in a simple driving method for the power assembly 61, easy installation, and low failure rate. Furthermore, the location of the transmission assembly 62 on the side of the motor 611 allows for a more compact and simpler structure for the drive device 60, occupying less space. This avoids the problem of existing drives having the transmission assembly located at the end of the motor, leading to excessive space occupation along the motor's axial direction and a larger overall size.

[0044] It should be noted that the sides of motor 611 are the various surfaces of motor 611 along its own radial direction, and the ends of motor 611 are the two ends of motor 611 along its own axial direction.

[0045] Please continue reading. Figures 5 to 7The transmission assembly 62 includes a mounting shaft 621, a dial 622, and an elastic element 625. The mounting shaft 621 is located above the eccentric wheel 612; one end of the dial 622 is sleeved on the mounting shaft 621, and one end of the eccentric wheel 612 extends into the dial 622; the elastic element 625 is sleeved on the mounting shaft 621, and at least partially engaged at both ends of the dial 622 and the actuating assembly 63. The rotation of the eccentric wheel 612 causes the dial 622 to swing, the dial 622 causes the elastic element 625 to swing, and the elastic element 625 pushes at least part of the actuating assembly 63 to move axially along the first torsion bar 40, thereby causing the actuating assembly 63 to drive the second engaging member 30 to move axially along the first torsion bar 40, thereby realizing the disengagement or engagement of the second engaging member 30 with the first engaging member 20.

[0046] In one embodiment, the elastic element 625 is a torsion spring. Torsion springs have a high fatigue limit and load-bearing capacity, resulting in a long service life and thus improving the service life of the transmission assembly 62. Of course, in other embodiments, the elastic element 625 can also be other components with the same or similar functions.

[0047] Please see Figure 6 and Figure 7 The elastic element 625 includes a first pushing part 6251 and a second pushing part 6252. The dial 622 includes a main dial 6221 and a limiting dial 6223. The main dial 6221 is sleeved on the mounting shaft 621, and one end of the eccentric wheel 612 extends into the main dial 6221. The limiting dial 6223 is located on the side of the main dial 6221 away from the power component 61 and is connected to the main dial 6221. The main dial 6221 and the limiting dial 6223 form a first slot 623 and a second slot 624, which are located at opposite ends of the limiting dial 6223. The first pushing part 6251 passes through the first slot 623 to one end of the actuating component 63, and the second pushing part 6252 passes through the second slot 624 to the other end of the actuating component 63.

[0048] The first slot 623 and the second slot 624 limit the positions of the first pushing part 6251 and the second pushing part 6252, and ensure that a certain force is applied to the first pushing part 6251 and the second pushing part 6252 when the dial 622 swings, thereby causing the first pushing part 6251 and the second pushing part 6252 to drive the actuating assembly 63 to move. Specifically, the dial 622 pushes the first pushing part 6251 of the elastic member 625 to twist, and the second pushing part 6252 of the elastic member 625 follows suit, thereby clamping the actuating assembly 63 and causing the actuating assembly 63 to move axially. Alternatively, the dial 622 pushes the second pushing part 6252 of the elastic member 625 to twist, and the first pushing part 6251 of the elastic member 625 follows suit, thereby clamping the actuating assembly 63 and causing the actuating assembly 63 to move axially.

[0049] In this embodiment, the toggle assembly 63 includes a protrusion (not shown) located on the side of the toggle assembly 63 near the power assembly 61. The transmission assembly 62 is engaged at both ends of the protrusion. Specifically, the first pushing part 6251 and the second pushing part 6252 are clamped at both ends of the protrusion to push the toggle assembly 63 to move.

[0050] In one embodiment, a strip-shaped hole 6222 is provided on the main disk 6221, and an eccentric wheel 612 extends into the strip-shaped hole 6222. When the eccentric wheel 612 rotates, it can change its position in the strip-shaped hole 6222, which facilitates the application of force to the side wall of the strip-shaped hole 6222, thereby driving the entire main disk 6221 to swing.

[0051] Please see Figure 6 The limiting plate 6223 includes a connecting part 6224 and a limiting part 6225. One end of the connecting part 6224 is connected to the main plate 6221, and the other end of the connecting part 6224 is connected to the limiting part 6225. The main plate 6221, the limiting part 6225, and the connecting part 6224 form a first slot 623 and a second slot 624. The connecting part 6224 is perpendicular to the main plate 6221. The first slot 623 and the second slot 624 are located on both sides of the connecting part 6224. A first pushing part 6251 passes through the first slot 623, and a second pushing part 6252 passes through the second slot 624. The first pushing part 6251 and the second pushing part 6252 are respectively engaged on both sides of the connecting part 6224. When the eccentric wheel 612 drives the dial 622 to swing, the connecting part 6224 can apply force to the first pushing part 6251 and the second pushing part 6252, causing the elastic member 625 to swing, thereby pushing the actuating assembly 63 to move.

[0052] In one embodiment, the limiting portion 6225 is arc-shaped, and both ends of the limiting portion 6225 extend toward the swing direction of the dial 622. The limiting portion 6225 can restrict the position of the first pushing portion 6251 and the second pushing portion 6252, ensuring that the first pushing portion 6251 and the second pushing portion 6252 are always located within the first slot 623 and the second slot 624, and abut against the connecting portion 6224. Of course, in other embodiments, the shape of the limiting portion 6225 can be changed according to actual needs, as long as the same function is achieved, such as the limiting portion 6225 being straight, corrugated, etc.

[0053] Please see Figures 4 to 7 The actuating assembly 63 includes a guide shaft 631, a toggle unit 632, and a toggle fork 633. The guide shaft 631 is connected to the housing assembly 10. The toggle unit 632 is sleeved on the guide shaft 631 and can slide axially along the guide shaft 631. One end of the toggle fork 633 is sleeved on the guide shaft 631 and engages with the toggle unit 632, while the other end of the toggle fork 633 is connected to the second engaging member 30. The first pushing part 6251 and the second pushing part 6252 are respectively engaged at both ends of the toggle unit 632. The power assembly 61 is connected to and can drive the first pushing part 6251 and the second pushing part 6252 to move away from each other. The first pushing part 6251 and the second pushing part 6252 push the toggle unit 632 to slide axially along the guide shaft 631, and the toggle unit 632 drives the toggle fork 633 to move axially along the first torsion bar 40.

[0054] In this embodiment, the axial direction of the guide shaft 631, the axial direction of the first torsion bar 40, and the axial direction of the second torsion bar 50 are the same.

[0055] By setting up a guide shaft 631 and a toggle unit 632, the guide shaft 631 can guide the movement of the toggle unit 632, facilitating the smooth and rapid movement of the toggle unit 632. This, in turn, drives the toggle fork 633 to push the second engaging member 30, ensuring the smooth engagement or disengagement of the second engaging member 30 with the first engaging member 20. The toggle assembly 63 has a simple structure, a relatively smooth transmission process, and a low failure rate.

[0056] Please see Figure 8 and Figure 9 Specifically, the circumferential sidewall of the second engaging member 30 is provided with an annular groove 31, and the end of the shift fork 633 is disposed within the annular groove 31. The shift fork 633 can move to both sides by pushing the two side walls of the annular groove 31. A slight gap can be maintained between the shift fork 633 and the two side walls and bottom of the annular groove 31 to ensure that the second engaging member 30 can rotate freely and reduce resistance.

[0057] Please see Figure 6 and Figure 9When the vehicle is traveling on a flat road, the first engaging member 20 and the second engaging member 30 need to be engaged and fixed together, so that the first torsion bar 40 and the second torsion bar 50 combine to form a constant stiffness stabilizer device 100. At this time, the motor 611 generates power to drive the eccentric wheel 612 to rotate eccentrically. In this embodiment, the eccentric wheel 612 rotates counterclockwise, and the eccentric wheel 612 drives the dial 622 to swing. The dial 622 applies a force to the first pushing part 6251 and the second pushing part 6252, thereby driving the elastic member 625 to swing. The elastic member 625 pushes the lever unit 632 to move along the axial direction of the guide shaft 631 toward the first torsion bar 40. The lever unit 632 drives the shift fork 633 to move along the axial direction of the first torsion bar 40 toward the first engaging member 20. The shift fork 633 drives the second engaging member 30 to gradually approach the first engaging member 20 until the second engaging member 30 and the first engaging member 20 are engaged and fixed. This ensures the stability of the vehicle when driving on smooth roads.

[0058] Please see Figure 6 and Figure 8 When the vehicle needs to travel on rough roads, the first engaging member 20 and the second engaging member 30 need to disengage so that the first torsion bar 40 and the second torsion bar 50 can rotate independently. At this time, the motor 611 generates power to drive the eccentric wheel 612 to rotate eccentrically. In this embodiment, the eccentric wheel 612 rotates clockwise, causing the dial 622 to swing. The dial 622 applies a force to the first pushing part 6251 and the second pushing part 6252, thereby causing the elastic member 625 to swing. The elastic member 625 pushes the shift block unit 632 to move along the axial direction of the guide shaft 631 toward the second torsion bar 50. The shift block unit 632 drives the shift fork 633 to move along the axial direction of the first torsion bar 40 toward a direction away from the first engaging member 20. The shift fork 633 causes the second engaging member 30 to gradually move away from the first engaging member 20, and the second engaging member 30 disengages from the first engaging member 20. This allows the first torsion bar 40 and the second torsion bar 50 to rotate independently, enabling the left and right wheels to adapt to different road conditions and ensuring that the left and right wheels can touch the ground simultaneously under different road conditions.

[0059] Please see Figure 5The stabilizer bar device 100 also includes a first contact 70, a second contact 71, and a position detector 72. The first contact 70 is located on one side of the lever unit 632, and the second contact 71 is located on the same side of the lever unit 632 at a distance from the first contact 70. The position detector 72 is located on the side of the lever unit 632 closest to the first contact 70 and the second contact 71, and is connected to the lever unit 632. When the position detector 72 senses the first contact 70 or the second contact 71, the motor 611 stops operating. This improves the accuracy of the engagement between the first engaging member 20 and the second engaging member 30, and prevents the motor 611 from continuing to operate when the first engaging member 20 and the second engaging member 30 are engaged or disengaged, thus avoiding wear between the first engaging member 20 and the second engaging member 30 and significantly reducing their service life. The structural arrangement of the first push part 6251 and the second push part 6252 of the transmission assembly 62 makes the position switching state clear and intuitive, which facilitates the position detector 72 to detect the position state of the transmission assembly 62.

[0060] In this embodiment, the first contact 70 and the second contact 71 are disposed on the power assembly 61.

[0061] In this embodiment, specifically, during the process of the second engaging member 30 and the first engaging member 20 moving from an engaged state to a disengaged state, the second engaging member 30 and the first engaging member 20 were initially engaged. At this time, the position detector 72 sensed the first contact 70. The motor 611 generated power to drive the eccentric wheel 612 to rotate clockwise, thereby causing the dial 622 to swing. The dial 622 caused the elastic member 625 to swing, ultimately pushing the shift block unit 632 to slide along the guide shaft 631 towards the second torsion bar 50 until the position detector 72 sensed the second contact 71, at which point the motor 611 stopped moving. Simultaneously, the shift fork 633 pushed the second engaging member 30 and the first engaging member 20 to disengage.

[0062] During the process of the second engaging member 30 and the first engaging member 20 transitioning from a disengaged state to an engaged state, the second engaging member 30 and the first engaging member 20 were initially in a disengaged state. At this time, the position detector 72 and the second contact 71 sensed each other. The motor 611 generated power to drive the eccentric wheel 612 to rotate counterclockwise, thereby causing the dial 622 to swing. The dial 622 caused the elastic element 625 to swing, ultimately pushing the shift block unit 632 to slide along the guide shaft 631 towards the first torsion bar 40 until the position detector 72 and the first contact 70 sensed each other, at which point the motor 611 stopped moving. Simultaneously, the shift fork 633 pushed the second engaging member 30 and the first engaging member 20 to achieve an engaged state.

[0063] Please see Figure 9The first meshing member 20 has a meshing hole 21, and the second meshing member 30 includes a meshing shaft 32. The first meshing member 20 and the second meshing member 30 are meshed and fixed by the meshing hole 21 and the meshing shaft 32. In this way, the structure of the first meshing member 20 and the second meshing member 30 is simple and easy to mesh.

[0064] Please see Figure 8 and Figure 9 The first engaging member 20 is also provided with a guide groove 22, which is located on one side of the engaging hole 21 and communicates with it. The guide groove 22 has a first sidewall 23 and a second sidewall 24. Along the axial direction of the engaging hole 21 and from the guide groove 22 to the engaging hole 21, the distance between the first sidewall 23 and the second sidewall 24 gradually decreases. In this embodiment, both the first sidewall 23 and the second sidewall 24 are inclined. Thus, during the engagement of the second engaging member 30 and the first engaging member 20, if the engaging shaft 32 of the second engaging member 30 abuts against the first sidewall 23 or the second sidewall 24 of the guide groove 22, the guide groove 22 will provide a guiding effect on the engaging shaft 32 towards the engaging hole 21, facilitating the movement of the engaging shaft 32 towards the engaging hole 21, thereby achieving rapid engagement of the second engaging member 30 and the first engaging member 20, and thus more efficiently connecting the first torsion bar 40 and the second torsion bar 50.

[0065] In this embodiment, when the second engaging member 30 is disengaged from the first engaging member 20, the engaging shaft 32 is at least partially located within the guide groove 22 and abuts against the first sidewall 23 or the second sidewall 24. That is, even at the extreme position where the second engaging member 30 is disengaged from the first engaging member 20, the engaging shaft 32 of the second engaging member 30 will always be within the guide groove 22 of the first engaging member 20. In this way, it can be ensured that the stabilizer bar device 100 can smoothly engage after disengagement, which not only avoids the problem of motor 611 burning out, but also ensures that the stabilizer bar device 100 can smoothly engage under different torsion angles of the first torsion bar 40 and the second torsion bar 50.

[0066] In this embodiment, when the torsion angle between the first torsion bar 40 and the second torsion bar 50 is less than or equal to 110 degrees, the meshing shaft 32 will always be located in the guide groove 22. In this way, the stabilizer bar device 100 can also form a large difference in the vertical travel of the wheel.

[0067] Furthermore, the sliding friction coefficient of the guide groove 22 is μ, and the angle between the first sidewall 23 and the second sidewall 24 is α. μ and α satisfy: μ < tanα.

[0068] Specifically, please refer to Figure 10When the meshing shaft 32 abuts against the guide groove 22, as the shift fork 633 moves, the meshing shaft 32 can provide pressure F to the first meshing member 20 in the axial direction of the first torsion bar 40. This pressure F acts on the inclined first side wall 23 or the second side wall 24, generating two component forces, namely a first component force and a second component force. The direction of the first component force is perpendicular to the side wall, and the direction of the second component force is parallel to the side wall. The first component force is Fcosα, and the second component force is Fsinα. The second component force can make the meshing shaft 32 tend to move towards the meshing hole 21. There is a sliding friction force f between the meshing shaft 32 and the guide groove 22. The direction of the sliding friction force f is opposite to the direction of the second component force. When the second component force is greater than the sliding friction force f, the meshing shaft 32 can move towards the meshing hole 21, where f = μFcosα. For the first meshing member 20 to smoothly enter the meshing hole 21 under thrust, f < Fsinα, i.e., μFcos < Fsinα, and further, μ < tanα. In other words, the sliding friction coefficient μ of the guide groove 22 should be less than tanα.

[0069] Please see Figure 4 In one embodiment, the stabilizer bar device 100 further includes a first drive shaft 81 and a second drive shaft 82. The first drive shaft 81 extends at least partially into the housing assembly 10, and a first engaging member 20 is sleeved on the first drive shaft 81 and spline-fitted with it. The second drive shaft 82 extends at least partially into the housing assembly 10 and is sleeved on the first drive shaft 81, and a second engaging member 30 is at least partially sleeved on the second drive shaft 82 and spline-connected to it. The second engaging member 30 is axially sliding relative to the second drive shaft 82. A first torsion bar 40 is connected to the first drive shaft 81, and a second torsion bar 50 is connected to the second drive shaft 82.

[0070] The stabilizer bar device 100 also includes a gasket 83, and a step 811 is formed at one end of the first drive shaft 81 near the second drive shaft 82. The gasket 83 is installed on the step 811, and one end of the second drive shaft 82 is sleeved on the first drive shaft 81, with the end of the second drive shaft 82 abutting against the gasket 83. This prevents wear between the first drive shaft 81 and the second drive shaft 82 during long-term operation, thereby increasing the service life of the first drive shaft 81 and the second drive shaft 82, and thus greatly increasing the service life of the entire stabilizer bar device 100.

[0071] Please see Figure 4The stabilizer bar device 100 also includes a first bearing 91 and a second bearing 92. The first bearing 91 is sleeved on the first drive shaft 81 and located between the housing assembly 10 and the first drive shaft 81; the second bearing 92 is sleeved on the second drive shaft 82 and located between the second drive shaft 82 and the housing assembly 10. The main functions of the first bearing 91 and the second bearing 92 are to support the first drive shaft 81 and the second drive shaft 82 and enable their rotation, reduce the coefficient of friction between the first drive shaft 81 and the second drive shaft 82 during movement, ensure rotational accuracy, and greatly reduce frictional losses and surface wear between the first drive shaft 81 and the housing assembly 10, and between the second drive shaft 82 and the housing assembly 10.

[0072] The stabilizer bar assembly 100 also includes a first dustproof ring 93 and a second dustproof ring 94. The first dustproof ring 93 is sleeved on the first drive shaft 81 and located on the side of the first bearing 91 away from the second drive shaft 82. The second dustproof ring 94 is sleeved on the second drive shaft 82 and located on the side of the second bearing 92 away from the first drive shaft 81. The first dustproof ring 93 and the second dustproof ring 94 can prevent dust and other contaminants from entering the housing assembly 10, thereby improving the overall service life of the stabilizer bar assembly 100.

[0073] Please see Figure 2 and Figure 4 The housing assembly 10 includes a first housing 11, a second housing 12, and a third housing 13. The second housing 12 is located between the first housing 11 and the third housing 13, and is connected to both the first housing 11 and the third housing 13. The first engaging member 20, the second engaging member 30, the first drive shaft 81, and the second drive shaft 82 are integrated and installed within the first housing 11; the transmission assembly 62 and the actuation assembly 63 are at least partially integrated and installed within the second housing 12; and the power assembly 61 is at least partially installed within the third housing 13. Thus, the overall structure of the stabilizer bar device 100 is compact and small in size.

[0074] Those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Any appropriate changes and variations made to the above embodiments within the essential spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A stabilizer bar device, comprising: Housing assembly; A first engaging member is installed within the housing assembly; A second engaging member is installed within the housing assembly and engages with the first engaging member; A first torsion bar, which is connected to the first engaging member; The second torsion bar is connected to the second meshing member; The stabilizer bar device is characterized in that it further includes a drive device located within the housing assembly. The drive device includes a power component, a transmission component, and a toggle component. The transmission component is engaged at both ends of the toggle component, and the toggle component is at least partially connected to the second engaging member. The power assembly includes a motor and an eccentric wheel. One end of the eccentric wheel is connected to the motor, and the other end of the eccentric wheel extends into the transmission assembly. The motor drives the eccentric wheel to rotate eccentrically, and the eccentric wheel causes the transmission assembly to swing. The transmission assembly causes at least a portion of the actuating assembly to move axially along the first torsion bar. The actuating assembly pushes the second engaging member to be in an engaged or disengaged state relative to the first engaging member.

2. The stabilizer bar device according to claim 1, characterized in that, The transmission assembly is located on the side of the motor; One end of the eccentric wheel is connected to the motor, and the other end of the eccentric wheel extends into the transmission assembly. The motor drives the eccentric wheel to rotate eccentrically, and the eccentric wheel drives the transmission assembly to swing.

3. The stabilizer bar device according to claim 2, characterized in that, The transmission assembly includes: Mounting shaft, the mounting shaft being located above the eccentric wheel; A dial, one end of which is sleeved on the mounting shaft, and one end of the eccentric wheel extends into the dial; An elastic element is sleeved on the mounting shaft, and the elastic element is at least partially engaged at both ends of the dial and the actuation assembly; The eccentric wheel rotates, causing the dial to swing, which in turn causes the elastic element to swing, and the elastic element pushes at least a portion of the actuation assembly to move axially along the first torsion bar.

4. The stabilizer bar device according to claim 3, characterized in that, The elastic element includes a first pushing part and a second pushing part, and the dial includes: The main disk is sleeved on the mounting shaft, and one end of the eccentric wheel extends into the main disk; A limiting plate is located on the side of the main plate away from the power component and is connected to the main plate. The main plate and the limiting plate form a first slot and a second slot, which are located at opposite ends of the limiting plate. The first pushing part passes through the first slot to one end of the toggle component, and the second pushing part passes through the second slot to the other end of the toggle component.

5. The stabilizer bar device according to claim 4, characterized in that, The toggle assembly includes: A guide shaft, which is connected to the housing assembly; A toggle unit, which is sleeved on the guide shaft and is capable of sliding along the axial direction of the guide shaft; A shift fork, one end of which is sleeved on the guide shaft and engaged with the shift block unit, and the other end of which is connected to the second meshing member; The first pushing part and the second pushing part are respectively engaged at both ends of the lever unit. The power component is connected to and can drive the first pushing part and the second pushing part to move away from each other, and push the lever unit to slide axially along the guide shaft. The lever unit drives the fork to move axially along the first torsion bar.

6. The stabilizer bar device according to claim 5, characterized in that, The stabilizer bar device further includes: The first contact point is located on one side of the toggle unit; The second contact is located on the same side of the toggle unit at a distance from the first contact; A position detector is located on the side of the toggle unit near the first contact and the second contact, and is connected to the toggle unit; When the position detector senses the first contact or the second contact, the motor stops operating.

7. The stabilizer bar device according to claim 1, characterized in that, The first meshing member has a meshing hole, and the second meshing member includes a meshing shaft. The first meshing member and the second meshing member are meshed and fixed by the meshing hole and the meshing shaft.

8. The stabilizer bar device according to claim 7, characterized in that, The first engaging member is also provided with a guide groove, which is located on one side of the engaging hole and communicates with the engaging hole. The guide groove has a first sidewall and a second sidewall. Along the axial direction of the engaging hole and in the direction from the guide groove to the engaging hole, the distance between the first sidewall and the second sidewall gradually decreases. When the second engaging member is disengaged from the first engaging member, the engaging shaft is at least partially located within the guide groove and abuts against the first sidewall or the second sidewall.

9. The stabilizer bar device according to claim 1, characterized in that, The stabilizer bar device further includes: A first drive shaft, at least partially extending into the housing assembly, and a first engaging member sleeved on the first drive shaft and splinedly engaging with the first drive shaft; The second drive shaft extends at least partially into the housing assembly and is sleeved on the first drive shaft. The second engagement member is at least partially sleeved on the second drive shaft and splinedly connected to the second drive shaft. The first torsion bar is connected to the first drive shaft, and the second torsion bar is connected to the second drive shaft.

10. An all-terrain vehicle, comprising: Frame; Wheels, the wheels including front wheels and rear wheels; A suspension system, comprising a front suspension and a rear suspension, wherein 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; The all-terrain vehicle is characterized in that it further includes a stabilizer bar device, which is the stabilizer bar device described in any one of claims 1 to 9 above, wherein the two ends of the stabilizer bar device are respectively connected to the front suspension on both sides, and / or the two ends of the stabilizer bar device are respectively connected to the rear suspension on both sides.

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