Transverse stabilizer bar assembly and vehicle

Abstract

A transverse stabilizer bar assembly (100) and a vehicle, the transverse stabilizer bar assembly (100) being applied to the vehicle, the transverse stabilizer bar assembly (100) at least comprising: a transverse stabilizer bar (110) and a mounting bracket (120); the mounting bracket (120) is used for fixing the heat management unit (130); the mounting bracket (120) comprises a first bracket (121) and a second bracket (122); and the first bracket (121) and the second bracket (122) are detachably connected with the transverse stabilizer bar (110) respectively. Therefore, the mounting bracket (120) for fixing the heat management unit (130) and the transverse stabilizer bar (110) can be integrally arranged, so that the heat management unit (130) can be reasonably arranged in the front cabin structure of the vehicle.

Description

Stabilizer bar assembly and vehicle Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular to a stabilizer bar assembly and a vehicle. Background Art

[0002] A lateral stabilizer bar, also known as an anti-roll bar or stabilizer bar, is an auxiliary elastic element in a vehicle's suspension. It is placed horizontally at the front and rear ends of the vehicle. The middle of the bar is hinged to the vehicle body or frame using rubber bushings, and its ends are connected to the suspension guide arms via rubber pads or ball studs at the end of the sidewalls.

[0003] Taking the front stabilizer at the front of a car as an example, within the front cabin structure, the front stabilizer forms a closed-loop structure with the front frame and front suspension, effectively improving the yaw mode of the front end and the torsional stiffness of the vehicle. In related technologies, the thermal management unit (TMS) is located within the front cabin structure and consists of multiple modules. Because these modules each perform different functions, their structures are shaped differently, and the pipeline interfaces between them are complex. Furthermore, the modules have logical layout requirements. Currently, the configuration of the TMS is a major challenge in the layout of the entire front cabin structure.

[0004] Summary of the Invention

[0005] An embodiment of the present application provides a stabilizer bar assembly and a vehicle, which can integrate a mounting bracket for fixing a thermal management unit with the stabilizer bar, thereby facilitating the rational arrangement of the thermal management unit within the front cabin structure of the vehicle.

[0006] In a first aspect, an embodiment of the present application provides a stabilizer bar assembly for use in a vehicle, the stabilizer bar assembly comprising at least: a stabilizer bar and a mounting bracket; the mounting bracket being used to fix a thermal management unit; the mounting bracket comprising: a first bracket and a second bracket; and the first bracket and the second bracket being respectively detachably connected to the stabilizer bar.

[0007] In the stabilizer bar assembly provided in an embodiment of the present application, the first bracket is detachably connected to the stabilizer bar, and the second bracket is detachably connected to the stabilizer bar. In other words, the mounting bracket for fixing the thermal management unit is detachably connected to the stabilizer bar. In this way, the mounting bracket for fixing the thermal management unit can be integrated with the stabilizer bar, which facilitates the reasonable arrangement of the thermal management unit within the front cabin structure of the vehicle.

[0008] In addition, by installing the thermal management unit on the mounting bracket and the detachable connection between the mounting bracket and the anti-roll bar, the thermal management unit can be reliably fixed and efficiently installed, and an integrated design can be formed with the vehicle body structure.

[0009] In a possible implementation, the first bracket is used to fix the expansion kettle and the positive temperature coefficient device of the thermal management unit, and the second bracket is used to fix the liquid cooler and the evaporator of the thermal management unit.

[0010] In the thermal management unit, the expansion kettle and positive temperature coefficient device, as well as the liquid cooler and evaporator, are modularly and compactly designed. The various components are arranged in a centralized manner, which can improve the space utilization within the vehicle's front cabin structure, enhance the assembly efficiency of the thermal management unit, and realize the integrated installation of the entire thermal management unit.

[0011] In a possible implementation, the transverse stabilizer bar includes: a first surface and a second surface adjacent to each other; the first bracket is detachably connected to the first surface of the transverse stabilizer bar, and the second bracket is detachably connected to the second surface of the transverse stabilizer bar.

[0012] In a possible implementation, the first bracket and the first surface of the transverse stabilizer bar are riveted together; and the second bracket and the second surface of the transverse stabilizer bar are riveted together.

[0013] The first bracket is riveted to the first surface of the transverse stabilizer bar, thereby achieving a detachable connection between the first bracket and the first surface of the transverse stabilizer bar. The second bracket is riveted to the second surface of the transverse stabilizer bar, thereby achieving a detachable connection between the second bracket and the second surface of the transverse stabilizer bar.

[0014] In a possible implementation, a first adhesive layer is provided between the first bracket and the first surface of the stabilizer bar.

[0015] By providing a first adhesive layer between the first bracket and the first surface of the transverse stabilizer bar, a further connection function can be achieved on the basis of the riveted connection, thereby improving the stability and reliability of the connection between the first bracket and the transverse stabilizer bar.

[0016] In a possible implementation, the first adhesive layer is structural adhesive.

[0017] In a possible implementation, a second adhesive layer is provided between the second bracket and the second surface of the stabilizer bar, and the second adhesive layer is structural adhesive.

[0018] By providing a second adhesive layer between the second bracket and the second surface of the transverse stabilizer bar, a further connection function can be achieved on the basis of the riveted connection, thereby improving the stability and reliability of the connection between the second bracket and the transverse stabilizer bar.

[0019] Structural adhesives are high-strength (compressive strength greater than 65MPa, steel-steel tensile bond strength greater than 30MPa, and shear strength greater than 18MPa), can withstand heavy loads, and are resistant to aging, fatigue, and corrosion, with stable performance throughout their expected lifespan. They are suitable for bonding high-load structural components. Furthermore, structural adhesives offer high strength, peel resistance, impact resistance, and a simple construction process. They distribute stress evenly across the bond surface, without thermal effects or deformation on parts. They can be used to bond the same or dissimilar materials, such as metals, ceramics, plastics, rubber, and wood, replacing traditional connection methods like welding, riveting, and bolting.

[0020] In a possible implementation, the material used for the transverse stabilizer bar is aluminum alloy.

[0021] In one possible implementation, the stabilizer bar is integrally formed using a die-casting process. This process offers advantages such as high production efficiency, simple processes, high casting tolerances, good surface finish, and high mechanical strength. It also eliminates a significant amount of machining steps and equipment, saving on raw materials.

[0022] In a possible implementation, the transverse stabilizer bar includes: a first part, a second part, and a third part connected to each other; the second part is located between the first part and the third part; the second part has a cavity inside, and the cavity is provided with shock-absorbing material.

[0023] By providing a cavity in the second part of the transverse stabilizer bar and providing shock-absorbing material in the cavity, that is, filling the cavity with shock-absorbing material, the bending / torsion cross-sectional performance of the transverse stabilizer bar can be effectively improved, thereby effectively improving the front end yaw mode and the torsional stiffness of the vehicle.

[0024] In one possible implementation, the shock-absorbing material is foamed aluminum. Foamed aluminum is a new type of structural material. It is an ultra-light metal material similar to a foam with countless pores dispersed in a metal aluminum matrix. Its general porosity is 40% to 98%. Foamed aluminum integrates multiple functions. Its porous structure with high porosity determines that foamed aluminum has good shock-absorbing properties. Foamed aluminum is made by adding additives to pure aluminum or aluminum alloy and then undergoing a foaming process. It has both metal and bubble characteristics. Foamed aluminum has low density, high impact absorption capacity, high temperature resistance, strong fire resistance, corrosion resistance, sound insulation and noise reduction, low thermal conductivity, high electromagnetic shielding, strong weather resistance, filtering ability, easy processing and installation, high forming precision, and can be surface-coated.

[0025] In a possible implementation manner, a cross section of the second portion is rectangular.

[0026] In one possible implementation, the first and second brackets are steel stampings. Compared to castings and forgings, stampings are thin, uniform, lightweight, and strong. Stamping can produce workpieces with reinforcing ribs, ridges, undulations, or flanges that are difficult to manufacture using other methods, thereby improving their rigidity. Therefore, using a stamping process to form the first and second brackets into steel stampings helps improve their rigidity.

[0027] In a second aspect, an embodiment of the present application provides a vehicle, comprising: a thermal management unit and a stabilizer bar assembly as described above; the thermal management unit is fixed to the stabilizer bar assembly.

[0028] The vehicle provided in an embodiment of the present application includes a stabilizer bar assembly, in which a thermal management unit is fixed to the stabilizer bar assembly. Specifically, the mounting bracket for fixing the thermal management unit is detachably connected to the stabilizer bar. In this way, the mounting bracket for fixing the thermal management unit can be integrated with the stabilizer bar, which facilitates the reasonable arrangement of the thermal management unit within the front cabin structure of the vehicle.

[0029] Furthermore, the modular, compact design of the expansion tank, positive temperature coefficient device, liquid cooler, and evaporator within the thermal management unit (TMU) allows for centralized placement of all components, improving space utilization within the vehicle's front cabin and assembly efficiency, enabling integrated installation of the entire TMU. By mounting the TMU on a mounting bracket, which is detachably connected to the stabilizer bar, the TMU is reliably secured, efficiently installed, and integrated with the vehicle body structure.

[0030] By providing the above-mentioned lateral stabilizer bar assembly in the vehicle, the lateral stabilizer bar in the lateral stabilizer bar assembly is integrated with the mounting bracket for fixing the thermal management unit and the thermal management unit, which helps to improve the compactness of the vehicle's front cabin structure layout, thereby helping to achieve a compact design of the vehicle and further optimizing the vehicle's space utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] FIG1 is a schematic structural diagram of a stabilizer bar assembly provided in one embodiment of the present application;

[0032] FIG2 is a schematic structural diagram of a lateral stabilizer bar in a lateral stabilizer bar assembly provided in one embodiment of the present application;

[0033] FIG3 is a schematic structural diagram of a first bracket in a mounting bracket of a stabilizer bar assembly provided in one embodiment of the present application;

[0034] FIG4 is a schematic structural diagram of a second bracket in a mounting bracket of a stabilizer bar assembly provided in one embodiment of the present application;

[0035] FIG5 is a schematic structural diagram of a thermal management unit provided in an embodiment of the present application assembled on a stabilizer bar assembly;

[0036] FIG6 is a partial structural diagram of a thermal management unit provided in an embodiment of the present application assembled on a stabilizer bar assembly;

[0037] FIG7 is a schematic diagram of a partial structure of a lateral stabilizer bar in a lateral stabilizer bar assembly provided in one embodiment of the present application;

[0038] FIG8 is a schematic diagram of a partial structure of a lateral stabilizer bar in a lateral stabilizer bar assembly provided in one embodiment of the present application;

[0039] FIG9 is a schematic structural diagram of a stabilizer bar assembly provided in an embodiment of the present application assembled on a vehicle body;

[0040] FIG10 is a partial structural diagram of a stabilizer bar assembly provided in one embodiment of the present application assembled on a vehicle body;

[0041] FIG11 is a schematic structural diagram of a lateral stabilizer bar assembly and a shock tower provided in one embodiment of the present application.

[0042] Description of reference numerals:

[0043] 100 - lateral stabilizer bar assembly; 110 - lateral stabilizer bar; 1101 - first surface;

[0044] 1102 - second surface; 111 - first portion; 112 - second portion;

[0045] 1121-Cavity; 1122-Shock-absorbing material; 113-Part III;

[0046] 120-mounting bracket; 121-first bracket; 122-second bracket;

[0047] 130- Thermal management unit; 131- Expansion kettle; 132- Positive temperature coefficient device;

[0048] 133-Liquid cooler; 134-Evaporator; 140-Rivet;

[0049] 151 - first adhesive layer; 152 - second adhesive layer; 210 - vehicle body;

[0050] 220-Shock tower. DETAILED DESCRIPTION

[0051] The terms used in the implementation section of this application are only used to explain the specific embodiments of this application and are not intended to limit this application. The implementation of the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0052] A sway bar (anti-roll bar, stabilizer bar), also known as an anti-roll bar or balance bar, is an auxiliary elastic element in a car's suspension.

[0053] The stabilizer bar is placed horizontally at the front and rear ends of the vehicle. The middle of the bar is hinged to the vehicle body or frame via rubber bushings, and its ends are connected to the suspension guide arms via rubber pads or ball studs at the end of the sidewalls. For example, the front stabilizer bar, also known as the front top bar, located at the front of the vehicle, forms a closed-loop structure with the front frame and front suspension within the front cabin structure. This effectively improves the yaw mode of the vehicle's front end and the torsional stiffness of the vehicle, thereby enhancing the overall driving experience.

[0054] In related technologies, the Thermal Management System (TMS) is located in the front cabin structure and includes multiple modules. For example, the TMS can be divided into a central thermal unit (CTU), an expansion kettle, and a positive temperature coefficient device (PTC). The central thermal module may include a liquid cooler and an evaporator. Because the multiple modules each have different functions, the structures of the modules are different, the pipeline interfaces between the modules are complex, and there are logical layout requirements between the modules. Currently, the configuration of the TMS is a major difficulty in the layout of the vehicle's front cabin structure.

[0055] Based on this, an embodiment of the present application provides a stabilizer bar assembly and a vehicle having the stabilizer bar assembly, which are used to solve the above-mentioned technical problems.

[0056] The specific structure of the stabilizer bar assembly and a vehicle having the stabilizer bar assembly will be described in detail below with reference to the accompanying drawings, taking different embodiments as examples.

[0057] 1 and 2 , an embodiment of the present application provides a stabilizer bar assembly 100 , which can be used in a vehicle. Specifically, the stabilizer bar assembly 100 may include at least: a stabilizer bar 110 and a mounting bracket 120 , wherein the mounting bracket 120 may be used to fix a thermal management unit 130 (see FIG5 ).

[0058] Specifically, the mounting bracket 120 may include: a first bracket 121 and a second bracket 122 (see Figures 3 and 4), wherein, in an embodiment of the present application, as shown in Figure 5, the thermal management unit 130 may include: an expansion kettle 131, a positive temperature coefficient device 132, a liquid cooler 133 and an evaporator 134.

[0059] The expansion tank 131, also known as the water tank, is an important component of the automobile cooling system. When the engine is running, the coolant will circulate continuously in the cooling water channel and will flow through the expansion tank on the way. If the pressure is too high or there is too much coolant, the excess gas and coolant will flow out from the bypass water channel of the expansion tank to avoid excessive pressure in the cooling system and the adverse consequences of pipe burst.

[0060] Positive temperature coefficient device 132 generally refers to a semiconductor material or component with a large positive temperature coefficient, typically a positive temperature coefficient thermistor, or PTC thermistor for short. A PTC thermistor is a typical temperature-sensitive semiconductor resistor. Above a certain temperature (the Curie temperature), its resistance increases in a step-like manner as the temperature rises. Specifically, positive temperature coefficient device 132 is a type of thermistor. The resistance of a PTC thermistor increases in a step-like manner as the temperature of the PTC thermistor increases. The higher the temperature, the greater the resistance.

[0061] Liquid cooler 133 cools and liquefies the medium to dissipate heat and is typically installed in front of the water tank, meaning it is typically located outside the vehicle. Evaporator 134 vaporizes the medium to absorb heat and is typically installed under the dashboard, meaning it is typically located inside the vehicle.

[0062] Specifically, evaporator 134 and liquid cooler 133 are both heat exchange devices. Evaporator 134 utilizes heating to boil a solution containing various substances, particularly non-volatile solutes, causing some of the solvent to vaporize and be removed simultaneously, thereby increasing the concentration of the solution in the solvent. Evaporator 134 primarily consists of two parts: a heating chamber and an evaporation chamber. The heating chamber provides the heat required for evaporation, causing the liquid to boil and vaporize, while the evaporation chamber completely separates the gas and liquid phases.

[0063] Liquid cooler 133 is a component of the refrigeration system and a part of the entire evaporator system. Its primary function is to dissipate heat by converting gas or vapor into liquid, rapidly releasing the heat. Liquid cooler 133 operates by releasing heat, converting vapor into liquid during evaporation. All liquid coolers 133 operate by removing heat from gas or vapor.

[0064] In one possible implementation, the first bracket 121 can be used to fix the expansion kettle 131 and the positive temperature coefficient device 132 of the thermal management unit 130, and the second bracket 122 can be used to fix the liquid cooler 133 and the evaporator 134 of the thermal management unit 130. Moreover, the first bracket 121 and the second bracket 122 can be detachably connected to the anti-roll bar 110 respectively.

[0065] In the stabilizer bar assembly 100, the first bracket 121 for fixing the expansion kettle 131 and the positive temperature coefficient device 132 is detachably connected to the stabilizer bar 110, and the second bracket 122 for fixing the liquid cooler 133 and the evaporator 134 is detachably connected to the stabilizer bar 110. In other words, the mounting bracket 120 for fixing the thermal management unit 130 is detachably connected to the stabilizer bar 110. In this way, the mounting bracket 120 for fixing the thermal management unit 130 can be integrated with the stabilizer bar 110, which facilitates the reasonable arrangement of the thermal management unit 130 in the front cabin structure of the vehicle.

[0066] Furthermore, the modular and compact design of the expansion tank 131, positive temperature coefficient device 132, liquid cooler 133, and evaporator 134 within the thermal management unit 130, with their centralized placement, improves space utilization within the vehicle's front cabin structure, enhances assembly efficiency of the thermal management unit 130, and enables integrated installation of the entire thermal management unit 130. By mounting the thermal management unit 130 on the mounting bracket 120 and detachably connecting the mounting bracket 120 to the stabilizer bar 110, the thermal management unit 130 is reliably secured, efficiently installed, and integrated with the vehicle body structure.

[0067] In other words, in this embodiment of the present application, the stabilizer bar 110 not only performs its own stabilizing function but also serves as a mounting bracket for the thermal management unit 130. Specifically, the mounting bracket 120 in the stabilizer bar assembly 100 also functions as a mounting bracket for the thermal management unit 130 in the front compartment. This effectively improves the overall vehicle rigidity while ensuring a secure mounting mode for the mounting bracket 120.

[0068] As shown in Figure 2, in an embodiment of the present application, the anti-roll bar 110 may include: a first surface 1101 and a third surface (not shown in the figure) relative to each other and a second surface 1102 and a fourth surface (not shown in the figure) relative to each other, wherein the second surface 1102 is respectively connected to the first surface 1101 and the third surface, and the fourth surface is respectively connected to the first surface 1101 and the third surface.

[0069] Furthermore, the first bracket 121 is detachably connected to the first surface 1101 of the stabilizer bar 110 , and the second bracket 122 is detachably connected to the second surface 1102 of the stabilizer bar 110 .

[0070] Of course, it is easy to understand that the first bracket 121 is not limited to being detachably connected to the first surface 1101 of the stabilizer bar 110, but may also be detachably connected to other surfaces of the stabilizer bar 110, and this embodiment of the present application does not limit this. Similarly, the second bracket 122 is not limited to being detachably connected to the second surface 1102 of the stabilizer bar 110, but may also be detachably connected to other surfaces of the stabilizer bar 110, and this embodiment of the present application does not limit this.

[0071] It should be noted that, in the embodiment of the present application, the first bracket 121 and the first surface 1101 of the stabilizer bar 110 and the second bracket 122 and the second surface 1102 of the stabilizer bar 110 may be connected in the following possible detachable ways, but are not limited to:

[0072] In one possible implementation, the first bracket 121 and the first surface 1101 of the stabilizer bar 110 may be riveted together, and the second bracket 122 and the second surface 1102 of the stabilizer bar 110 may be riveted together. Specifically, the first bracket 121 and the first surface 1101 of the stabilizer bar 110 are riveted together using rivets 140, and the second bracket 122 and the second surface 1102 of the stabilizer bar 110 are riveted together using rivets 140.

[0073] In this way, the first bracket 121 and the first surface 1101 of the stabilizer bar 110 are riveted together, thereby achieving a detachable connection between the first bracket 121 and the first surface 1101 of the stabilizer bar 110. The second bracket 122 and the second surface 1102 of the stabilizer bar 110 are riveted together, thereby achieving a detachable connection between the second bracket 122 and the second surface 1102 of the stabilizer bar 110.

[0074] Another possible implementation is that a first adhesive layer 151 may be provided between the first bracket 121 and the first surface 1101 of the stabilizer bar 110 , and a second adhesive layer 152 may be provided between the second bracket 122 and the second surface 1102 of the stabilizer bar 110 .

[0075] A first adhesive layer 151 is provided between the first bracket 121 and the first surface 1101 of the stabilizer bar 110. The first adhesive layer 151 can be attached or removed to achieve a detachable connection between the first bracket 121 and the first surface 1101 of the stabilizer bar 110. A second adhesive layer 152 is provided between the second bracket 122 and the second surface 1102 of the stabilizer bar 110. The second adhesive layer 152 can be attached or removed to achieve a detachable connection between the second bracket 122 and the second surface 1102 of the stabilizer bar 110.

[0076] The better the bonding performance of the first adhesive layer 151 , the better the connection performance between the first bracket 121 and the first surface 1101 of the stabilizer bar 110 . The better the bonding performance of the second adhesive layer 152 , the better the connection performance between the second bracket 122 and the second surface 1102 of the stabilizer bar 110 .

[0077] In another possible implementation, the first bracket 121 and the first surface 1101 of the stabilizer bar 110 may be riveted, with a first adhesive layer 151 disposed between the first bracket 121 and the first surface 1101 of the stabilizer bar 110. The second bracket 122 and the second surface 1102 of the stabilizer bar 110 may be riveted, with a second adhesive layer 152 disposed between the second bracket 122 and the second surface 1102 of the stabilizer bar 110.

[0078] As shown in Figures 5 and 6, the first bracket 121 and the first surface 1101 of the stabilizer bar 110 are riveted together via rivets 140, and a first adhesive layer 151 is provided between the first bracket 121 and the first surface 1101 of the stabilizer bar 110. The second bracket 122 and the second surface 1102 of the stabilizer bar 110 are riveted together via rivets 140, and a second adhesive layer 152 is provided between the second bracket 122 and the second surface 1102 of the stabilizer bar 110. This provides an additional connection function beyond the riveted connection, thereby enhancing the stability and reliability of the connection between the first bracket 121, the second bracket 122, and the stabilizer bar 110.

[0079] It should be noted that, in the embodiment of the present application, the first adhesive layer 151 may be structural adhesive, and the second adhesive layer 152 may be structural adhesive.

[0080] Structural adhesives are high-strength (compressive strength greater than 65MPa, steel-steel tensile bond strength greater than 30MPa, and shear strength greater than 18MPa), can withstand heavy loads, and are resistant to aging, fatigue, and corrosion, with stable performance throughout their expected lifespan. They are suitable for bonding structural parts that withstand high forces. Furthermore, structural adhesives offer high strength, peel resistance, impact resistance, and a simple construction process. They distribute stress evenly across the bond surface and have no thermal or deformation effects on parts. They can be used to bond the same or dissimilar materials, such as metals, ceramics, plastics, rubber, and wood, replacing traditional connection methods like welding, riveting, and bolting.

[0081] In the embodiment of the present application, the material used for the stabilizer bar 110 may be aluminum alloy.

[0082] The transverse stabilizer bar 110 can be integrally formed by a die-casting process. In this way, the transverse stabilizer bar 110 is formed by die-casting aluminum alloy, which can ensure the structural rigidity of the transverse stabilizer bar 110.

[0083] It's important to note that die casting is a process that utilizes three key elements: machinery, molds, and alloys, to unify pressure, speed, and time. Specifically, die casting is used for hot working of metals, and the presence of pressure is a key characteristic that distinguishes it from other casting methods. Die casting is a specialized casting method that requires no cutting. It involves filling a mold with molten metal at high pressure and speed, where it crystallizes and solidifies under high pressure to form a casting.

[0084] The use of die-casting technology to produce products has the advantages of high production efficiency, simple process, high casting tolerance, good surface roughness, and high mechanical strength. In addition, it can save a lot of mechanical processing steps and equipment, saving raw materials.

[0085] In addition, in some embodiments, as shown in Figure 2, the anti-roll bar 110 may include: a first part 111, a second part 112 and a third part 113 connected to each other, wherein the second part 112 may be located between the first part 111 and the third part 113, and, as shown in Figure 7, the interior of the second part 112 may have a cavity 1121.

[0086] It is understood that in some embodiments, as shown in FIG7 , the cross-section of the second portion 112 of the stabilizer bar 110 (i.e., the cavity of the second portion 112 of the stabilizer bar 110 ) may be rectangular. In other words, the middle portion of the stabilizer bar 110 may be a U-shaped cross-section beam.

[0087] Alternatively, in some other embodiments, the cross-section of the second part 112 of the lateral stabilizer bar 110 (i.e., the cavity of the second part 112 of the lateral stabilizer bar 110) can be in the shape of a Chinese character 'Ri' or 'Mu', that is, the middle part of the lateral stabilizer bar 110 can adopt a beam with a cross-section in the shape of a Chinese character 'Ri' or 'Mu'. The embodiments of the present application do not limit this, nor are they limited to the above examples.

[0088] It should be noted that the embodiments of the present application can adjust the size and shape of the lateral stabilizer bar 110 according to different vehicle models, and change the cross-sectional shape of the middle part of the lateral stabilizer bar 110 (i.e., the cross-section of the second part 112 of the lateral stabilizer bar 110) according to the performance requirements of different vehicles.

[0089] In the embodiments of the present application, as shown in FIG. 8, a damping material 1122 can be provided in the cavity 1121 of the second part 112. By providing a cavity 1121 in the second part 112 of the lateral stabilizer bar 110 and providing a damping material 1122 in the cavity 1121, that is, using the damping material 1122 to fill the cavity, in this way, while taking into account the installation and bearing functions of the thermal management unit 130, the bending / torsion resistance cross-sectional performance of the lateral stabilizer bar 110 can be effectively improved, thereby effectively improving the yaw mode of the front end of the vehicle and the torsional stiffness of the vehicle.

[0090] Among them, in one possible implementation manner, the damping material 1122 can be aluminum foam.

[0091] It should be noted that aluminum foam is a new type of structural material. It is a super-light metal material similar to foam with countless pores dispersed in a metal aluminum matrix. Generally, the porosity is 40% - 98%. Aluminum foam integrates multiple functions. The high-porosity porous structure determines that aluminum foam has good damping performance.

[0092] Aluminum foam is formed by adding additives to pure aluminum or aluminum alloy and then through a foaming process, and it has both metal and bubble characteristics at the same time. Aluminum foam has a small density, strong high-impact absorption ability, high temperature resistance, strong fire resistance, corrosion resistance, sound insulation and noise reduction, low thermal conductivity, high electromagnetic shielding performance, strong weather resistance, filtering ability, easy processing, easy installation, high forming accuracy, and can be surface-coated.

[0093] By filling aluminum foam in the cavity 1121 of the second part 112 of the lateral stabilizer bar 110, as a high-damping material, aluminum foam can play a role in shock absorption and noise reduction, and thus can meet the vibration isolation rate requirements of the thermal management unit 130. Therefore, the embodiments of the present application can effectively improve the NVH of the vehicle on the basis of ensuring the functional requirements of the components, that is, can effectively improve the noise (noise), vibration (vibration) and harshness (harshness) of the vehicle.

[0094] In addition, when the cavity 1121 of the second portion 112 of the stabilizer bar 110 is a hollow structure, taking the mass of the stabilizer bar 110 as 100%, after the cavity 1121 of the second portion 112 of the stabilizer bar 110 is filled with foamed aluminum, the mass of the stabilizer bar 110 is approximately 123%.

[0095] When the cavity 1121 of the second portion 112 of the stabilizer bar 110 is a hollow structure, taking the bending stiffness of the stabilizer bar 110 as 100% as a benchmark, after the cavity 1121 of the second portion 112 of the stabilizer bar 110 is filled with foamed aluminum, the bending stiffness of the stabilizer bar 110 is approximately 212%.

[0096] When the cavity 1121 of the second portion 112 of the stabilizer bar 110 is a hollow structure, taking the damping of the stabilizer bar 110 as 100% as a benchmark, after the cavity 1121 of the second portion 112 of the stabilizer bar 110 is filled with foamed aluminum, the damping of the stabilizer bar 110 is approximately 200%-300%.

[0097] It should be noted that the shock-absorbing material 1122 in the cavity 1121 of the second portion 112 of the stabilizer bar 110 may also be other materials with shock-absorbing function, which will not be described in detail in the embodiment of the present application.

[0098] In the embodiment of the present application, the first bracket 121 and the second bracket 122 may be steel plate stampings. Compared to castings and forgings, stampings are thin, uniform, light, and strong. Stamping can produce workpieces with reinforcing ribs, ribs, undulations, or flanges that are difficult to manufacture by other methods, thereby improving their rigidity. Therefore, the first bracket 121 and the second bracket 122 are made of steel, and the first bracket 121 and the second bracket 122 are formed into steel plate stampings using a stamping process, which helps to improve the rigidity of the first bracket 121 and the second bracket 122.

[0099] Moreover, through the steel-aluminum hybrid design, the embodiment of the present application can reduce the weight of the stabilizer bar 110 in the stabilizer bar assembly 100 while meeting performance requirements. One structural component can achieve multiple uses, which can reduce the number of parts and fasteners (such as bolts, etc.).

[0100] In addition, in order to ensure the strength of the installation point, on the basis of the high-strength steel plate stamping parts used for the first bracket 121 and the second bracket 122, at least one projection welding nut is also provided at the installation point between the first bracket 121 and the expansion kettle 131 and between the first bracket 121 and the positive temperature coefficient device 132. The nuts further fix the first bracket 121 and the expansion kettle 131 and between the first bracket 121 and the positive temperature coefficient device 132, thereby meeting the performance requirements of the installation.

[0101] Similarly, at least one projection welding nut is provided at the installation point between the second bracket 122 and the liquid cooler 133 and between the second bracket 122 and the evaporator 134. The nuts further fix the second bracket 122 and the liquid cooler 133 and between the second bracket 122 and the evaporator 134 to meet the performance requirements of the installation.

[0102] Here, the final assembly process of the stabilizer bar assembly 100 is introduced.

[0103] First, the expansion tank 131 and the positive temperature coefficient device 132 of the thermal management unit 130 are threadedly fixed to the first bracket 121, and the liquid cooler 133 and the evaporator 134 of the thermal management unit 130 are threadedly fixed to the second bracket 122, so that the thermal management unit 130 is screwed and fixed to the stabilizer bar 110 of the stabilizer bar assembly 100.

[0104] Then, the stabilizer bar assembly 100 is bolted between the shock towers 220 on both sides of the lower body. Finally, the pipes and lines between the various modules of the thermal management unit 130 are installed and fixed, completing the final assembly of the thermal management unit 130.

[0105] In addition, it is easy to understand that in the embodiment of the present application, the transverse stabilizer bar 110 with the installation function of the integrated thermal management unit 130 can meet the installation requirements of more parts according to the layout of different vehicle models, especially parts with higher requirements on the installation bracket modality, such as low-voltage batteries, fuse boxes, and low-voltage wiring harnesses, air-conditioning pipe fixation, etc.

[0106] Moreover, the structural performance of the lateral stabilizer bar 110 can be adjusted according to the different structural performance requirements of different vehicle models, combined with the cabin layout and pedestrian protection requirements, by adjusting the cross-section type and size, adding a branch beam structure, etc.

[0107] On the basis of the above embodiment, the embodiment of the present application further provides a vehicle, which may at least include: a thermal management unit 130 and the above-mentioned stabilizer bar assembly 100 , wherein the thermal management unit 130 is fixed to the stabilizer bar assembly 100 .

[0108] Among them, the thermal management unit 130 may include: an expansion kettle 131, a positive temperature coefficient device 132, a liquid cooler 133 and an evaporator 134, and the stabilizer bar assembly 100 may include: a stabilizer bar 110 and a mounting bracket 120. Specifically, the mounting bracket 120 may include: a first bracket 121 and a second bracket 122. The first bracket 121 and the second bracket 122 can be respectively detachably connected to the stabilizer bar 110.

[0109] It can be understood that in the embodiment of the present application, the first bracket 121 can be used to fix the expansion kettle 131 and the positive temperature coefficient device 132 of the thermal management unit 130, and the second bracket 122 can be used to fix the liquid cooler 133 and the evaporator 134 of the thermal management unit 130.

[0110] In an embodiment of the present application, the vehicle may further include: front wheels, rear wheels (not shown in the figure) and a vehicle body 210, wherein the vehicle body 210 may be connected between the front wheels and the rear wheels, and the anti-roll bar assembly 100 may be installed on the vehicle body 210.

[0111] Specifically, referring to Figures 9, 10 and 11, both ends of the lateral stabilizer bar assembly 100 can be connected to two shock towers 220, and the two shock towers 220 are connected to the vehicle body 210, so that the lateral stabilizer bar assembly 100 is installed on the vehicle body 210.

[0112] Among them, in one possible implementation, the lateral stabilizer bar assembly 100 and the shock tower 220 can be connected through bolts, that is, the lateral stabilizer bar assembly 100 and each shock tower 220 are connected through at least one bolt of the same type. This can improve the installation efficiency of the lateral stabilizer bar assembly 100, ensure production rhythm, reduce production costs, and improve maintenance convenience.

[0113] For example, the stabilizer bar assembly 100 and one of the shock towers 220 may be connected by six bolts of the same type, and the stabilizer bar assembly 100 and the other shock tower 220 may also be connected by six bolts of the same type, which is not limited in this embodiment of the present application.

[0114] It can be understood that the lateral stabilizer bar assembly 100 in the present application has a compact structure, high structural strength, and high torque density. The compact structure can save the size of the lateral stabilizer bar assembly 100 and can save the interior space of the vehicle when used in the vehicle.

[0115] Among them, the vehicles may include cars, etc. In other embodiments, the vehicles may include electric vehicles or special-purpose vehicles. Electric vehicles may include two-wheeled, three-wheeled or four-wheeled electric vehicles. Special-purpose vehicles may include various vehicles with specific functions, such as engineering rescue vehicles, sprinkler trucks, sewage suction trucks, cement mixer trucks, crane trucks or medical vehicles, etc.

[0116] The vehicle provided in an embodiment of the present application may include a stabilizer bar assembly 100. In the stabilizer bar assembly 100, a first bracket 121 for fixing an expansion kettle 131 and a positive temperature coefficient device 132 is detachably connected to the stabilizer bar 110, and a second bracket 122 for fixing a liquid cooler 133 and an evaporator 134 is detachably connected to the stabilizer bar 110. In other words, a mounting bracket 120 for fixing a thermal management unit 130 is detachably connected to the stabilizer bar 110. In this way, the mounting bracket 120 for fixing the thermal management unit 130 can be integrated with the stabilizer bar 110, which facilitates the reasonable arrangement of the thermal management unit 130 in the front cabin structure of the vehicle.

[0117] Furthermore, the modular and compact design of the expansion tank 131, positive temperature coefficient device 132, liquid cooler 133, and evaporator 134 within the thermal management unit 130, with their centralized placement, improves space utilization within the vehicle's front cabin structure, enhances assembly efficiency of the thermal management unit 130, and enables integrated installation of the entire thermal management unit 130. By mounting the thermal management unit 130 on the mounting bracket 120 and detachably connecting the mounting bracket 120 to the stabilizer bar 110, the thermal management unit 130 is reliably secured, efficiently installed, and integrated with the vehicle body structure.

[0118] By providing the above-mentioned stabilizer bar assembly 100 in the vehicle, the stabilizer bar 110 in the stabilizer bar assembly 100 is integrated with the mounting bracket 120 for fixing the thermal management unit 130 and the thermal management unit 130, which helps to improve the compactness of the vehicle's front cabin structure layout, thereby helping to achieve a compact design of the vehicle and further optimizing the space utilization of the vehicle.

[0119] In the description of the embodiments of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to a fixed connection, an indirect connection via an intermediate medium, internal communication between two components, or an interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on specific circumstances.

[0120] In the embodiments of the present application, any device or element referred to or implied must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the embodiments of the present application. In the description of the embodiments of the present application, the meaning of "plurality" is two or more, unless otherwise specifically specified.

[0121] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the embodiments of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described here. In addition, the terms "may include" and "have" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0122] Finally, it should be noted that the above embodiments are intended only to illustrate the technical solutions of the embodiments of this application, and are not intended to limit them. Although the embodiments of this application have been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they may modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, such modifications or replacements do not deviate from the essence of the corresponding technical solutions within the scope of the various embodiments of this application.

Claims

1. A lateral stabilizer bar assembly, used in a vehicle, characterized in that: include: anti-roll bar and mounting bracket; The mounting bracket is used to fix the thermal management unit; The mounting bracket includes: a first bracket and a second bracket; The first bracket and the second bracket are respectively detachably connected to the transverse stabilizer bar.

2. The stabilizer bar assembly according to claim 1, characterized in that: The first bracket is used to fix the expansion kettle and the positive temperature coefficient device of the thermal management unit, and the second bracket is used to fix the liquid cooler and the evaporator of the thermal management unit.

3. The stabilizer bar assembly according to claim 1 or 2, characterized in that: The lateral stabilizer bar includes: a first surface and a second surface adjacent to each other; The first bracket is detachably connected to the first surface of the stabilizer bar, and the second bracket is detachably connected to the second surface of the stabilizer bar.

4. The stabilizer bar assembly according to claim 3, characterized in that: The first bracket and the first surface of the lateral stabilizer bar are riveted together; The second bracket and the second surface of the stabilizer bar are riveted together.

5. The stabilizer bar assembly according to claim 3 or 4, characterized in that: A first adhesive layer is provided between the first bracket and the first surface of the transverse stabilizer bar.

6. The stabilizer bar assembly according to claim 5, characterized in that: The first adhesive layer is structural adhesive.

7. The stabilizer bar assembly according to claim 5 or 6, characterized in that: A second adhesive layer is provided between the second bracket and the second surface of the transverse stabilizer bar, and the second adhesive layer is structural adhesive.

8. The stabilizer bar assembly according to any one of claims 1 to 7, characterized in that: The material used for the transverse stabilizer bar is aluminum alloy.

9. The stabilizer bar assembly according to claim 8, characterized in that: The transverse stabilizer bar is integrally formed by a die-casting process.

10. The stabilizer bar assembly according to any one of claims 1 to 9, characterized in that: The lateral stabilizer bar includes: a first portion, a second portion and a third portion connected to each other; The second portion is located between the first portion and the third portion; The second part has a cavity inside, and a shock-absorbing material is arranged in the cavity.

11. The stabilizer bar assembly according to claim 10, characterized in that: The shock-absorbing material is foamed aluminum.

12. The stabilizer bar assembly according to claim 10 or 11, characterized in that: The second portion has a rectangular cross section.

13. The stabilizer bar assembly according to any one of claims 1 to 12, characterized in that: The first bracket and the second bracket are steel plate stamping parts.

14. A vehicle, characterized in that: include: A thermal management unit and a stabilizer bar assembly according to any one of claims 1 to 13; The thermal management unit is fixed to the stabilizer bar assembly.

Images