Commercial vehicle body test stabilizer bar and vehicle

Abstract

The invention belongs to the technical field of commercial vehicle manufacturing, and discloses a commercial vehicle body test stabilizer bar and a vehicle. The swing arm comprises a left swing arm and a right swing arm, a first stabilizer bar is installed on the left swing arm, a second stabilizer bar is installed on the right swing arm, the first stabilizer bar and the second stabilizer bar are detachably connected through a third stabilizer bar, the third stabilizer bar comprises a first bar body and a second bar body, and the first bar body is inserted into the second bar body in a sliding mode. A first inserting hole is formed in the first stabilizer bar, a second inserting hole is formed in the second stabilizer bar, the first bar body is inserted into the first inserting hole, the second bar body is inserted into the second inserting hole, the first bar body is shorter than the first stabilizer bar, and the second bar body is shorter than the second stabilizer bar; the problem that in the prior art, the experiment process of screening out the most suitable stabilizer bar size is time-consuming is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of commercial vehicle manufacturing, and in particular to a commercial vehicle body test stabilizer bar and a vehicle. Background Art

[0002] During the development and verification of trucks both domestically and internationally, cab roll performance, a key component of overall vehicle performance, requires real-vehicle verification. Currently, roll stability is primarily provided by the front suspension stabilizer bar assembly, which is typically mounted on the frame perpendicular to the vehicle's direction of travel.

[0003] However, the dimensions and sizes of stabilizers used in vehicles of different weights and models vary greatly. The results obtained through simulation experiments are only theoretical structures. It is necessary to test stabilizer bars of different sizes on actual vehicles and find the most suitable stabilizer bar in the experiment. However, this will make it difficult to quickly match stabilizer bars of different stiffnesses during the experimental verification process. The stabilizer bar needs to be repeatedly disassembled and installed, which will increase the experimental time and thus increase the time required for the entire experiment. Summary of the Invention

[0004] The object of the present invention is to provide a commercial vehicle body test stabilizer bar and vehicle, so as to solve the problem that the experimental process of screening the most suitable stabilizer bar size in the prior art is relatively time-consuming.

[0005] To achieve this object, the present invention adopts the following technical solution: The present invention provides a commercial vehicle body test stabilizer bar, including a left swing arm and a right swing arm, a first stabilizer bar is installed on the left swing arm, and a second stabilizer bar is installed on the right swing arm, the first stabilizer bar and the second stabilizer bar are detachably connected through a third stabilizer bar, the third stabilizer bar includes a first rod body and a second rod body, the first rod body is slidably inserted in the second rod body, a first plug hole is provided on the first stabilizer bar, and a second plug hole is provided on the second stabilizer bar, the first rod body is inserted in the first plug hole, and the second rod body is inserted in the second plug hole, the first rod body is shorter than the first stabilizer bar, and the second rod body is shorter than the second stabilizer bar.

[0006] Preferably, a first screw hole is formed on the first stabilizing rod, a first bolt is screwed into the first screw hole, the third stabilizing rod is inserted into the first stabilizing rod, and the first bolt abuts against the third stabilizing rod.

[0007] Preferably, a second screw hole is formed on the second stabilizing rod, a second bolt is screwed into the second screw hole, the third stabilizing rod is inserted into the second stabilizing rod, and the second bolt abuts against the third stabilizing rod.

[0008] Preferably, the cross-sections of the first rod and the second rod are hexagonal, the outer diameter of the second rod is larger than the outer diameter of the first rod, the cross-sections of the first plugging hole are hexagonal, and the cross-sections of the second plugging hole are hexagonal.

[0009] Preferably, the third stabilizing rod further includes a third rod body, the second rod body is slidably inserted into the third rod body, and the outer diameter of the third rod body is greater than that of the second rod body.

[0010] Preferably, a first adjustment hole is formed on the second rod body, a first adjustment bolt is installed in the first adjustment hole, and the first adjustment bolt abuts against the first rod body.

[0011] Preferably, a second adjustment hole is formed on the third rod body, a second adjustment bolt is installed in the second adjustment hole, and the second adjustment bolt abuts against the second rod body.

[0012] Preferably, weight-reducing grooves are provided on the left swing arm and the right swing arm.

[0013] Preferably, the stiffness of the third rod is greater than that of the second rod, and the stiffness of the second rod is greater than that of the first rod.

[0014] A vehicle comprises the commercial vehicle body test stabilizer bar described above and a vehicle frame, wherein the commercial vehicle body test stabilizer bar is mounted on the bottom of the vehicle frame.

[0015] Beneficial effects: Since the first rod body can be inserted into the second rod body, the overall length of the commercial vehicle body test stabilizer bar can be flexibly changed. At the same time, the first rod body can be fully inserted into the first stabilizer bar, and the second rod body can also be fully inserted into the second stabilizer bar. Only the first rod body or the second rod body can be exposed between the first stabilizer bar and the second stabilizer bar. In this way, the vehicle body posture when only the first rod body or the second rod body is exposed can be tested without disassembling the commercial vehicle body test stabilizer bar, thereby shortening the experimental time. At the same time, since the first rod body can be inserted into the second rod body, this means that the diameters of the first rod body and the second rod body are different. Without disassembling the commercial vehicle body test stabilizer bar, by exposing only the first rod body or only the second rod body between the first stabilizer bar and the second stabilizer bar, the vehicle body posture when the first rod body and the second rod body with different diameters are used as stabilizers can be tested, thereby reducing the number of times the front suspension stabilizer bar is disassembled and replaced, thereby improving the experimental efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a main body diagram of the commercial vehicle body test stabilizer bar of the present invention;

[0017] Figure 2 This is an exploded view of the commercial vehicle body test stabilizer bar of the present invention;

[0018] Figure 3 This is a diagram showing the first rod of the commercial vehicle body test stabilizer bar of the present invention extending outward;

[0019] Figure 4 This is a diagram showing the second rod of the commercial vehicle body test stabilizer bar of the present invention being extended.

[0020] In the figure: 1. Left swing arm; 2. Right swing arm; 3. First stabilizer bar; 31. First screw hole; 32. First bolt; 4. Second stabilizer bar; 5. Third stabilizer bar; 51. First rod body; 52. Second rod body; 521. First adjustment hole; 6. Weight reduction groove. DETAILED DESCRIPTION

[0021] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0022] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0023] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0024] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0025] During the research, development, and verification of commercial vehicles, especially medium and heavy-duty trucks, cab roll stability, as an important indicator of vehicle dynamic performance, has always been a core part of vehicle safety and handling verification. Currently, mainstream automakers at home and abroad generally use front suspension stabilizer bar assemblies as the core technical solution for suppressing cab roll. This device, through its unique torsion bar spring structure, generates a reaction torque when the vehicle turns or travels on complex roads, effectively offsetting the lateral tilt of the cab caused by inertia. This stabilizer bar system, arranged on the frame perpendicular to the longitudinal axis of the vehicle, has a precise stiffness matching that directly determines the accuracy of the cab's roll angle control, which in turn affects the driver's operating comfort and driving safety in emergency conditions.

[0026] However, during the actual engineering verification process, the development of the stabilizer bar system faced multiple technical challenges. First, the diverse commercial vehicle market demands led to significant differences in vehicle configurations. Vehicles with varying curb weights (ranging from 6 to 40 tons), wheelbase specifications (short-wheelbase urban delivery vehicles versus long-wheelbase trunk logistics vehicles), and different suspension types (leaf spring suspension versus air suspension) posed unique requirements for the stabilizer bar's mechanical properties.

[0027] Secondly, while modern CAE simulation technology can accurately simulate the mechanical properties of stabilizer bars, many uncontrollable variables remain in engineering practice. Simulation models are often based on idealized assumptions, making it difficult to fully replicate the nonlinear stiffness characteristics of rubber bushings, the stress concentration effects of welded joints, and the dynamic load spectrum experienced during actual vehicle operation.

[0028] Even more problematic is the efficiency bottleneck in the experimental verification phase. The traditional verification process requires the processing, assembly, and bench testing of physical samples for each candidate solution. Taking a new heavy-duty truck development project as an example, its stabilizer bar system needs to be optimized among systems with the same stiffness specifications. Each time the stabilizer bar is replaced, the front suspension system assembly needs to be disassembled, which takes about 4.5 hours per time and requires the use of professional equipment such as lifting platforms and hydraulic torque wrenches. Based on this calculation, the verification of the stabilizer bar alone will consume more than 40 hours of pure working time. Taking into account the experimental preparation, data collection, and analysis, the entire verification cycle is often as long as 2-3 weeks.

[0029] Furthermore, the complexity of multi-condition verification further exacerbates the technical challenges. Actual road testing must cover typical operating conditions such as high-speed lane changes, emergency obstacle avoidance, and continuous cornering. Each test cycle requires the collection of 12 parameters, including roll angular velocity, lateral acceleration, and stabilizer bar strain. When comparing the performance of stabilizer bars of varying stiffness, the test fleet must return to the workshop for hardware replacement, which not only interrupts the test schedule but also causes changes in environmental conditions (such as temperature and road adhesion coefficient) that impact data comparability.

[0030] These technical pain points have a profound impact on the R&D efficiency and market competitiveness of vehicle manufacturers. Amidst fierce industry competition, a major automaker suffered a major financial loss due to a new model launch issue caused by a stabilizer bar mismatch.

[0031] In order to solve the above problems, Figures 1 to 4 As shown, the present invention provides a commercial vehicle body test stabilizer bar, which includes a left swing arm 1 and a right swing arm 2. A first stabilizer bar 3 is installed on the left swing arm 1, and a second stabilizer bar 4 is installed on the right swing arm 2. The first stabilizer bar 3 and the second stabilizer bar 4 are detachably connected through a third stabilizer bar 5. The third stabilizer bar 5 includes a first rod body 51 and a second rod body 52. ​​The first rod body 51 is slidably inserted in the second rod body 52. ​​A first plug hole is provided on the first stabilizer bar 3, and a second plug hole is provided on the second stabilizer bar 4. The first rod body 51 is inserted in the first plug hole, and the second rod body 52 is inserted in the second plug hole. The first rod body 51 is shorter than the first stabilizer bar 3, and the second rod body 52 is shorter than the second stabilizer bar 4.

[0032] The first rod 51 of the present invention is shorter than the first stabilizing rod 3, and the first rod 51 can be completely inserted into the first stabilizing rod 3, with only the second rod 52 exposed between the first stabilizing rod 3 and the second stabilizing rod 4. The second rod 52 is shorter than the second stabilizing rod 4, and the second rod 52 can be completely inserted into the second stabilizing rod 4, so that only the first rod 51 is exposed between the first stabilizing rod 3 and the second stabilizing rod 4. Since the first rod 51 is slidably inserted into the second rod 52, the inner diameter of the second rod 52 is equal to the outer diameter of the first rod 51, and it can be inferred that the overall diameter of the second rod 52 is greater than the diameter of the first rod 51. Do not place the first rod 51 or the second rod 52 between the first stabilizer bar 3 and the second stabilizer bar 4, so as to test the body posture of the commercial vehicle body test stabilizer bar at different diameters. The commercial vehicle body test stabilizer bar is installed at the bottom of the frame. By observing or detecting the posture of the vehicle bottom frame and the data transmitted by the mechanical detection sensor on the frame, the stabilizer bar of the appropriate size can be screened out. In this way, the commercial vehicle body test stabilizer bar can be installed on the frame without removing the frame. By changing the relative positions of the first rod 51 and the second rod 52, the distortion data of the commercial vehicle body test stabilizer bar at different diameters can be directly detected, the posture of the vehicle body can be directly seen, the number of disassembly times can be reduced, and the efficiency of the experiment can be improved.

[0033] The first rod body 51 can be inserted into the second rod body 52. ​​The first rod body 51 is shorter than the first stabilizer bar 3, and the second rod body 52 is shorter than the second stabilizer bar 4. By changing the length of the first rod body 51 and the second rod body 52 between the first stabilizer bar 3 and the second stabilizer bar 4, data of the commercial vehicle body test stabilizer bar at different lengths on the vehicle can be tested without disassembling the commercial vehicle body test stabilizer bar, and the postures of the commercial vehicle body test stabilizer bar at different lengths on the vehicle can be observed. The number of times of disassembly and replacement of commercial vehicle body test stabilizer bars of different lengths can also be reduced, thereby improving experimental efficiency. The commercial vehicle body test stabilizer bar of the present invention can change its own diameter and length, thereby reducing the number of disassembly times and improving experimental detection efficiency.

[0034] The first stabilizer bar 3 of the present invention is provided with a first screw hole 31, and a first bolt 32 is screwed into the first screw hole 31. The third stabilizer bar 5 is inserted into the first stabilizer bar 3, and the first bolt 32 abuts against the third stabilizer bar 5. The third stabilizer bar 5 of the present invention can be slidably inserted into the first stabilizer bar 3. If the first bolt 32 is screwed into the first screw hole 31 and abuts against the third stabilizer bar 5, the third stabilizer bar 5 can be limited inside the first stabilizer bar 3. If the first bolt 32 is unscrewed, the third stabilizer bar 5 can slide freely, adjust its own position, and change the length of the commercial vehicle body test stabilizer bar.

[0035] The second stabilizer bar 4 of the present invention is provided with a second screw hole, and a second bolt is screwed into the second screw hole. The third stabilizer bar 5 is inserted into the second stabilizer bar 4, and the second bolt abuts against the third stabilizer bar 5. The third stabilizer bar 5 of the present invention can be slidably inserted into the second stabilizer bar 4. If the second bolt is screwed into the second screw hole and abuts against the third stabilizer bar 5, the third stabilizer bar 5 can be limited inside the second stabilizer bar 4. If the second bolt is unscrewed, the third stabilizer bar 5 can slide freely, adjust its own position, and change the length of the commercial vehicle body test stabilizer bar.

[0036] The cross-sections of the first rod 51 and the second rod 52 are hexagonal, the outer diameter of the second rod 52 is larger than the outer diameter of the first rod 51, the cross-sections of the first plug hole are hexagonal, and the cross-sections of the second plug hole are hexagonal. In the present invention, the cross-sections of the vehicle body test stabilizer bar are all hexagonal, which makes it easier for locking components such as bolts to abut on the plane, restricting the movement of the corresponding components. At the same time, it also prevents the first rod 51, the second rod 52, the first stabilizer bar 3, and the second stabilizer bar 4 from rotating relative to each other, resulting in distortion of the test structure. It should be noted that the cross-section of the vehicle body test stabilizer bar can also be other polygonal structures, the main purpose of which is to restrict the first rod 51, the second rod 52, the first stabilizer bar 3, and the second stabilizer bar 4 from rotating along their own axes.

[0037] The third stabilizer bar 5 also includes a third rod body, and the second rod body 52 is slidably inserted into the third rod body, and the outer diameter of the third rod body is larger than that of the second rod body 52. ​​The third stabilizer bar 5 of the present invention can include multiple rod bodies, and the rod bodies are sequentially nested in a Russian nesting doll pattern from the side of the first stabilizer bar 3 to the side of the second stabilizer bar 4. This allows for a wider range of rod diameter options for the third stabilizer bar 5 between the first stabilizer bar 3 and the second stabilizer bar 4. The greater the number of rod bodies, the more diameter options for the commercial vehicle body test stabilizer bar. Thus, without disassembling the commercial vehicle body test stabilizer bar, it is possible to obtain more vehicle posture test results and force structures at various positions on the vehicle frame under different commercial vehicle body test stabilizer bar diameters, from which the commercial vehicle body test stabilizer bar that best suits the vehicle can be selected. This allows the commercial vehicle body test stabilizer bar to be lighter in weight and meet the anti-roll strength requirements of different vehicles during tilting, thereby ensuring vehicle safety and preventing vehicle rollover.

[0038] The second rod 52 is provided with a first adjustment hole 521, into which a first adjustment bolt is mounted. The first adjustment bolt abuts the first rod 51. By providing the first adjustment bolt, the relative position between the first rod 51 and the second rod 52 can be adjusted, and thereby the length of the third stabilizer bar 5 between the first stabilizer bar 3 and the second stabilizer bar 4 can be adjusted. If the first adjustment bolt abuts the first rod 51, the relative position of the first and second rods 51 and 52 is fixed, and the vehicle anti-roll test can be performed. If the first adjustment bolt is loosened, the first rod 51 can slide freely within the second rod 52, allowing for flexible adjustment of the extension of the first rod 51 and, thereby, the exposed length of the third stabilizer bar 5. This allows for testing the vehicle posture under different commercial vehicle body test stabilizer bar lengths without having to disassemble the commercial vehicle body test stabilizer bar for replacement, thereby improving experimental efficiency.

[0039] A second adjustment hole is provided on the third rod body, and a second adjustment bolt is installed in the second adjustment hole. The second adjustment bolt abuts against the second rod body 52. ​​Inside the third stabilizer bar 5, all the rod bodies can move and be fixed relative to each other, so that the length adjustment range and diameter selection range of the commercial vehicle body test stabilizer bar can be expanded. After installing the commercial vehicle body test stabilizer bar, more experimental data can be provided without disassembling the commercial vehicle body test stabilizer bar, thereby improving the efficiency of the experiment.

[0040] The left swing arm 1 and the right swing arm 2 are provided with weight-reducing grooves 6, which make it easier for disassembly and assembly personnel to lift them, thereby reducing the difficulty of the experiment and improving the efficiency of the experiment.

[0041] The stiffness of the third rod body is greater than that of the second rod body 52 , and the stiffness of the second rod body 52 is greater than that of the first rod body 51 . In the third stabilizer bar 5 of the present invention, different rod bodies can be made of different materials, and different materials have different strengths. In this way, after the commercial vehicle body test stabilizer bar is installed, the strength variable can be further introduced into the vehicle anti-roll test. After the installation of a single commercial vehicle body test stabilizer bar is completed, more vehicle test data can be measured, further reducing the time consumed by the experiment and improving the experimental efficiency.

[0042] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A commercial vehicle body test stabilizer bar, characterized in that: The invention comprises a left swing arm (1) and a right swing arm (2), wherein a first stabilizing bar (3) is installed on the left swing arm (1), and a second stabilizing bar (4) is installed on the right swing arm (2), and the first stabilizing bar (3) and the second stabilizing bar (4) are detachably connected via a third stabilizing bar (5), and the third stabilizing bar (5) comprises a first rod body (51) and a second rod body (52), wherein the first rod body (51) is slidably inserted into the second rod body (52), a first plug hole is provided on the first stabilizing bar (3), and a second plug hole is provided on the second stabilizing bar (4), the first rod body (51) is inserted into the first plug hole, and the second rod body (52) is inserted into the second plug hole, the first rod body (51) is shorter than the first stabilizing bar (3), and the second rod body (52) is shorter than the second stabilizing bar (4).

2. The commercial vehicle body test stabilizer bar according to claim 1, characterized in that: A first screw hole (31) is provided on the first stabilizing rod (3), a first bolt (32) is screwed into the first screw hole (31), the third stabilizing rod (5) is inserted into the first stabilizing rod (3), and the first bolt (32) abuts against the third stabilizing rod (5).

3. The commercial vehicle body test stabilizer bar according to claim 2, characterized in that: A second screw hole is provided on the second stabilizing rod (4), a second bolt is screwed into the second screw hole, the third stabilizing rod (5) is inserted into the second stabilizing rod (4), and the second bolt abuts against the third stabilizing rod (5).

4. The commercial vehicle body test stabilizer bar according to claim 3, characterized in that: The cross-sections of the first rod (51) and the second rod (52) are hexagonal, the outer diameter of the second rod (52) is larger than the outer diameter of the first rod (51), the cross-section of the first plug hole is hexagonal, and the cross-section of the second plug hole is hexagonal.

5. The commercial vehicle body test stabilizer bar according to claim 1, characterized in that: The third stabilizing rod (5) further comprises a third rod body, the second rod body (52) is slidably inserted into the third rod body, and the outer diameter of the third rod body is greater than that of the second rod body (52).

6. The commercial vehicle body test stabilizer bar according to claim 1, characterized in that: A first adjustment hole (521) is provided on the second rod body (52), a first adjustment bolt is installed in the first adjustment hole (521), and the first adjustment bolt abuts against the first rod body (51).

7. The commercial vehicle body test stabilizer bar according to claim 5, characterized in that: A second adjustment hole is provided on the third rod body, a second adjustment bolt is installed in the second adjustment hole, and the second adjustment bolt abuts against the second rod body (52).

8. The commercial vehicle body test stabilizer bar according to claim 1, characterized in that: The left swing arm (1) and the right swing arm (2) are provided with weight-reducing grooves (6).

9. The commercial vehicle body test stabilizer bar according to claim 5, characterized in that: The rigidity of the third rod body is greater than the rigidity of the second rod body (52), and the rigidity of the second rod body (52) is greater than the rigidity of the first rod body (51).

10. A vehicle, characterized in that: The commercial vehicle body test stabilizer bar according to claim 1 further comprises a vehicle frame, wherein the commercial vehicle body test stabilizer bar is mounted on the bottom of the vehicle frame.

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