Novel automobile anti-roll bar damper and connecting method thereof
By using a combination of damping springs and fixing clamps between the anti-roll bar and the anti-roll bar hanger or suspension components, the problem of insufficient anti-roll bar connection strength is solved, thereby reducing vehicle body roll and improving straight-line driving quality.
Patent Information
- Application Number
- CN202410301374.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-03-15
- Publication Date
- 2026-01-02
AI Technical Summary
The connection strength between the anti-roll bar and the anti-roll bar hanger in the existing car suspension system is insufficient, which causes severe body roll when the vehicle is cornering and affects the quality of straight-line driving.
The combination structure of damping spring and fixed clamp is used to directly connect the anti-roll bar to the anti-roll bar hanger or suspension components. Dynamic damping reduces the angle change and vibration of the anti-roll bar, and enhances the connection stability.
It effectively reduces the roll angle and vibration amplitude of the anti-roll bar, improves the stability and comfort of the vehicle when driving straight, and reduces the impact of weight.
Smart Images
Figure CN121246482A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application belongs to the technical field of automobile chassis, and particularly relates to a new type of automobile anti-roll bar damper and a connecting method thereof, which can effectively reduce vehicle body roll when the vehicle is turning and improve straight driving quality. BACKGROUND
[0002] The anti-roll bar is an important part of the automobile suspension system, and the anti-roll bar, also known as the transverse stabilizer, has a great influence on the automobile control. The two ends of the anti-roll bar are connected with the suspension rocker arm, and when the vehicle body is inclined, the anti-roll bar will be twisted, and at the same time, a feedback force in the opposite direction is generated to control the vehicle body roll, so the anti-roll bar is actually a twisted spring. When the vehicle is turning, the vehicle body is inclined due to the centrifugal force, which causes the suspension of the inner wheel to stretch and the suspension of the outer wheel to compress, so that the anti-roll bar is twisted, and the role of the anti-roll bar is to use the rebound force generated by the twisting of the bar to suppress the vehicle body roll.
[0003] However, the existing automobile suspension design generally connects the anti-roll bar with the anti-roll bar hanger, and the anti-roll bar hanger is connected with the shock absorber cylinder or the chassis swing arm, so as to generate a connecting force to suppress the angle change of the anti-roll bar. The anti-roll bar and the anti-roll bar hanger are generally connected by a ball head. This connection has the advantages of allowing the vehicle to have a certain roll and facilitating the movement of the vehicle on a non-straight line, but the use of the ball head connection also has side effects. Because the ball head is relatively fragile, the limiting strength of the new part is not high, and after a period of use, it is easy to loosen, which causes the connection strength between the anti-roll bar hanger and the anti-roll bar to be insufficient, and the role of the anti-roll bar in reducing the roll is weakened. Therefore, increasing the connection strength between the anti-roll bar and the anti-roll bar hanger, increasing the stability of the anti-roll bar, reducing the angle change and vibration of the anti-roll bar during vehicle operation, reducing the roll when turning, and improving the straight driving quality are problems to be solved. In addition, while solving the above problems, the weight of the structure of the technical scheme should also be considered, because the anti-roll bar and the anti-roll bar hanger are located in the automobile chassis part, and excessive increase in the weight of the chassis will inevitably affect the performance of the vehicle during driving or high-speed driving. SUMMARY
[0004] In view of the deficiencies and gaps in the prior art, the present application no longer confines to the continuous separate reinforcement of the anti-roll bar hanger and the ball head in the prior art, but innovatively connects the anti-roll bar and the anti-roll bar hanger together by a damper, or connects the anti-roll bar and the straight arm or the bent arm or other fixed point under the chassis together, so as to reduce the angle change of the anti-roll bar when moving. The present application provides a new type of automobile anti-roll bar damper and a connecting method thereof. The damper can adjust the dynamic damping through stretching and contraction. The damper is directly connected to the chassis anti-roll bar through a damping spring and one end of a fixed hoop, and is directly connected to the anti-roll bar hanger or connected to the straight arm or the bent arm or the fixed point nearby through the other end, so as to reduce the angle change and vibration of the anti-roll bar when the vehicle moves, and generally increase the stability of the anti-roll bar when moving, so as to reduce the roll of the vehicle when turning, and improve the comfort of the vehicle when driving in a straight line.
[0005] In order to achieve the above-mentioned target, we adopt the following technical solutions.
[0006] A new type of automobile anti-roll bar damper and a connecting method thereof, characterized by: containing a damping spring, a left end fixed hoop and a right end fixed hoop; wherein the left end fixed hoop bolt on the left end fixed hoop of the left end fixed hoop connects the left end fixed ring of the damping spring, the right end fixed hoop bolt on the right end fixed hoop of the right end fixed hoop connects the right end fixed ring of the damping spring, and the damping spring and the fixed hoop at both ends are connected in an extension structure.
[0007] Preferably, the damping spring comprises three settings, two end neck springs, a middle neck spring and a single side neck spring, the length of the spring is between 3mm and 550mm, the wire diameter is in the range of 0.1mm to 20mm, the inner diameter is in the range of 2mm to 100mm, the proportion of different spring wire necks a and c and the coil is designed to increase the straight line a and c part of the spring as much as possible, reduce the proportion of the coil, and reduce the weight, and the extension structure composed of the left end fixed hoop and the damping spring increases the damping when stretched and returns to the initial position when contracted.
[0008] Preferably, the left end fixed hoop and the right end fixed hoop are annular or U-shaped fixed hoops, the radius of the fixed hoop ring is between 2mm and 80mm, the length of the U-shaped fixed hoop is between 2mm and 150mm, and the width is between 5mm and 150mm, one end of the anti-roll bar damper is fixed on the anti-roll bar of the automobile, the other end is fixed on the anti-roll bar hanger, or is fixed on the suspension straight arm or the bent arm or the fixed point near the anti-roll bar.
[0009] In addition, the length of the spring coil part of the two-end neck spring accounts for not less than 80% of the total length of the spring, the length of the spring coil part of the middle neck spring accounts for not more than 80% (inclusive) and not less than 40% (inclusive) of the total length of the spring, and the length of the spring coil part of the single-side neck spring accounts for not more than 40% of the total length of the spring.
[0010] The above technical solution has the beneficial effects of: The technical solution of the present application solves the problem of insufficient strength of the connection between the anti-roll bar and the suspension, dynamically strengthens the connection damping between the anti-roll bar and the anti-roll bar hanger or the lower straight arm or the bent arm, and generally increases the stability of the anti-roll bar during movement. The telescopic structure of the spring fixing hoop and the damping spring strengthens the connection strength between the anti-roll bar and the suspension. When the vehicle body tilts, the spring telescopic structure on one side becomes longer, the damping becomes larger, and the angle of the anti-roll bar becomes smaller. When the vehicle body returns to the normal position, it returns to the initial position due to the elastic properties of the technical structure.
[0011] The design of directly connecting the left end fixing hoop and the right end fixing hoop with the damping spring simplifies the steps and reduces the weight of the entire regulator, thereby reducing the impact of the weight of the regulator on the chassis during movement to the minimum.
[0012] The use of two-end neck springs, middle neck springs and single-side neck springs, different spring wire neck a and c and coil proportion design, increases the straight line a and c part of the spring as much as possible, reduces the proportion of the coil, increases the wire diameter of the coil, ensures the damping of the spring, reduces the weight of the spring, increases the rigidity of the spring in the straight line direction, is more fatigue-resistant, increases the use time, reduces the vibration of the spring during automobile movement, makes the automobile run more linearly, and achieves the purpose of comfort.
[0013] The angle change of the automobile anti-roll bar includes the inclination angle of the anti-roll bar when the vehicle tilts and the vibration amplitude change of the anti-roll bar when the vehicle moves linearly. The anti-roll bar damper can effectively reduce the inclination angle of the anti-roll bar and the vibration amplitude of the anti-roll bar when the vehicle moves linearly, and improve the linear driving quality. Under the condition that the initial damping of the anti-roll bar damper is set, when the included angle between the anti-roll bar damper and the anti-roll bar during connection is greater than 45 degrees, the action of the damper is biased to reduce the vibration amplitude change of the anti-roll bar, and when the included angle is less than 45 degrees, the action of the damper is biased to reduce the inclination angle of the anti-roll bar. According to the experimental vehicle data, when the included angle is set to 60 degrees, the linear driving quality of the vehicle and the reduction of the inclination reach a balance point of comfort and movement. BRIEF DESCRIPTION OF DRAWINGS
[0014] Fig. 1 is a schematic representation of a new type of automobile anti-roll bar damper structure in an undamped state Figure 2 is a schematic representation of a new type of automobile anti-roll bar damper structure in a slightly stretched state when the vehicle is stationary after being loaded Figure 3 is a schematic representation of a left end fixed collar Figure 4 is a schematic representation of a right end fixed collar Figure 5 is a schematic representation of a two end neck spring Figure 6 is a schematic representation of a middle neck spring Figure 7 Figure 7 is a schematic representation of a single side neck spring The parts in the figure are 1 left end fixed collar 3 damping spring 4 right end fixed collar 5 right end spring coil 6 left end spring coil 7 right end fixed collar bolt 8 left end fixed collar bolt a is the distance of the spring damping coil from the fixed collar The names of the left end fixed collar, right end fixed collar, two end neck spring, middle neck spring, single side neck spring, left end spring coil, right end spring coil, left end fixed bolt, and right end fixed bolt are only names designated for the purpose of distinguishing the figures and are not professional terms and do not have any other meaning Figure 8 Figure 8 is a schematic representation of the total length b of the spring, which is the length of the spring from the left end point to the right end point Common spring materials include carbon spring steel, alloy spring steel, and non-ferrous metal alloys Embodiment
[0015] The following describes an embodiment of the present application, and in addition, in the various figures, the scale of the figures is sometimes exaggerated for the purpose of explanation and is not the actual scale. The material of the fixed collar is a metal that is common in the art.
[0016] 1. A new type of automobile anti-roll bar damper and its connecting method, comprising a damping spring, a left end fixed collar, and a right end fixed collar, wherein a left end fixed collar bolt on the left end fixed collar connects a left end fixed ring of the damping spring, a right end fixed collar bolt on the right end fixed collar connects a right end fixed ring of the damping spring, and the damping spring is in an extension and contraction structure after being connected with the fixed collars at both ends, the length of the metal spring is between 3 mm and 550 mm, the wire diameter is in the range of 0.1 mm to 20 mm, and the inner diameter is in the range of 2 mm to 100 mm. The inner radius of the fixed collar circle is between 2 mm and 80 mm, the length of the U-shaped fixed collar is between 2 mm and 150 mm, and the inner width is between 5 mm and 150 mm. In addition, the proportion of the length of the middle spring coil part of the two end neck spring to the total length of the spring is not less than 80%, the proportion of the length of the middle spring coil part of the middle neck spring to the total length of the spring is not more than 80% (inclusive) and not less than 40% (inclusive), and the proportion of the length of the single spring coil part of the single side neck spring to the total length of the spring is not more than 40%.
[0017] 2. Specifically, the wire diameter of the springs at both ends is 1.5 mm, the total length is 105 mm, the inner diameter of the entire spring is 18 mm, the length of the straight spring necks a and c is 10 mm, and the inner diameter of the spring coils at both ends is 10 mm. The material is spring steel. The inner diameter of the left end fixing clamp is 22 mm, the outer diameter is 45 mm, and the thickness is 20 mm. The material is aluminum alloy. The other end is the right end fixing clamp, with an inner diameter of 10 mm, an outer diameter of 30 mm, and a thickness of 20 mm. The material is aluminum alloy. The 22 mm end of this damper fixing clamp is fitted onto the anti-roll bar of the car chassis, and the 10 mm end is fitted onto the anti-roll bar hanger.
[0018] 3. The middle neck spring has a wire diameter of 10 mm and a total length of 180 mm. The inner diameter of the entire spring is 50 mm. The straight neck sections a and c are 30 mm long and made of spring steel. The left end fixing clamp has an inner diameter of 45 mm and a thickness of 35 mm, and is made of aluminum. The right end is a U-shaped fixing clamp, with an inner length of 150 mm and a width of 100 mm, made of aluminum alloy. This damper fixing clamp has a 45 mm end that is fitted onto the modified car anti-roll bar, and the U-shaped fixing clamp is fixed to the straight or curved arm under the chassis.
[0019] 4. The single-sided neck spring has a wire diameter of 2.0 mm and a total length of 550 mm. The inner diameter of the entire spring is 16 mm. The straight neck sections a and c are 400 mm long, and the inner diameter of the spring coils at both ends is 10 mm. The material is spring steel. The left end fixing clamp has an inner diameter of 22 mm, an outer diameter of 45 mm, and a thickness of 20 mm. The material is aluminum alloy. The other end is the right end fixing clamp, with an inner diameter of 30 mm. The material is aluminum alloy. The 22 mm end of this damper fixing clamp is fitted onto the anti-roll bar of the car chassis, and the 30 mm end is fitted onto the modified anti-roll bar hanger of the car chassis.
[0020] 5. The wire diameter of the springs at both ends is 0.5 mm, the total length is 45 mm, the inner diameter of the entire spring is 6 mm, the length of the straight spring neck on one side (a and c) is 4 mm, the inner diameter of the spring coils at both ends is 10 mm, and the material is manganese steel. The inner diameter of the left end fixing clamp is 15 mm, the outer diameter is 45 mm, and the thickness is 20 mm, and the material is aluminum alloy. The other end is the right end fixing clamp, with an inner diameter of 6 mm, an outer diameter of 30 mm, and a thickness of 20 mm, and the material is aluminum alloy. The 15 mm end of this damper fixing clamp is fitted onto the anti-roll bar of the car chassis, and the 6 mm end is fitted onto the anti-roll bar hanger.
[0021] 6. This technical solution provides a static connection force ranging from 0.5 kg to 50 kg between the anti-roll bar and the anti-roll bar hanger, thereby improving the vehicle's straight-line and anti-roll capabilities.
[0022] 7. Moose test to verify the effect of the damper. Taking the BMW 325 as an example, without the anti-roll bar damper installed, the first test was conducted at a speed of 80 km / h. The front of the car was unstable, the body roll was severe, the left side of the front of the car hit the cone, and then the rear of the car slid significantly. When exiting the corner, the rear of the car also hit one cone. Then the speed was reduced to 75 km / h. After reducing the speed, although the front of the car rolled more than the rear, and the vehicle swayed when exiting the corner, it could still meet the exit standard. The vehicle is still the same BMW 325 model, but with anti-roll bar dampers as described in the claims added to both sides of the suspension. The spring wire diameter is 1.6 mm, the inner diameter is 16 mm, and the spring length is 65 mm. Initially, the vehicle passes through a corner at 75 km / h, meeting the exit criteria, and the overall body roll is not severe. At 80 km / h, the vehicle exhibits some body roll, but still meets the exit criteria, and the front end does not show significant swaying. At 83 km / h, meeting the exit criteria, the vehicle exhibits severe body roll, and the front end sways. This indicates that the chassis reinforcement under this anti-roll bar damper setting has reached its limit. The before-and-after comparison shows that our technical solution significantly suppresses changes in the anti-roll bar angle and effectively reduces vehicle body roll.
[0023] Our technology utilizes a composite telescopic structure of damping spring and spring fixing clamp. By directly connecting the anti-roll bar to the anti-roll bar hanger or lower straight arm, it can effectively reduce the angle and vibration changes of the anti-roll bar, thereby reducing the body roll of the vehicle and improving the straight-line driving quality.
[0024] This embodiment does not impose any limitations on the shape, material, structure, etc. of the technical solution. The specific data given are merely preferred options for the technical solution. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this technical solution shall fall within the protection scope of this technical solution.
Claims
1. A new type of anti-roll bar damper and its connecting method, characterized in that: It comprises a damping spring, a left end fixed hoop and a right end fixed hoop; wherein the left end fixed hoop bolt (8) on the left end fixed hoop (1) is connected with the damping spring left end fixed ring (6), the right end fixed hoop bolt (7) on the right end fixed hoop (4) is connected with the damping spring right end fixed ring (5), and the damping spring (3) is in an extension structure after being connected with the fixed hoops at both ends.
2. A new type of anti-roll bar damper and its connecting method according to claim 1, characterized in that: The damping spring comprises three settings, two end neck springs, middle neck spring and single side neck spring, the length of the spring is between 3mm and 550mm, the wire diameter is in the range of 0.1mm to 20mm, the inner diameter is in the range of 2mm to 100mm, the proportion of the necks a and c of the spring wire and the coil is designed, the proportion of the coil is reduced, the weight is reduced, the fixed hoops at both ends increase the damping when the extension structure composed of the fixed hoops and the damping spring is stretched, and return to the initial position when contracted.
3. A new type of anti-roll bar damper and its connecting method according to claim 1, characterized in that: The left end fixed hoop and the right end fixed hoop are annular or U-shaped fixed hoops, the radius of the fixed hoop ring is between 2mm and 80mm, the length of the U-shaped fixed hoop is between 2mm and 150mm, and the width is between 5mm and 150mm, one end of the anti-roll bar damper is fixed on the anti-roll bar of the automobile, the other end is fixed on the anti-roll bar hanger, or is fixed on the suspension straight arm elbow or fixed point near the anti-roll bar.