Vehicle stabilizer bar and vehicle having the same

Abstract

The embodiment of the present application provides a vehicle stabilizer bar and a vehicle with the same, which are used in connection with a suspension system, and the vehicle stabilizer bar comprises a main rod section, a transition section and a connecting section, wherein the main rod section is used for being fixed on a subframe of the vehicle, the main rod section extends along a width direction of the vehicle, has an adjustable length in an adjustment state and a fixed length in a fixed state; the transition section has oppositely arranged first and second ends, the two ends of the main rod section are provided with the transition sections, and the first end of the transition section is hinged with the main rod section; the connecting section has oppositely arranged first and second ends, the second end of each transition section is hinged with the first end of one connecting section, and the second end of the connecting section is connected with a connecting rod of the suspension system. The present application solves the problem that the stabilizer bar in the prior art cannot meet different driving use requirements.

Description

Technical Field

[0001] This application relates to the field of vehicle stabilizer bar technology, and more specifically, to a vehicle stabilizer bar and a vehicle having the same. Background Technology

[0002] As a key component of the vehicle suspension system, the stabilizer bar's function is to reduce body roll during cornering, thereby improving handling stability and safety.

[0003] In existing technologies, to ensure torsional resistance during vehicle cornering and other driving conditions, traditional stabilizer bars are typically integral steel structures. This means the stabilizer bar's length and torsional stiffness are determined from the initial design stage, and once installed on a vehicle, its performance characteristics cannot be changed. This fixed length and performance limit the vehicle's adaptability to different driving needs; adjustments require replacing the entire stabilizer bar. Therefore, existing stabilizer bars may exhibit performance overflow or inadequacy when switching between different driving scenarios. Summary of the Invention

[0004] This application provides a vehicle stabilizer bar and a vehicle having the same, to solve the problem that existing stabilizer bars cannot meet different driving needs.

[0005] According to one aspect of this application, a vehicle stabilizer bar is provided for connection to a suspension system. The vehicle stabilizer bar includes: a main rod segment for fixing to the subframe of a vehicle, the main rod segment extending along the width direction of the vehicle and having an adjustable length state and a fixed length state; a transition segment having a first end and a second end disposed opposite to each other, with transition segments provided at both ends of the main rod segment, the first end of the transition segment being hinged to the main rod segment; and a connecting segment having a first end and a second end disposed opposite to each other, the second end of each transition segment being hinged to the first end of a connecting segment, the second end of the connecting segment being connected to a linkage of the suspension system.

[0006] Furthermore, the main rod section includes: an operating section and two mounting sections. The two mounting sections are located on both sides of the operating section. The mounting sections are used for limiting connection with the subframe. The mounting sections are connected to the transition sections one by one. The mounting sections and the operating section are telescopically connected along the width direction.

[0007] Furthermore, the operating section is threadedly connected to the two mounting sections respectively, and the thread directions at both ends of the operating section are opposite.

[0008] Furthermore, the vehicle stabilizer bar also includes: two mounting seats for fixing to the subframe, the two mounting seats are spaced apart, and the mounting section is set one-to-one with the mounting seat, the mounting section passing through the mounting seat; and an adapter sleeve, each mounting seat is provided with an adapter sleeve, the adapter sleeve is fitted on the mounting section and is interference-fitted with the mounting section.

[0009] Furthermore, the main rod section also includes a locking element, which is disposed between the operating section and the mounting section. The locking element has a locked state that fixes the operating section and the mounting section and an unlocked state that allows the operating section and the mounting section to move relative to each other. When the locking element is in the locked state, the main rod section is in a fixed state, and when the locking element is in the unlocked state, the main rod section is in an adjustable state.

[0010] Furthermore, ball joints are provided at the hinge joints between the transition section and the main rod section, and at the hinge joints between the transition section and the connecting section.

[0011] Furthermore, the second end of the connecting section is provided with a connecting ball head, which is hinged to the connecting rod of the suspension system, and a rubber sleeve is provided on the outside of the connecting ball head.

[0012] Furthermore, both the operating section and the installation section are tubular structures, with internal threads at both ends of the operating section and external threads at the end of the installation section that connects to the operating section.

[0013] Furthermore, at least one of the main rod section, transition section, and connecting section is made of CFRP material.

[0014] According to another aspect of this application, a vehicle is provided, the vehicle including the vehicle stabilizer bar provided above.

[0015] By applying the technical solution of this application, the stabilizer bar is divided into a main section, a transition section, and a connecting section. The main section is adjustable in length along the vehicle width, increasing the stabilizer bar's adjustability. By adjusting the length of the main section, the suspension systems on both sides can be tightened or loosened according to driving needs, adjusting the vehicle's anti-roll capability to adapt to different driving scenarios. This directly solves the problems of traditional stabilizer bars having fixed and unadjustable performance and failing to meet the performance requirements of stabilizer bars under different operating conditions. Furthermore, the hinged design between the transition section and the main section, as well as the hinged design between the connecting section and the transition section, effectively solves the problem of complex stress at the connection points, avoiding additional bending stress on the stabilizer bar during suspension system operation, optimizing the stress state of the stabilizer bar, and thus improving its service life and reliability. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A schematic diagram of the structure of a vehicle stabilizer bar according to an embodiment of this application is shown;

[0018] Figure 2 An assembly diagram of a vehicle stabilizer bar provided according to an embodiment of this application is shown.

[0019] The above figures include the following reference numerals:

[0020] 10. Main pole section;

[0021] 11. Operation segment;

[0022] 12. Installation section;

[0023] 20. Transition section;

[0024] 30. Connecting section;

[0025] 40. Mounting bracket;

[0026] 51. Subframe;

[0027] 52. Connecting rod;

[0028] 60. Ball joint. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] like Figure 1 and Figure 2As shown in the embodiment of this application, a vehicle stabilizer bar is provided, including a main rod segment 10, a transition segment 20, and a connecting segment 30. The main rod segment 10 is used to fix itself to the vehicle's subframe 51, and extends along the width direction of the vehicle. The main rod segment 10 has an adjustable length state and a fixed length state. Transition segments 20 are provided at both ends of the main rod segment 10, each transition segment 20 having a first end and a second end disposed opposite to each other. The first end of the transition segment 20 is hinged to the main rod segment 10. The connecting segment 30 has a first end and a second end disposed opposite to each other. The second end of each transition segment 20 is hinged to the first end of a connecting segment 30, and the second end of the connecting segment 30 is connected to a link 52 of the suspension system.

[0032] In this embodiment, the adjustability of the main strut segment 10 in the length direction can change the vehicle's anti-roll and anti-torsional capabilities, thereby meeting the different performance requirements of the stabilizer bar under different driving scenarios and improving the flexibility of the vehicle's stabilizer bar. By hinged to the first and second ends of the transition segment 20 correspondingly to the main strut segment 10 and the connecting segment 30, respectively, the complex stress distribution at the connection points of each stabilizer bar segment is avoided. This also prevents the stabilizer bar from bearing additional bending stress during vehicle movement, optimizing the stress state of the stabilizer bar and improving its service life and reliability.

[0033] In some embodiments, any one or more of the main rod section 10, transition section 20, and connecting section 30 can be hollow tubular structures, which can further reduce the weight of the stabilizer bar while ensuring its performance, thus contributing to vehicle lightweighting and reducing production costs.

[0034] like Figure 1 As shown, the main strut section 10 includes an operating section 11 and two mounting sections 12. The two mounting sections 12 are located on both sides of the operating section 11. The mounting sections 12 are used for limiting connection with the subframe 51. The mounting sections 12 are connected one-to-one with the transition sections 20. The mounting sections 12 and the operating section 11 are telescopically connected along the width direction. In this embodiment, the limiting connection between the mounting sections 12 and the subframe 51 allows the subframe 51 to effectively disperse and absorb various stresses brought by the stabilizer bar during vehicle movement, ensuring the mechanical strength of the stabilizer bar and providing stable support. At the same time, the telescopic connection between the mounting sections 12 and the operating section 11 along the width direction allows for fine adjustment of the relative position of the mounting sections 12 and the transition sections 20, thereby fine-tuning their torsional stiffness to better match the handling characteristics of a specific vehicle or specific working condition, achieving the stability and adaptability of the stabilizer bar under various working conditions.

[0035] In some embodiments of this application, the mounting segment 12 can be slidably connected to the operating segment 11 along the extension direction of the operating segment 11, and then the mounting segment 12 is fixed by a snap-fit ​​structure and fasteners.

[0036] In one embodiment of this application, as Figure 1 As shown, the operating section 11 is threadedly connected to two mounting sections 12, with the thread directions at both ends of the operating section 11 being opposite. In this embodiment, the two ends of the operating section 11 are threadedly connected to the end faces of the two mounting sections 12, thereby achieving continuous and stepless adjustment of the stabilizer bar length. By setting the thread directions to opposite, when it is necessary to adjust the length of the main rod section 10 along the vehicle width direction, simply by turning the operating section 11, the two mounting sections 12 can be symmetrically extended and retracted simultaneously, allowing the two mounting sections 12 to move inward or outward at the same rate. This ensures that the stabilizer bar remains centered during adjustment. This design improves the flexibility and adaptability of vehicle handling and also facilitates the pre-setting of the stabilizer bar length on the production line, making installation easier.

[0037] In some embodiments of this application, a metal bushing is provided when the operating section 11 and the mounting section 12 are threaded together. The metal bushing further improves the connection quality between the operating section 11 and the mounting section 12, ensuring that the overall mechanical properties of the stabilizer bar meet measurement requirements. In some embodiments of this application, the operating section 11 can be a bidirectional adjusting sleeve, allowing the operating section 11 to be adjusted in an integrated manner relative to the two mounting sections 12, achieving fine adjustment of the stabilizer bar length. In some embodiments of this application, a medium-strength thread-locking agent can be applied to both ends of the operating section 11 to better ensure the connection strength between the operating section 11 and the mounting section 12.

[0038] like Figure 1 As shown, the vehicle stabilizer bar also includes two mounting seats 40 and an adapter sleeve. The mounting seats 40 are used to fix the stabilizer bar to the subframe 51. The two mounting seats 40 are spaced apart, and the mounting sections 12 are correspondingly arranged on the mounting seats 40, passing through the mounting seats 40. Each mounting seat 40 is provided with an adapter sleeve, which is fitted onto the mounting section 12 and has an interference fit with it. The mounting seats 40 are correspondingly arranged on the mounting sections 12 to ensure the stable positioning and connection of the stabilizer bar on the subframe 51. This reduces the complexity of assembling the stabilizer bar with the subframe 51, and the stable connection between the stabilizer bar and the subframe 51 through the mounting seats 40 can more stably distribute various complex stresses from the suspension system. At the same time, the adapter sleeve further enhances the tightness of the connection between the mounting seats 40 and the mounting sections 12, ensuring efficient transmission of complex loads such as torsional loads by the stabilizer bar. In addition, the interference fit between the adapter sleeve and the mounting section 12 also serves as a seal, effectively preventing external environmental factors from affecting the connection parts and enhancing the durability and ease of maintenance of the stabilizer bar.

[0039] In some embodiments of this application, the adapter sleeve is made of vulcanized rubber material. During the vulcanization process, the adapter sleeve is installed and fitted to make the connection between the mounting base 40 and the mounting section 12 tighter and more stable.

[0040] like Figure 1 As shown, the main strut section 10 also includes a locking element, which is disposed between the operating section 11 and the mounting section 12. The locking element has a locked state that fixes the operating section 11 and the mounting section 12, and an unlocked state that allows the operating section 11 and the mounting section 12 to move relative to each other. The locking and unlocking states of the locking element control the relative fixation and movement between the operating section 11 and the mounting section 12, preventing accidental slippage between the mounting section 12 and the operating section 11 that could damage the stabilizer bar, thus ensuring the reliability and safety of the vehicle stabilizer bar. Simultaneously, the locking element allows for quick adjustment of the overall length of the stabilizer bar, facilitating adjustments to the stabilizer bar's mechanical properties.

[0041] In some embodiments of this application, the locking element can be a locking screw, which connects the operating section 11 and the mounting section 12 via a thread to ensure a stable connection between the operating section 11 and the mounting section 12.

[0042] like Figure 1 As shown, ball joints 60 are provided at the hinge joints between the transition section 20 and the main rod section 10, and at the hinge joints between the transition section 20 and the connecting section 30.

[0043] In this embodiment, the ball joint 60 allows for multi-directional, multi-degree-of-freedom relative rotation between the transition section 20 and the main rod section 10, as well as between the transition section 20 and the connecting section 30. Therefore, when adjusting the vehicle stabilizer bar, the ball joint 60 enables smooth, interference-free rotation between the segments of the stabilizer bar, thereby releasing stress and strain caused by minor deformations after assembly and during operation, and preventing adverse effects from internal stresses. Simultaneously, by adjusting the rotation angle of the ball joint 60, the vehicle stabilizer bar can adapt to different driving scenarios, thus improving its flexibility.

[0044] Specifically, in other embodiments of this application, the ball hinge 60 includes a ball head seat and a ball head pin, wherein the ball head seat has an inner cavity, the ball head pin is disposed in the inner cavity, and the ball head pin can rotate in the inner cavity.

[0045] Specifically, in other embodiments of this application, the ball joint 60 includes a dust cover fitted onto the ball head seat to accommodate the ball head pin. The dust cover provides an outer layer of protection for the ball head pin, improving the dust and water resistance of the ball joint 60, thereby reducing the impact of external dust particles or debris on the rotation of the ball joint 60, and facilitating the maintenance and repair of the ball joint 60.

[0046] like Figure 1 As shown, the second end of the connecting section 30 is provided with a connecting ball joint, which is hinged to the connecting rod 52 of the suspension system. A rubber sleeve is fitted on the outer side of the connecting ball joint. In this embodiment, the connecting ball joint facilitates the installation of the vehicle stabilizer bar and the suspension system, ensuring their stable fixation. The rubber sleeve fitted on the outer side of the connecting ball joint can greatly reduce the friction between the vehicle stabilizer bar and the suspension system, thereby reducing wear at the connection point. Simultaneously, the rubber sleeve can also play a role in shock absorption and damping, thus buffering the vibrations experienced by the vehicle stabilizer bar and improving its stability.

[0047] The main strut section 10 also includes a locking element, which is disposed between the operating section 11 and the mounting section 12. The locking element has a locked state that fixes the operating section 11 and the mounting section 12, and an unlocked state that allows the operating section 11 and the mounting section 12 to move relative to each other. The locking and unlocking states of the locking element control the relative fixation and movement between the operating section 11 and the mounting section 12, preventing accidental slippage between the mounting section 12 and the operating section 11, which could damage the stabilizer bar and ensure the reliability and safety of the vehicle stabilizer bar. Simultaneously, the locking element allows for rapid adjustment of the overall length of the stabilizer bar, facilitating adjustments to the stabilizer bar's mechanical properties. In some embodiments of this application, the locking element can be a locking screw, which connects the operating section 11 and the mounting section 12 via threads, ensuring a secure connection between the two sections.

[0048] like Figure 1 As shown, both the operating section 11 and the mounting section 12 are tubular structures. The operating section 11 has internal threads at both ends, and the mounting section 12 has external threads at the end connected to the operating section 11. The internal threads at both ends of the operating section 11 mate with the external threads at the end of the mounting section 12 connected to the operating section 11, allowing for fine adjustment of the displacement distance of the operating section 11 during the tightening process when adjusting the relative position between the operating section 11 and the mounting section 12, thus enabling subtle adjustments to the performance of the stabilizer bar.

[0049] In embodiments of this application, at least one of the main rod segment 10, transition segment 20, and connecting segment 30 is made of CFRP material. By partially or entirely employing carbon fiber reinforced composite materials, combined with the design of adjustable stabilizer bar length and ball joint rotation, a dual optimization of lightweighting and performance adjustability is further achieved. In some embodiments of this application, the CFRP fibers in the main rod segment 10, transition segment 20, and connecting segment 30 are laid up primarily at ±45° angles to accommodate torsional shear loads, and a small amount of 0° or 90° layups can be appropriately added to the inner and outer layers to enhance their axial and radial stiffness.

[0050] An embodiment of this application also provides a vehicle, which includes the vehicle stabilizer bar provided in the above embodiments.

[0051] The technical solution provided in this application has the following advantages:

[0052] 1. The main strut 10 of the stabilizer bar extends along the width of the vehicle, and the length of the main strut 10 is adjustable, allowing the vehicle to adjust the length of the stabilizer bar according to the needs of different driving scenarios. This enables fine adjustment of the stabilizer bar's anti-torsional capacity and the vehicle's anti-roll capacity, thereby ensuring the best performance of the stabilizer bar under different working conditions and improving the driver's driving experience.

[0053] 2. The ball joint 60 can release stress and strain caused by minor deformations after the vehicle stabilizer bar is assembled and during operation, preventing adverse effects from internal stresses. It also allows the stabilizer bar to adapt to different driving scenarios, thus improving its flexibility. Furthermore, by installing rubber sleeves, wear at the connection between the stabilizer bar and the suspension system can be reduced, and vibrations transmitted by the suspension system can be buffered, thereby improving the stability and reliability of the stabilizer bar.

[0054] 3. By using CFRP material at at least one location of the main bar section 10, transition section 20 and connecting section 30, the mass of the stabilizer bar can be significantly reduced, further meeting the vehicle's lightweight requirements.

[0055] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0056] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed.

[0057] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0058] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0059] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle stabilizer bar for connection to a suspension system, characterized in that, The vehicle stabilizer bar includes: Main rod section (10), the main rod section (10) is used to fix on the subframe (51) of the vehicle, the main rod section (10) extends along the width direction of the vehicle, the main rod section (10) has an adjustable length state and a fixed length state; The transition section (20) has a first end and a second end that are arranged opposite to each other. The transition section (20) is provided at both ends of the main rod section (10). The first end of the transition section (20) is hinged to the main rod section (10). The connecting segment (30) has a first end and a second end disposed opposite to each other, the second end of each of the transition segments (20) is hinged to the first end of one of the connecting segments (30), and the second end of the connecting segment (30) is connected to the link (52) of the suspension system.

2. The vehicle stabilizer bar according to claim 1, characterized in that, The main rod segment (10) includes: The operation section (11) and two mounting sections (12) are respectively located on both sides of the operation section (11). The mounting sections (12) are used for limiting connection with the subframe (51). The mounting sections (12) are connected one-to-one with the transition section (20). The mounting sections (12) and the operation section (11) are telescopically connected along the width direction.

3. The vehicle stabilizer bar according to claim 2, characterized in that, The operating section (11) is threadedly connected to the two mounting sections (12) respectively, and the thread directions at both ends of the operating section (11) are opposite.

4. The vehicle stabilizer bar according to claim 2, characterized in that, The vehicle stabilizer bar also includes: Two mounting seats (40) are used to fix the subframe (51). The two mounting seats (40) are spaced apart. The mounting section (12) is provided in a one-to-one correspondence with the mounting seat (40). The mounting section (12) passes through the mounting seat (40). Each of the mounting bases (40) is provided with an adapter sleeve, which is fitted onto the mounting section (12) and is interference-fitted with the mounting section (12).

5. The vehicle stabilizer bar according to claim 2, characterized in that, The main rod section (10) further includes a locking member disposed between the operating section (11) and the mounting section (12). The locking member has a locked state that fixes the operating section (11) and the mounting section (12) and an unlocked state that allows the operating section (11) and the mounting section (12) to move relative to each other. When the locking member is in the locked state, the main rod section (10) is in the fixed state. When the locking member is in the unlocked state, the main rod section (10) is in the adjusted state.

6. The vehicle stabilizer bar according to claim 1, characterized in that, Ball joints (60) are provided at the hinges between the transition section (20) and the main rod section (10) and at the hinges between the transition section (20) and the connecting section (30).

7. The vehicle stabilizer bar according to claim 1, characterized in that, The second end of the connecting section (30) is provided with a connecting ball head, which is hinged to the connecting rod (52) of the suspension system, and a rubber sleeve is provided on the outside of the connecting ball head.

8. The vehicle stabilizer bar according to claim 2, characterized in that, Both the operating section (11) and the mounting section (12) are tubular structures. The two ends of the operating section (11) have internal threads, and the end of the mounting section (12) connected to the operating section (11) has external threads.

9. The vehicle stabilizer bar according to claim 1, characterized in that, At least one of the main rod section (10), the transition section (20), and the connecting section (30) is made of CFRP material.

10. A vehicle, characterized in that, The vehicle includes the vehicle stabilizer bar as described in any one of claims 1 to 9.

Images