Passive stabilizer bar and automobile

Abstract

The utility model provides a passive stabilizer bar which comprises a first stabilizer bar body and a second stabilizer bar body, the first stabilizer bar body and the second stabilizer bar body are each provided with an installation cavity, the first stabilizer bar body and the second stabilizer bar body are connected in a nested mode through the installation cavities, and a limiting assembly is arranged at the joint of the first stabilizer bar body and the second stabilizer bar body. The limiting device is used for limiting relative rotation of the first stabilizer bar and the second stabilizer bar. The passive stabilizer bar is divided into two sections, the two sections of stabilizer bars are disconnected or connected by controlling the stroke of the limiting block, the negative influence of the fixing rigidity of the passive stabilizer bar on the height difference of the left wheel and the right wheel of an automobile is improved, the trafficability of the automobile is improved, the structure is simple, machining is easy, and cost is correspondingly reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of automobiles, and in particular to a passive stabilizer bar and an automobile. Background Art

[0002] In modern automotive engineering, the lateral stabilizer bar is an important component for achieving vehicle handling stability and ride comfort. Its main function is to reduce the roll of the vehicle during cornering and maintain the balance of the vehicle body, thereby improving driving safety and comfort. At present, passive stabilizer bars are widely used in the market due to their simple design and relatively low cost, but they have obvious shortcomings in certain extreme working conditions, especially for off-road vehicles. When off-road vehicles are driving on complex terrain, they often encounter situations where the suspension height of the left and right wheels is very different. At this time, the passive stabilizer bar, due to its structural limitations, will prevent the wheels from responding independently to ground changes, causing one side of the wheel to be suspended, affecting the vehicle's passability and handling. In addition, while providing a certain degree of anti-roll performance, the passive stabilizer bar will also limit the normal suspension action of the vehicle, thereby affecting the vehicle's driving stability and ride comfort.

[0003] Therefore, how to provide a passive stabilizer bar of a new structure that can provide a stable anti-roll moment on conventional roads, maintain good handling and comfort, while allowing a larger height difference between the left and right wheels under extreme conditions to improve the passability of off-road vehicles has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the prior art, an object of the present disclosure is to provide a passive stabilizer bar to solve the negative impact of the passive stabilizer bar in the prior art on the height difference between the left and right wheels under extreme working conditions.

[0005] A first aspect of the present disclosure provides a passive stabilizer bar, comprising: a first stabilizer bar and a second stabilizer bar, wherein the first stabilizer bar and the second stabilizer bar are respectively provided with an installation cavity, the first stabilizer bar and the second stabilizer bar are nested and connected via the installation cavity, and a limit position component is provided at the connection point for limiting the relative rotation of the first stabilizer bar and the second stabilizer bar.

[0006] In one embodiment of the present disclosure, the limit assembly includes a limit block and a limit hole, the limit block is fixed on the outer wall of the mounting cavity of the first stabilizer bar, and the limit hole is a through hole arranged on the outer wall of the mounting cavity of the second stabilizer bar; when the limit block enters the limit hole, the first stabilizer bar is fixedly connected to the second stabilizer bar; when the limit block exits the limit hole, the first stabilizer bar and the second stabilizer bar can rotate relative to each other.

[0007] In one embodiment of the present disclosure, the action of the limit block entering or exiting the limit hole is achieved by a combination of one or more driving modes including electromagnetic, pneumatic, hydraulic, wire drawing, and connecting rod.

[0008] In one embodiment of the present disclosure, the limit assembly further includes an actuating mechanism installed at the bottom of the limit block, for providing the limit block with bidirectional actuating capability in the vertical direction.

[0009] In one embodiment of the present disclosure, the actuating mechanism is an elastic element, and the elastic element is arranged on the outer wall of the first stabilizer bar mounting cavity and between the limit block; when the limit block withdraws from the limit hole, the elastic element is in an extruded state.

[0010] In an embodiment of the present disclosure, the elastic element is a spring, a rubber block or an elastic plastic.

[0011] In an embodiment of the present disclosure, the first stabilizer bar and the second stabilizer bar are made of one or more combinations of steel, aluminum, carbon fiber, and titanium.

[0012] In an embodiment of the present disclosure, a sliding bearing is disposed in the mounting cavity to reduce friction between the first stabilizing bar and the second stabilizing bar.

[0013] In one embodiment of the present disclosure, the limiting assembly further includes a guiding device for guiding the movement of the limiting block in the limiting hole; the guiding device includes a plurality of guiding grooves or guiding columns.

[0014] A second aspect of the present disclosure provides an automobile, comprising a suspension system, in which a passive stabilizer bar as described in any one of the first aspects is installed.

[0015] As described above, the passive stabilizer bar provided in the embodiment of the present disclosure controls the first stabilizer bar and the second stabilizer bar to be either fixedly connected or relatively rotatable by means of a limit assembly disposed in the mounting cavity, thereby disconnecting the mechanical connection between the two ends of the first stabilizer bar and the second stabilizer bar under extreme working conditions, thereby eliminating the negative impact of the passive stabilizer bar on the height difference between the left and right wheels of the vehicle, thereby improving the vehicle's passability, and having a simple structure, easy processing, and reduced costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic structural diagram of a passive stabilizer bar in one embodiment of the present disclosure is shown.

[0017] Figure 2 A schematic structural diagram of a passive stabilizer bar in another embodiment of the present disclosure is shown.

[0018] Figure 3 A schematic structural diagram of an actuating mechanism in one embodiment of the present disclosure is shown.

[0019] Figure 4 A schematic structural diagram of an actuating mechanism in another embodiment of the present disclosure is shown.

[0020] Component number description

[0021] 1 First stabilizer bar

[0022] 2 Second stabilizer bar

[0023] 3 Limiting components

[0024] 31 Limit block

[0025] 32 Limiting hole

[0026] 33 Actuating mechanism DETAILED DESCRIPTION

[0027] The following is an explanation of the embodiments of the present disclosure by specific examples, and those skilled in the art can easily understand other advantages and effects of the present disclosure from the information disclosed by the present disclosure. The present disclosure can also be implemented or applied through other different specific embodiments, and the details in the present disclosure can also be modified or changed in various ways according to different viewpoints and application modules without departing from the spirit of the present disclosure. It should be noted that the embodiments in the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0028] The following is a detailed description of the embodiments of the present disclosure with reference to the accompanying drawings so that those skilled in the art can easily implement the present disclosure. The present disclosure can be embodied in many different forms and is not limited to the embodiments described herein.

[0029] In the representations of the present disclosure, the reference terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" and the like mean that the specific features, structures, materials or characteristics represented in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. Moreover, the specific features, structures, materials or characteristics represented may be combined in any one or a group of embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples represented in the present disclosure and the features of different embodiments or examples, unless they are mutually contradictory.

[0030] In order to clearly describe the present disclosure, components not related to the description are omitted, and the same reference numerals are given to the same or similar components throughout the specification.

[0031] The technical terms used herein are only used to refer to specific embodiments and are not intended to limit the present disclosure. The singular form used herein also includes the plural form unless the sentence clearly indicates the contrary meaning. The meaning of "including" used in the specification is to specify specific characteristics, regions, integers, steps, operations, elements and / or components, and does not exclude the existence or addition of other characteristics, regions, integers, steps, operations, elements and / or components.

[0032] Although not defined differently, all terms, including technical and scientific terms used herein, have the same meaning as those generally understood by those skilled in the art to which the present disclosure belongs. Terms defined in commonly used dictionaries are additionally interpreted as having meanings consistent with relevant technical literature and the message of the present disclosure, and shall not be overly interpreted as ideal or very formal meanings unless defined.

[0033] When a car is driving on an uneven road or making a turn at high speed, the left and right wheels will respond independently to the change in ground height. Under normal conditions, this independent response helps the vehicle to drive smoothly. However, the passive stabilizer bar is designed to reduce the roll of the vehicle when turning. It connects the suspension on both sides and twists to resist the body roll through a rod that spans the left and right suspensions. Specifically, when one wheel moves upward due to a bump, the stabilizer bar twists and generates an upward force on the suspension on the lower side, which helps to reduce the roll of the vehicle. However, in extreme cases, such as when one wheel needs to rise significantly to cross an obstacle, this twisting of the passive stabilizer bar actually limits the rise of the wheel, resulting in the relative wheel not being able to fully descend. In this way, the passive stabilizer bar reduces the vehicle's ability to adapt to height differences, which in turn affects the vehicle's passability. Especially in off-road environments, this situation may cause one tire to be suspended in the air, lose grip, or even cause the tire to spin.

[0034] Therefore, in order to improve the problem in the prior art that the passive stabilizer bar cannot adjust its torsional performance according to specific working conditions, the present application provides a new passive stabilizer bar, which can control the connection or disconnection of the left and right ends of the stabilizer bar by controlling the stroke of the limit block.

[0035] like Figure 1 As shown, the specific structure of the passive stabilizer bar in an embodiment of the present application is shown, including a first stabilizer bar 1 and a second stabilizer bar 2, wherein the first stabilizer bar 1 and the second stabilizer bar 2 are respectively provided with installation cavities, the first stabilizer bar 1 and the second stabilizer bar 2 are nested and connected through the installation cavities, and a limiting component 3 is provided at the connection to limit the relative rotation of the first stabilizer bar 1 and the second stabilizer bar 2.

[0036] Specifically, the automobile suspension system is an important part that connects the wheels to the vehicle body. It is mainly responsible for supporting the weight of the vehicle body, absorbing road impacts and maintaining vehicle stability. The passive stabilizer bar, also known as an anti-roll bar or a balance bar, has its two ends fixed to the suspension systems on the left and right sides. When the car turns, the outer suspension will compress the stabilizer bar downward, causing the stabilizer bar to bend. Therefore, in this embodiment, the rod body is divided into two sections based on the traditional passive stabilizer bar. The two sections of the stabilizer bar are nested and connected through the mounting cavity, and a limit assembly 3 is set at the connection, allowing the first stabilizer bar 1 and the second stabilizer bar 2 to disconnect and rotate independently under extreme working conditions, thereby improving the negative impact of the passive stabilizer bar fixing stiffness on the height difference between the left and right wheels of the car.

[0037] In some embodiments, the first stabilizer bar 1 and the second stabilizer bar 2 may be made of steel, aluminum, carbon fiber, titanium or other high-strength lightweight materials to provide sufficient torsional rigidity to resist the roll force when the vehicle turns.

[0038] In some embodiments, the limit assembly includes a limit block 31 and a limit hole 32, the limit block 32 is fixed on the outer wall of the mounting cavity of the second stabilizing bar 2, and the limit hole 32 is a through hole arranged on the outer wall of the mounting cavity of the first stabilizing bar 1; when the limit block 31 enters the limit hole 32, the first stabilizing bar 1 is fixedly connected with the second stabilizing bar 2; when the limit block 31 exits the limit hole 32, the first stabilizing bar 1 and the second stabilizing bar 2 can rotate relative to each other.

[0039] In order to better illustrate the above implementation, two specific examples are listed below.

[0040] A possible structure of this embodiment is shown in FIG. Figure 1 , the connection between the first stabilizer bar 1 and the second stabilizer bar 2 is set at the traditional stabilizer bar cross bar. The inner diameter of the installation cavity of the second stabilizer bar 2 matches the outer diameter of the installation cavity of the first stabilizer bar 1, the limit block is set on the outer wall of the installation cavity of the second stabilizer bar 2, and a key slot 33 is provided on the outer wall of the installation cavity for placing the limit block 31, and a limit hole 32 matching the size and position of the limit block 31 is set on the outer wall of the first stabilizer bar. When the car is driving on a normal and relatively stable road, the limit block 31 enters the limit hole 32, and the two stabilizers are fixedly connected. At this time, the first stabilizer bar 1 and the second stabilizer bar 2 are nested into a whole, and the elastic force generated by its own slight deformation can resist the lifting trend of the wheel, so as to reduce the tilt of the car body and maintain the balance of the car body. However, when the car is under extreme road conditions, such as driving on off-road ground, the limit block 31 withdraws from the limit hole 32, and the first stabilizer bar 1 and the second stabilizer bar 2 are disconnected at this time, and can rotate coaxially, eliminating the negative impact on the height difference between the left and right wheels of the car, and improving the passability of the car.

[0041] like Figure 2 , Figure 4 As shown, another possible structure in this embodiment is shown, the connection between the first stabilizer bar 1 and the second stabilizer bar 2 is set at the turning point of the long arm and the short arm of the traditional stabilizer bar. The first stabilizer bar 1 is provided with a through hole, that is, a mounting cavity, and the second stabilizer bar 2 is nested in the through hole. The limit block 31 is fixed on the inner wall of the mounting cavity of the first stabilizer bar 1, and the limit hole 32 is set at the corresponding position of the first stabilizer bar 1 and the limit block 31. When the car is in normal road conditions, the limit block 31 enters the limit hole 32, and the two stabilizer bars are fixedly connected. When the car is in extreme road conditions, the limit block 31 withdraws from the limit hole 32, at which time the first stabilizer bar 1 is disconnected from the second stabilizer bar 2, and the first stabilizer bar 1 can rotate in the mounting cavity of the second stabilizer bar 2.

[0042] In some embodiments, the movement of the limit block 31 entering or exiting the limit hole 32 is achieved by a combination of one or more driving modes including electromagnetic, pneumatic, hydraulic, wire drawing, and connecting rod.

[0043] Specifically, electromagnetic drive uses electromagnetic force to control the movement of the limit block. By controlling the on and off of the electromagnet, the limit block 31 can be attracted and released, so that the limit block 31 enters or exits the limit hole 32. The electromagnetic drive method has the advantages of simple structure and fast response speed; the pneumatic drive uses compressed air as a power source to drive the limit block 31 by controlling the movement of the cylinder. When the compressed air enters the cylinder, the piston pushes the limit block into the limit hole 32; when the compressed air is discharged, the limit block 31 will be pushed out of the limit hole 32 by a spring or other force. The pneumatic drive method has the advantages of strong driving force and flexible control. In practical applications, the choice of which drive method depends on many factors, including the required accuracy, response speed, environmental conditions, cost and system complexity.

[0044] When the driving mode selected according to actual needs does not have bidirectional actuation capability, in some embodiments, the limit group 3 also includes an actuation mechanism installed at the bottom of the limit block 31, which is used to provide the limit block 31 with bidirectional actuation capability in the vertical direction.

[0045] Furthermore, the actuating mechanism is an elastic element, which is arranged between the outer wall of the mounting cavity of the second stabilizer bar 2 and the limit block 31; when the limit block 31 withdraws from the limit hole 32, the elastic element is in an extruded state. The elastic element is a spring, a rubber block or an elastic plastic.

[0046] As a specific example, the elastic element is a spring 33, one end of which is fixed to the side wall of the second stabilizing rod 2 installation cavity, and the other end is installed at the bottom of the limit block 31, and the spring 33 is used to quickly reset the limit block. Figure 3 , showing a specific schematic diagram of the actuating mechanism when the connection between the first stabilizer bar 1 and the second stabilizer bar 2 is at a traditional stabilizer bar crossbar; Figure 4 As shown, it shows a specific schematic diagram of the actuating mechanism when the connection between the first stabilizer bar 1 and the second stabilizer bar 2 is placed at the turning point of the long arm and the short arm of the traditional stabilizer bar.

[0047] When the limiting block 31 exits the limiting hole 32 , considering that the first stabilizing bar 1 and the second stabilizing bar 2 can rotate relative to each other, in some embodiments, a sliding bearing is provided in the mounting cavity to reduce friction between the first stabilizing bar and the second stabilizing bar.

[0048] Specifically, the sliding bearing includes: a bearing housing, which is the outer structure of the sliding bearing, usually made of metal, used to accommodate and fix other components in the bearing; a bearing bushing, which is the main part of the sliding bearing, usually made of cemented carbide or other wear-resistant materials, and directly contacts the moving parts; a lubrication system, the sliding bearing needs to be lubricated regularly to maintain its normal operation; a seal: used to prevent contaminants from entering the bearing and prevent lubricating oil from being lost. Through the sliding bearing, the friction and wear of the first stabilizer bar and the second stabilizer bar when they rotate relative to each other are reduced, thereby extending the service life of the passive stabilizer bar.

[0049] In some embodiments, the limiting assembly 3 further includes a guiding device for guiding the movement of the limiting block 31 in the limiting hole 32; the guiding device includes a plurality of guiding grooves or guiding columns.

[0050] Specifically, the guide groove is a groove with a certain shape and size, and the guide column is a protrusion with a certain shape and size. The guide groove or the guide column is arranged around the limiting hole 32 and matches the shape of the limiting block 31. The guide groove or the guide column can effectively limit the movement direction of the limiting block so that it can only move along the contour of the guide groove, effectively improving the movement accuracy and stability of the limiting block in the limiting hole.

[0051] The present application also discloses an automobile, comprising a suspension system, in which the passive stabilizer bar described in any embodiment of the first aspect is installed.

[0052] Specifically, the passive stabilizer bar disclosed in the present application has a wide range of applicability, which means that it can be applied to a variety of different models of cars. This versatility is mainly due to the design principle and structural characteristics of the passive stabilizer bar, which enables it to adapt to the requirements of different car body structures and suspension systems. Through simple modification, that is, installing the passive stabilizer bar into the existing suspension system of the car, the driving stability of the car can be effectively improved.

[0053] In summary, the passive stabilizer bar and the automobile provided in the embodiments of the present disclosure realize the disconnection or connection of the two sections of the stabilizer bar by dividing the passive stabilizer bar into two sections and controlling the stroke of the limit block. The negative impact of the passive stabilizer bar fixing stiffness on the height difference between the left and right wheels of the automobile is improved, and the automobile's passability is improved. In addition, the structure is simple and easy to process, and accordingly, the cost is also reduced.

[0054] The above embodiments are merely illustrative of the principles and effects of the present disclosure, and are not intended to limit the present disclosure. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present disclosure. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present disclosure shall still be covered by the claims of the present disclosure.

Claims

1. A passive stabilizer bar, It is characterized in that include: A first stabilizing bar and a second stabilizing bar, wherein the first stabilizing bar and the second stabilizing bar are respectively provided with mounting cavities, the first stabilizing bar and the second stabilizing bar are nested and connected through the mounting cavities, and a limiting assembly is provided at the connection to limit the relative rotation of the first stabilizing bar and the second stabilizing bar.

2. The passive stabilizer bar according to claim 1, It is characterized in that The limit assembly includes a limit block and a limit hole, the limit block is fixed on the outer wall of the mounting cavity of the first stabilizer bar, and the limit hole is a through hole arranged on the outer wall of the mounting cavity of the second stabilizer bar; when the limit block enters the limit hole, the first stabilizer bar is fixedly connected to the second stabilizer bar; when the limit block exits the limit hole, the first stabilizer bar and the second stabilizer bar can rotate relative to each other.

3. The passive stabilizer bar according to claim 2, It is characterized in that The action of the limit block entering or exiting the limit hole is achieved by a combination of one or more driving modes including electromagnetic, pneumatic, hydraulic, wire drawing, and connecting rod.

4. The passive stabilizer bar according to claim 2, It is characterized in that The limit assembly also includes an actuating mechanism, which is installed at the bottom of the limit block and is used to provide the limit block with bidirectional actuating capability in the vertical direction.

5. The passive stabilizer bar according to claim 4, It is characterized in that The actuating mechanism is an elastic element, and the elastic element is arranged between the outer wall of the first stabilizing rod mounting cavity and the limiting block; when the limiting block withdraws from the limiting hole, the elastic element is in an extruded state.

6. The passive stabilizer bar according to claim 5, It is characterized in that The elastic element is a spring, a rubber block or an elastic plastic.

7. The passive stabilizer bar according to claim 1, It is characterized in that The first stabilizer bar and the second stabilizer bar are made of one or more combinations of steel, aluminum, carbon fiber, and titanium.

8. The passive stabilizer bar according to claim 1, It is characterized in that A sliding bearing is arranged in the installation cavity to reduce the friction between the first stabilizing bar and the second stabilizing bar.

9. The passive stabilizer bar according to claim 2, It is characterized in that The limiting assembly also includes a guiding device for guiding the movement of the limiting block in the limiting hole; the guiding device includes a plurality of guiding grooves or guiding columns.

10. A vehicle comprising a suspension system, It is characterized in that A passive stabilizer bar as claimed in any one of claims 1 to 9 is installed in the suspension system.

Images