Stabilizer bar structure

Abstract

The utility model relates to the technical field of automobile parts, and provides a stabilizer bar structure which comprises a stabilizer bar body, two rotary damping sleeves and two ball pin assemblies, the rotary damping sleeves and the ball pin assemblies are symmetrically arranged on the stabilizer bar body, and each ball pin assembly comprises two ball pin shafts, two balls and a hanging rod. Two ball heads are arranged at one ends of the ball head pins, the two ball heads are arranged at the two ends of the suspender, the ball head pin shafts are perpendicular to the suspender, fixed end structures are arranged at the two ends of the stabilizer bar body, through connecting holes are formed in the fixed end structures, and the ball head pin shafts penetrate through the connecting holes so that the ball heads can abut against the connecting faces of the fixed end structures. An included angle of 7-8 degrees is formed between the connecting surface of the fixed end structure and the ball head and the vertical surface, so that the ball head is in a normal non-rotating state, the maximum movement amount of each position of the ball head can be met, the stress is balanced, and the fatigue life is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile components, in particular to a stabilizer bar structure. Background Art

[0002] With the rapid development of China's economy and the improvement of people's living standards, cars, as the most practical means of transportation, are becoming more and more popular. The fatigue safety and reliability of auto parts is also one of the topics that people cannot ignore. As an important part of the auto suspension system, the auto stabilizer bar also affects its driving safety.

[0003] When a car is on a bumpy road or turning, the car body will roll, and the car stabilizer bar will provide a certain roll angle stiffness to the suspension system to help the car drive smoothly and achieve good driving comfort. In order to improve the driving comfort of the car, the suspension stiffness is usually designed to be relatively low, which results in affecting the driving stability of the car. For this reason, a lateral stabilizer bar structure is used in the suspension system to increase the suspension roll angle stiffness and reduce the body tilt angle.

[0004] The lateral stabilizer bar is actually a transverse torsion bar spring, which can be regarded as a special elastic element in terms of function. When the car body only moves vertically, the deformation of the suspension on both sides is the same, and the lateral stabilizer bar does not work. When the car turns, the body rolls, the suspension on both sides jumps inconsistently, the outer suspension will press against the stabilizer bar, the stabilizer bar will be twisted, and the elastic force of the bar body will prevent the wheel from lifting, so that the body can be kept as balanced as possible, playing a role in lateral stability.

[0005] The lateral stabilizer bar is a typical component subject to alternating fatigue loads. When the car turns or bumps, the stabilizer bar is often subjected to torsional forces of varying magnitudes. As the number of times the force is applied increases, fatigue damage will occur in some parts of the stabilizer bar, affecting the service life of the stabilizer bar and even the driving safety of the vehicle. At present, the research on automobile stabilizer bars is mainly focused on the transformation of solid stabilizer bars and hollow stabilizer bars, and the lightweight design of automobile parts is achieved after the transformation. However, the fatigue reliability of the lightweight automobile stabilizer bar and the roll angle stiffness provided to the automobile suspension system are often unsatisfactory. Utility Model Content

[0006] The utility model aims to provide a stabilizer bar structure, aiming to improve the problem that the fatigue life of the stabilizer bar is relatively low.

[0007] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0008] A stabilizer bar structure comprises a stabilizer bar body, a rotating shock absorbing sleeve and a ball pin assembly, wherein two of the rotating shock absorbing sleeve and the ball pin assembly are provided and symmetrically arranged on the stabilizer bar body;

[0009] The ball pin assembly comprises two ball pin shafts, two ball heads and a suspension rod, one end of the ball pin is provided with a ball head, the two ball heads are provided at both ends of the suspension rod, and the ball pin shaft is vertically provided with the suspension rod;

[0010] Fixed end structures are provided at both ends of the stabilizer bar body, and the fixed end structure is provided with a penetrating connecting hole. The ball head pin passes through the connecting hole to achieve mutual abutment between the connecting surfaces of the ball head and the fixed end structure, and the connecting surfaces of the fixed end structure and the ball head form an angle of 7 to 8 degrees with the vertical plane.

[0011] Preferably, the stabilizing rod body comprises a first rod body, a second rod body and a third rod body, and the second rod body and the third rod body are respectively connected to two ends of the first rod body and are distributed in an "eight" shape.

[0012] Preferably, the first rod body, the second rod body and the third rod body are integrally formed.

[0013] Preferably, the rotating shock-absorbing sleeves are symmetrically arranged at two ends of the first rod body, and the fixed end structure is located at the ends of the second rod body and the third rod body.

[0014] Preferably, a bushing is provided in the rotating shock-absorbing sleeve, and the bushing is hinged to the stabilizer bar body.

[0015] Preferably, the bushing is made of a composite material of rubber and iron sandwich.

[0016] Preferably, a pair of limiting sleeves are symmetrically provided between the two rotating shock-absorbing sleeves, and one limiting sleeve abuts against another rotating shock-absorbing sleeve.

[0017] Preferably, the rotating shock-absorbing sleeve is provided with a fixing seat connected to the vehicle body, and the fixing seat is provided with an anti-collision boot.

[0018] After adopting the above technical solution, the utility model has the following advantages compared with the background technology:

[0019] 1. In the utility model, the connection surface between the fixed end structure and the ball head forms an angle of 7 to 8 degrees with the vertical plane, the ball head pin passes through the connection hole, the fixed end structure fits with the installation surface of the ball head, so that the ball head is in a normal non-rotating state, the ball head pin is perpendicular to the suspension rod, and the fixed end structure fits with the ball head in a parallel state, which can meet the maximum movement of each position of the ball head, balance the force, and extend the fatigue life.

[0020] 2. In the utility model, the second rod body and the third rod body are distributed in an "eight" shape, which can better adapt to the stress changes in different parts and meet the fatigue strength requirements of the stabilizer bar. At the same time, the first rod body, the second rod body and the third rod body are integrally formed, which effectively avoids the risk of connection failure between the rod bodies of the stabilizer bar and correspondingly prevents the generation of abnormal noise.

[0021] 3. In the present invention, the bushing in the rotating shock-absorbing sleeve is hinged to the stabilizer bar body. The bushing is made of rubber. The stabilizer bar body can rotate freely in the bushing. The rubber material has moisturizing properties and can precipitate lubricating substances, which can effectively buffer, isolate and reduce noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of the stabilizer bar described in the utility model;

[0023] Figure 2 This is a schematic diagram of the split structure of the stabilizer bar of the utility model;

[0024] Figure 3 This is a schematic diagram of the split structure of the stabilizer bar of the utility model;

[0025] Figure 4 for Figure 3 An enlarged schematic diagram of the structure of part A is shown;

[0026] Figure 5 Schematic diagram of the angle θ formed by the connecting surface a and the vertical surface y.

[0027] Description of reference numerals:

[0028] 1. Stabilizer bar body; 11. Fixed end structure; 111. Connecting hole; 12. First rod body; 13. Second rod body; 14. Third rod body; 2. Rotating shock-absorbing sleeve; 21. Bushing; 3. Ball pin assembly; 31. Ball pin shaft; 32. Ball head; 33. Suspension rod; 4. Fixed seat; 41. Anti-collision boot; 5. Limit sleeve. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0030] In addition, it should be noted that the terms "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element of the present invention must have a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0031] When an element is referred to as being “fixed to” or “disposed on” or “provided on” another element, it may be directly on the other element or indirectly on the other element. When an element is referred to as being “connected to” another element, it may be directly connected to the other element or indirectly connected to the other element.

[0032] Unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the utility model can be understood according to specific circumstances.

[0033] Example

[0034] Please refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, this embodiment provides a stabilizer bar structure, including a stabilizer bar body 1, a rotating shock absorbing sleeve 2 and a ball pin assembly 3, wherein two rotating shock absorbing sleeves 2 and two ball pin assemblies 3 are provided and symmetrically arranged on the stabilizer bar body 1;

[0035] The ball pin assembly 3 includes two ball pin shafts 31, two ball heads 32 and a suspension rod 33. One end of the ball pin 32 is provided with a ball head 32. The two ball heads 32 are provided at both ends of the suspension rod 33. The ball pin shaft 31 is vertically provided with the suspension rod 33.

[0036] Fixed end structures 11 are provided at both ends of the stabilizer bar body 1. The fixed end structure 11 is provided with a penetrating connection hole 111. The ball head pin shaft 31 passes through the connection hole 111 to achieve mutual abutment between the connection surfaces of the ball head 32 and the fixed end structure 11. The connection surface between the fixed end structure 11 and the ball head 32 forms an angle of 7 to 8 degrees with the vertical plane.

[0037] Specifically, the connecting surface a between the fixed end structure 11 and the ball head 32 forms an angle θ of 7 to 8° with the vertical surface y, the ball head pin 31 passes through the connecting hole 111, and the fixed end structure 11 fits with the mounting surface of the ball head 32, so that the ball head 32 is in a normal non-rotating state, the ball head pin 31 is perpendicular to the suspension rod 33, and the fixed end structure 11 fits with the ball head 32 in a parallel state, which can meet the maximum movement of each position of the ball head 32, balance the force, and extend the fatigue life.

[0038] like Figure 2 As shown, the stabilizer bar body 1 includes a first rod body 12, a second rod body 13 and a third rod body 14. The second rod body 13 and the third rod body 14 are respectively connected to the two ends of the first rod body 12 and are distributed in an "eight" shape. Under the premise of ensuring the roll angle stiffness of the stabilizer bar, it can better adapt to the stress changes in different parts, meet the fatigue strength requirements of the stabilizer bar, and improve the service life of the lateral stabilizer bar.

[0039] At the same time, the first rod body 12, the second rod body 13 and the third rod body 14 are integrally formed, with a simple structure, and no additional mounting bolts and nuts are required, thereby reducing the number of parts, thereby effectively avoiding the risk of connection failure between the rod bodies of the stabilizer bar, and correspondingly preventing the generation of abnormal noise.

[0040] The rotating shock-absorbing sleeves 2 are symmetrically arranged at two ends of the first rod 12 , and the fixed end structure 11 is located at the ends of the second rod 13 and the third rod 14 .

[0041] A bushing 21 is provided in the rotating shock-absorbing sleeve 2. The bushing 21 is hinged to the stabilizer bar body 1. The bushing 21 is a composite material of rubber and iron sandwich. The stabilizer bar body 1 can rotate freely in the bushing 21. The torsional stiffness and axial stiffness of the bushing 21 are very small. The rubber material has moisturizing properties and can precipitate lubricating substances, which can effectively buffer, isolate and reduce noise. Combined with the iron sandwich, it can effectively prevent the stabilizer bar from being damaged by force impact, reduce the probability of damage, and can meet a larger load-bearing capacity and a longer service life.

[0042] At the same time, if Figure 1 As shown, a pair of limiting sleeves 5 are symmetrically arranged between the two rotating shock-absorbing sleeves 2, and one limiting sleeve 5 abuts against one rotating shock-absorbing sleeve 2 to prevent the stabilizer bar from moving left and right. In addition, the rotating shock-absorbing sleeve 2 is provided with a fixing seat 4 connected to the vehicle body, and the fixing seat 4 is provided with an anti-collision boot 41. When the vehicle travels through complex ground, the anti-collision boot 41 can protect the fixing seat on the stabilizer bar, thereby protecting the stabilizer bar as a whole.

[0043] Specifically, if the left and right wheels jump up and down at the same time, that is, the vehicle body only moves vertically and the deformation of the suspensions on both sides is equal, the stabilizer bar body 1 rotates freely in the bushing 21, and the stabilizer bar does not work. When the deformation of the suspensions on both sides is unequal and the vehicle body tilts laterally to the road surface, one end of the stabilizer bar moves upward relative to the frame, and the other end of the corresponding stabilizer bar moves downward relative to the frame, and the middle part of the stabilizer bar does not move relative to the frame. In this way, when the vehicle body tilts, the longitudinal parts on both sides of the stabilizer bar deflect in different directions, so the stabilizer bar is twisted and the side arms are bent, which plays a role in increasing the angular stiffness of the suspension.

[0044] The torsional internal torque generated by the stabilizer bar hinders the deformation of the suspension spring, thereby reducing the lateral tilt and lateral angular vibration of the vehicle body, so as to keep the vehicle body as balanced as possible.

[0045] The above is only a preferred specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the utility model should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A stabilizer bar structure, characterized in that: It includes a stabilizer bar body, a rotating shock-absorbing sleeve and a ball pin assembly, wherein two rotating shock-absorbing sleeves and two ball pin assemblies are provided and are symmetrically arranged on the stabilizer bar body; The ball pin assembly comprises two ball pin shafts, two ball heads and a suspension rod, one end of the ball pin is provided with a ball head, the two ball heads are provided at both ends of the suspension rod, and the ball pin shaft is vertically provided with the suspension rod; Fixed end structures are provided at both ends of the stabilizer bar body, and the fixed end structure is provided with a penetrating connecting hole. The ball head pin passes through the connecting hole to achieve mutual abutment between the connecting surfaces of the ball head and the fixed end structure, and the connecting surfaces of the fixed end structure and the ball head form an angle of 7 to 8 degrees with the vertical plane.

2. The stabilizer bar structure according to claim 1, characterized in that: The stabilizer bar body includes a first bar body, a second bar body and a third bar body. The second bar body and the third bar body are respectively connected to two ends of the first bar body and are distributed in an "eight" shape.

3. The stabilizer bar structure according to claim 2, characterized in that: The first rod body, the second rod body and the third rod body are integrally formed.

4. The stabilizer bar structure according to claim 2, characterized in that: The rotating shock-absorbing sleeves are symmetrically arranged at two ends of the first rod body, and the fixed end structure is located at the ends of the second rod body and the third rod body.

5. The stabilizer bar structure according to claim 1, characterized in that: A bushing is arranged inside the rotating shock-absorbing sleeve, and the bushing is hinged to the stabilizer bar body.

6. The stabilizer bar structure according to claim 5, characterized in that: The bushing is made of a composite material of rubber and iron sandwich.

7. The stabilizer bar structure according to claim 1, characterized in that: A pair of limiting sleeves are symmetrically arranged between the two rotating shock-absorbing sleeves, and one limiting sleeve abuts against another rotating shock-absorbing sleeve.

8. The stabilizer bar structure according to claim 1, characterized in that: The rotating shock-absorbing sleeve is provided with a fixing seat connected with the vehicle body outside, and the fixing seat is provided with an anti-collision boot.

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