Novel automobile anti-roll bar damper
By adopting a new type of car anti -tilt rod hinder in the car suspension system, the friction and limitations of the inner wall of the inner rod and the inner wall of the outer cylinder solve the problem of insufficient connection of tilt rods and anti -tilt rods. The roll and improvement of the straight line when the vehicle is cornering.
Patent Information
- Application Number
- CN202420939811.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-30
- Publication Date
- 2025-01-28
- Estimated Expiration
- 2034-04-30
AI Technical Summary
In the existing car suspension system, the connection strength between the anti-roll bar and the anti-roll bar boom is insufficient, resulting in severe rolling of the vehicle when cornering and poor straight driving quality.
Using a new type of car anti -tilt rod hinder, the damping device provides friction and limit through contact with the inner wall of the outer tube. The composite structure connected to the inner rod in the outer cylinder of the damper The connection strength of the frame.
Effectively reduces the range of body rolls when the vehicle is cornering, improves the comfort and quality of the vehicle's straight line, and reduces the angle changes and vibrations of anti -tilt rods.
Smart Images
Figure CN222407880U_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of automobile chassis, and in particular relates to a novel automobile anti-roll bar damper which can effectively reduce the body roll when the vehicle is cornering and improve the straight-line driving quality. Background Art
[0002] The chassis anti-roll bar is an important part of the automobile suspension system. The anti-roll bar is also called the lateral stabilizer bar, which has a great influence on the car's handling. The two ends of the anti-roll bar are connected to the suspension rocker arm. When the car body rolls, the anti-roll bar will twist and generate feedback force in the opposite direction to control the roll of the car body. Therefore, the anti-roll bar is actually a twisting spring. When the car turns, the centrifugal force causes the car body to roll, causing the suspension of the inner wheel of the curve to stretch and the suspension of the outer wheel of the curve to compress, causing the rod of the anti-roll bar to twist. The function of the anti-roll bar is to use the rebound force generated by the twisted rod body to suppress the roll of the car body.
[0003] The existing automobile suspension design generally connects the anti-roll bar with the anti-roll bar hanger, and the anti-roll bar hanger is then connected to the shock absorber tube or chassis swing arm, so that the connection force generated is used to suppress the angle change of the anti-roll bar. The anti-roll bar and the anti-roll bar hanger are generally connected with a ball head. The advantage of this connection is that it allows the vehicle to have a certain roll and facilitates the movement of the vehicle in non-linear directions. However, the use of a ball head connection also has side effects, because the ball head is relatively fragile after all, and the limit strength of a new part is not high. It is easy to loosen after using it for a period of time, resulting in insufficient connection strength between the anti-roll bar hanger and the anti-roll bar, and the anti-roll bar's role in reducing roll becomes weak. Therefore, increasing the connection strength of the anti-roll bar, increasing the stability of the anti-roll bar, reducing the angle change and vibration of the anti-roll bar when the vehicle is running, reducing the cornering roll, and improving the straight-line driving quality are the problems we need to solve. A damping spring connection can be selected, but when the damping spring connection is used, even when it is static, the spring is required to have a slight stretch and a damping will be generated. Although this will solve the connection force problem between the anti-roll bar and the anti-roll bar hanger, it will also have an impact on the vehicle when driving at low speeds. It requires very fine tuning, including the setting of the spring wire diameter and diameter, and even the comparison of spring materials, in order to meet the comfort of the vehicle when driving at low speeds and the suppression of the vehicle's roll when cornering at high speeds. Therefore, while solving the connection force between the anti-roll bar and the anti-roll bar hanger, finding a simpler and more convenient solution that does not require more tuning when applied is the problem to be solved now. Summary of the invention
[0004] In view of the shortcomings and gaps in the prior art, the present invention is no longer limited to the continuous strengthening of the anti-roll bar suspension rod and the ball head in the prior art, but innovatively connects the anti-roll bar and the anti-roll bar suspension rod with a damper, or connects the anti-roll bar with the lower straight arm or curved arm or other fixed points of the chassis, so as to achieve the purpose of reducing the angle change of the anti-roll bar when the anti-roll bar moves. The present invention provides a new type of damper for automobile anti-roll bar, which provides friction and limit through the contact between the inner rod and the inner wall of the outer cylinder. The damper is connected to the chassis anti-roll bar at one end through the composite structure of the damper outer cylinder and the damper inner rod, and is connected to the anti-roll bar suspension rod or the lower straight arm or lower curved arm or a nearby fixed point at the other end. By strengthening the connection damping and limit of the anti-roll bar and the anti-roll bar suspension rod or the lower swing arm, the angle change and vibration of the anti-roll bar when the vehicle moves are reduced, and the stability of the anti-roll bar when moving is generally increased, so as to achieve the purpose of reducing the roll of the vehicle when cornering, and at the same time improve the comfort of the vehicle when driving in a straight line.
[0005] In order to achieve the above goals, we adopt the following technical solutions.
[0006] A novel damper for an automobile anti-roll bar is characterized in that it comprises a left-end fixing hoop, a right-end fixing hoop, an outer tube and an inner rod, wherein the left-end fixing hoop is connected to a connecting port of the outer tube by a left-end fixing hoop bolt, and the right-end fixing hoop is connected to a connecting port of the inner rod by a right-end fixing hoop bolt, the outer tube is sleeved on the inner rod, the inner rod is inserted into the outer tube, the inner rod limiting hoop prevents the outer tube from being separated from the inner rod, and the ports where the outer tube of the damper and the inner rod are inserted and connected are sealed by a sealing ring.
[0007] Preferably, the outer cylinder is sleeved on the inner rod, and the contact end of the inner rod with the inner wall of the outer cylinder is engraved with threads or carvings to increase the friction when the inner rod head contacts the inner wall of the outer cylinder.
[0008] Preferably, the port sealing ring is made of metal, rubber or plastic.
[0009] Preferably, the left-end fixing hoop and the right-end fixing hoop are annular or U-shaped fixing hoops, the radius of the fixing hoop ring is between 2 mm and 80 mm, the U-shape is between 2 mm and 250 mm long, and the width is between 5 mm and 200 mm. One end of the anti-roll bar damper is fixed to the anti-roll bar of the car, and the other end is fixed to the anti-roll bar hanger, or fixed to the suspension straight arm or fixed point near the anti-roll bar.
[0010] Preferably, the top end of the inner rod of the damper inside the outer tube is pointed or round, which can increase the contact area between the inner wall of the outer tube and the inner rod.
[0011] The above technical solution has the following beneficial effects:
[0012] Our technical solution 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 swing arm, and generally increases the stability of the anti-roll bar during movement. The composite structure of the damper outer tube and the inner rod strengthens the connection strength between the anti-roll bar and the suspension. When the body rolls, the damper inner rod is pulled out of the outer tube, the composite structure on one side becomes longer, the damping becomes larger, and the anti-roll bar angle becomes smaller. When the body is straightened, due to the follow-up properties of the composite structure, the damper inner rod retracts into the outer tube and returns to the set initial position.
[0013] The connection structure between the outer tube and the inner rod has a certain rigidity compared to the spring connection, which reduces the unnecessary lateral vibration of the composite structure when the vehicle is moving, making the vehicle suspension run linearly and stably.
[0014] Compared with the connection force provided by the tension spring, the connection force provided by the friction between the inner wall of the outer tube (8) and the tip of the inner rod (7) has a larger span and can be instantly increased from 0 to a large connection force, especially when the vehicle rolls over, while the connection force provided by the spring is relatively linear and can be increased from the initial value. The larger the initial value, the larger the value increased later. However, a too large initial value is not conducive to the comfort of the vehicle. The damper of our technical solution provides a smaller damping when driving in a straight line, which is mainly friction damping. When the vehicle rolls over, it instantly provides a larger damping, which has both friction damping and limited position damping.
[0015] One end of the damper inner rod inside the outer tube is designed with a carved round head or a pointed head, which increases the contact area between the inner rod and the inner wall of the outer tube when the vehicle moves, and at the same time increases the friction during contact.
[0016] After installing the damper of our technical solution, connect the anti-roll bar of the vehicle to the anti-roll bar hanger. When the vehicle is static, according to the installation requirements, the inner rod of the damper does not touch the inner wall of the outer tube. When the vehicle is traveling in a straight line, according to different road conditions, the inner rod and the inner wall of the outer tube will have short intermittent contact. When the vehicle is turning, the inner rod and the inner wall of the outer tube will be in contact for a long time and generate friction. The contact force and friction force are transmitted to the anti-roll bar and the anti-roll bar hanger, which not only increases the connection force, but also has a certain limiting function.
[0017] The design of directly connecting the left and right fixing hoops to the damper not only simplifies the steps, but also reduces the weight of the entire damper, minimizing the impact of the weight on the chassis when the damper moves. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 Schematic representation of a new type of automotive anti-roll bar damper structure diagram static state
[0019] Figure 2Schematic representation of a new type of automotive anti-roll bar damper structure diagram damping providing state
[0020] 1 Left end fixing hoop 2 Right end fixing hoop 3 Damper inner rod limit hoop 4 Inner rod connection port 5 Outer tube 6 Left end fixing hoop connecting bolt 7 Inner rod tip 8 Outer tube inner wall 9 Outer tube connection port 10 Inner rod 11 Right end fixing hoop connecting bolt 12 Port for inserting and connecting the damper outer tube and the inner rod Implementation
[0021] The following further describes the implementation of the technical solution with reference to the accompanying drawings. The size ratios of the accompanying drawings are sometimes enlarged for the convenience of explanation and are different from the actual ratios. The materials of the fixing hoop, the damper outer tube and the inner rod are common metals and carbon fibers in the art.
[0022] 1. A novel damper for an automobile anti-roll bar, characterized in that it comprises a left-end fixing hoop, a right-end fixing hoop, an outer tube and an inner rod, wherein the left-end fixing hoop is connected to the outer tube connection port by a left-end fixing hoop bolt, the right-end fixing hoop is connected to the inner rod connection port by a right-end fixing hoop bolt, the outer tube is sleeved on the inner rod, the inner rod is inserted into the outer tube, the inner rod limit hoop prevents the outer tube from being separated from the inner rod, and the ports where the damper outer tube and the inner rod are inserted and connected are sealed and connected by a sealing ring. The diameter of the damper outer tube is between 5 mm and 60 mm, and the length is between 3 mm and 300 mm. The diameter of the damper inner rod is between 2 mm and 40 mm, and the length is between 2 mm and 280 mm.
[0023] 2. The outer cylinder of the damper is 70 mm long, 12 mm in diameter, and made of stainless steel. The inner rod is 50 mm long, 6 mm in diameter, and made of stainless steel. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is pointed. The inner diameter of the left end fixing hoop is 9 mm, the outer diameter is 15 mm, and the thickness is 10 mm. The material is aluminum alloy. The inner diameter of the right end fixing hoop is 23 mm, the outer diameter is 50 mm, and the thickness is 15 mm. The material is aluminum alloy. The 9 mm port of this damper is mounted on the anti-roll bar suspension rod of the car, and the 23 mm port is mounted on the anti-roll bar of the car.
[0024] 3. The outer cylinder of the damper is 90 mm long and 16 mm in diameter. The inner rod is 80 mm long and 8 mm in diameter. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is a round head, and the middle is sealed with a rubber sealing ring. The inner diameter of the left end fixing hoop is 10 mm, the outer diameter is 15 mm, and the thickness is 10 mm. The inner diameter of the right end fixing hoop is 26 mm, the outer diameter is 50 mm, and the thickness is 15 mm. The 10 mm port of this damper is mounted on the anti-roll bar suspension rod of the car, and the 26 mm port is mounted on the anti-roll bar of the car.
[0025] 4. The outer cylinder of the damper is 300 mm long and 50 mm in diameter. The inner rod is 240 mm long and 10 mm in diameter. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is pointed. The inner wall of the outer cylinder is shallowly threaded. The middle is sealed with a plastic sealing ring. The inner diameter of the left end fixing hoop is 18 mm, the outer diameter is 40 mm, and the thickness is 20 mm. The inner diameter of the right end fixing hoop is 32 mm, the outer diameter is 50 mm, and the thickness is 20 mm. The 10 mm port of this damper is mounted on the modified anti-roll bar suspension rod of the car, and the 32 mm port is mounted on the modified anti-roll bar of the car.
[0026] 5. The outer cylinder of the damper is 70 mm long and 12 mm in diameter. The inner rod is 50 mm long and 6 mm in diameter. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is pointed. The middle is sealed with an aluminum alloy sealing ring. The inner diameter of the left end fixing hoop is 9 mm, the outer diameter is 15 mm, and the thickness is 10 mm. The inner diameter of the right end fixing hoop is 23 mm, the outer diameter is 50 mm, and the thickness is 15 mm. The 9 mm port of this damper is mounted on the anti-roll bar suspension rod of the car, and the 23 mm port is mounted on the anti-roll bar of the car.
[0027] 6. The outer cylinder of the damper is 50 mm long and 12 mm in diameter. The inner rod is 45 mm long and 6 mm in diameter. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is round and carved. The inner wall of the outer cylinder is shallowly threaded. The inner diameter of the left end fixing hoop is 9 mm, the outer diameter is 15 mm, and the thickness is 10 mm. The inner diameter of the right end fixing hoop is 19 mm, the outer diameter is 35 mm, and the thickness is 15 mm. The 9 mm port of this damper is mounted on the anti-roll bar suspension rod of the car, and the 19 mm port is mounted on the anti-roll bar of the car.
[0028] 7. The outer cylinder of the damper is 90 mm long and 16 mm in diameter. The inner rod is 80 mm long and 8 mm in diameter. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is a round head with carvings. The inner diameter of the left end fixing hoop is 32 mm, the outer diameter is 56 mm, and the thickness is 15 mm. The right end fixing hoop is a straight-through fixing with a diameter of 12 mm and a length of 100 mm. The 12 mm port of this damper is punched with a 14 mm hole and fixed to the frame fixing point, and the 32 mm port is set on the anti-roll bar of the car.
[0029] 8. The outer cylinder of the damper is 150 mm long, 18 mm in diameter, and made of stainless steel. The inner rod is 90 mm long, 8 mm in diameter, and made of stainless steel. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is a pointed carving. The left end fixing hoop is a U-shaped card, 100 mm long, 70 mm wide, 10 mm thick, and made of aluminum alloy. The right end fixing hoop has an inner diameter of 23 mm, an outer diameter of 50 mm, and a thickness of 15 mm, and is made of aluminum alloy. The U-shaped card port of this damper is mounted on the straight arm of the car chassis, and the 23 mm port is mounted on the anti-roll bar of the car.
[0030] 9. The outer cylinder of the damper is 50 mm long, 10 mm in diameter, and made of stainless steel. The inner rod is 50 mm long, 6 mm in diameter, and made of stainless steel. The outer rod is sleeved on the inner rod, and the inner rod is inserted into the outer cylinder. The top of the inner rod in the outer cylinder is a pointed carving. The inner diameter of the left end fixing hoop is 9 mm, the outer diameter is 15 mm, and the thickness is 10 mm. The material is aluminum alloy. The inner diameter of the right end fixing hoop is 23 mm, the outer diameter is 50 mm, and the thickness is 15 mm. The material is aluminum alloy. The 9 mm port of this damper is mounted on the anti-roll bar suspension rod of the car, and the 23 mm port is mounted on the anti-roll bar of the car.
[0031] 10. Car elk test to verify the function of damper. Take the BMW 325 model as an example. When the anti-roll bar damper with spring damping is installed, the car is first tested at a speed of 80 kilometers per hour. The front of the car is stable, the side of the car body is not serious, the left side of the front of the car is brought to the cone barrel, and then the rear of the car slides obviously, but it can still meet the cornering standard. Now it is still the BMW 325 model, but the double-sided suspension is equipped with the damper described in the claim. The damper outer tube is 70 mm long and 12 mm in diameter. The inner rod is 60 mm long. The inner diameter of the left end fixing hoop is 9 mm, the outer diameter is 15 mm, the thickness is 10 mm, and the material is aluminum alloy. The inner diameter of the right end fixing hoop is 23 mm, the outer diameter is 50 mm, the thickness is 15 mm, and the material is aluminum alloy. The 9 mm port of this damper is mounted on the anti-roll bar hanger of the car, and the 23 mm port is mounted on the anti-roll bar of the car. First, the car passes at a speed of 80 kilometers per hour, reaching the standard for exiting the curve. The entire body roll is not serious, the speed of the body changing side is significantly faster, and the body reacts sensitively, indicating that under the setting of the anti-roll bar damper installed on the vehicle, the reinforcement of the chassis has been significantly improved. After the before-after comparison, it is shown that the damper of our improved technical solution has a significant inhibitory effect on the angle change of the vehicle anti-roll bar, and the vehicle roll is significantly suppressed.
[0032] Our technology has a composite structure in which the inner wall of the damper outer tube contacts the inner rod to provide a connecting force. By directly connecting the car's anti-roll bar with the anti-roll bar hanger or lower straight arm, it can effectively reduce the angle change and vibration change of the anti-roll bar, thereby achieving the purpose of reducing the body roll of the sports vehicle and improving the straight-line driving quality.
[0033] This embodiment does not impose any formal restrictions on the shape, material, structure, etc. of this technical solution. The specific data given are only the preferred embodiment of the technical solution. Any simple modification made to the above embodiment based on the technical essence of this technical solution shall not be construed as a limitation.
[0034] Changes, equivalent changes and modifications all fall within the protection scope of this technical solution.
Claims
1. A new type of automobile anti-roll bar damper, characterized by: The invention comprises a left-end fixing hoop, a right-end fixing hoop, an outer tube and an inner rod; wherein the left-end fixing hoop (1) is connected to the outer tube connection port (9) by a left-end fixing hoop bolt (6), the right-end fixing hoop (2) is connected to the inner rod connection port (4) by a right-end fixing hoop bolt (11), the outer tube (5) is sleeved on the inner rod (10), the inner rod is inserted into the outer tube, the inner rod limit hoop (3) prevents the outer tube from being separated from the inner rod, and the outer tube and the inner rod are inserted into the connection port (12) by a sealing ring.
2. A novel automobile anti-roll bar damper according to claim 1, characterized in that: The outer cylinder is sleeved on the inner rod, and the contact end of the inner rod with the inner wall of the outer cylinder is engraved with thread lines or carvings to increase the friction force when the inner rod head contacts the inner wall of the outer cylinder.
3. A novel automobile anti-roll bar damper according to claim 1, characterized in that: The port sealing ring is made of metal, rubber or plastic.
4. A novel automobile anti-roll bar damper according to claim 1, characterized in that: The left-end fixing hoop and the right-end fixing hoop are annular or U-shaped fixing hoops, the radius of the fixing hoop ring is between 2 mm and 80 mm, the U-shape is between 2 mm and 250 mm long, and the width is between 5 mm and 200 mm. One end of the anti-roll bar damper is fixed to the anti-roll bar of the car, and the other end is fixed to the anti-roll bar hanger, or fixed to the suspension straight arm or fixed point near the anti-roll bar.
5. A novel automobile anti-roll bar damper according to claim 1, characterized in that: The top end of the inner rod in the inner part of the outer cylinder is pointed or round, which can increase the contact area between the inner wall of the outer cylinder and the inner rod.