Stabilizer bar structure used in auxiliary frame, auxiliary frame and vehicle

Abstract

The utility model relates to a stabilizer bar structure used in an auxiliary frame, the auxiliary frame and a vehicle, the stabilizer bar structure comprises a stabilizer bar, the stabilizer bar is provided with a middle part and bent parts located at the two ends of the middle part, and the stabilizer bar is of a split structure and comprises a first section and a second section which are fixed in an inserted mode; the connecting part of the first section and the second section is positioned in the middle; the support is fixedly arranged in the middle of the stabilizer bar in a sleeving mode, and the support is provided with a connecting structure used for being connected with other components in the auxiliary frame. According to the stabilizer bar structure, the segmented butt joint mode is adopted, the stabilizer bar structure is installed in the tubular auxiliary frame structure, the whole vehicle arrangement space is saved, the flexibility of the stabilizer bar arrangement scheme is improved, and the design difficulty is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a stabilizer bar structure used in a subframe, a subframe and a vehicle. Background Art

[0002] The stabilizer bar is a lateral balancing mechanism of the automobile suspension system. When the car is turning or rolling, the torsional restoring torque of the stabilizer bar itself is used to achieve lateral stability of the vehicle. The layout and design of the stabilizer bar need to be carried out after the major boundaries such as the vehicle powertrain, suspension hard points, and suspension layout are determined. The layout of the stabilizer bar avoids many restrictions and is difficult to design. During the automobile development process, it is often difficult to solve the problem of the layout of the stabilizer bar. Utility Model Content

[0003] The present application provides a stabilizer bar structure and a subframe that can improve integration, thereby saving space for the entire vehicle layout and reducing the difficulty of designing the stabilizer bar.

[0004] The present application discloses a stabilizer bar structure for a subframe, comprising:

[0005] A stabilizing rod, comprising a middle portion and bent portions at both ends of the middle portion, wherein the stabilizing rod adopts a split structure, comprising a first section and a second section that are plugged and fixed, and a connecting portion between the first section and the second section is located in the middle portion;

[0006] The bracket is fixedly sleeved on the middle part of the stabilizer bar, and the bracket is provided with a connecting structure for connecting other components in the sub-frame.

[0007] Several optional methods are also provided below, but they are not intended to be additional limitations on the above-mentioned overall solution, but are merely further supplements or preferences. Under the premise that there are no technical or logical contradictions, each optional method can be combined with the above-mentioned overall solution separately, and multiple optional methods can also be combined.

[0008] In one embodiment, the stabilizer bar structure further comprises:

[0009] A bushing is sleeved on the stabilizing rod and contacts the bracket, and the bracket and the stabilizing rod are fixed to each other through the bushing.

[0010] In one embodiment, the first section and the second section are connected to each other via a spline structure.

[0011] In one embodiment, the bushing is a cylindrical structure as a whole, the inner surface of the cylindrical structure is fitted and fixed to the outer peripheral surface of the stabilizer rod, the axial end surface of the cylindrical structure is provided with a coupling groove, and a part of the bracket is fixedly inserted into the coupling groove.

[0012] In one embodiment, the support comprises:

[0013] A connecting sleeve, which is sleeved on the stabilizing rod, and one axial end of the connecting sleeve is fixedly inserted into the coupling groove;

[0014] A flange is located at the other end of the connecting sleeve and serves as the connecting structure.

[0015] In one embodiment, part or the whole of the bushing is made of rubber material, and the stabilizer bar and the bracket are fixed by vulcanization.

[0016] The present application also provides a subframe, comprising:

[0017] The subframe body is a frame structure and includes two longitudinal beams arranged opposite to each other and two transverse beams connected between the two longitudinal beams;

[0018] The stabilizer bar structure adopts the stabilizer bar structure described in the present application, wherein the stabilizer bar is passed through the interior of one of the cross beams and passes through the subframe body via the longitudinal beam on the corresponding side.

[0019] In one embodiment, the two longitudinal beams are respectively provided with through holes, and the stabilizing bar passes through the two longitudinal beams from the inside of the cross beam through the through holes on the corresponding sides.

[0020] In one embodiment, a mounting end is fixed at each of the through holes, and the brackets are in two sets and are fixedly connected to the mounting ends on the corresponding sides.

[0021] In one embodiment, one of the cross beams includes an upper plate and a lower plate that are fastened and fixed together, and the corresponding part of the stabilizing rod is covered in the upper plate and the lower plate.

[0022] In one embodiment, at least one of the upper plate and the lower plate has a cylindrical area formed by local deformation, and the cylindrical area is close to the outer periphery of the stabilizer bar.

[0023] The present application also provides a vehicle having the subframe described in the present application.

[0024] The stabilizer bar structure of the present application adopts a segmented docking method and is installed in a tubular subframe structure, which saves the layout space of the entire vehicle, improves the flexibility of the stabilizer bar layout scheme, and reduces the design difficulty. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 This is a schematic diagram of the structure of a subframe in one embodiment of the present application;

[0027] Figure 2 for Figure 1 A structural diagram of the middle subframe from another angle;

[0028] Figure 3 for Figure 1 A schematic diagram of the structure of the main part of the middle subframe (the lower plate is omitted);

[0029] Figure 4 This is a schematic diagram of the structure of the stabilizer bar structure and the lower plate part in one embodiment of the present application;

[0030] Figure 5 is a structural schematic diagram of the lower plate;

[0031] Figure 6 for Figure 4 Exploded diagram of

[0032] Figure 7 It is a structural diagram of the installation end;

[0033] Figure 8 is a schematic diagram of the structure of the bushing;

[0034] Fig. 9 is a schematic diagram of the structure of the bracket;

[0035] Fig.10 It is a structural schematic diagram of the first section of the stabilizer bar;

[0036] Fig.11 This is a schematic diagram of the structure of the second section of the stabilizer bar.

[0037] The reference numerals of the components are as follows:

[0038] 100, subframe body; 110, first longitudinal beam; 111, first through hole; 120, second longitudinal beam; 121, second through hole; 130, first cross beam; 140, second cross beam; 141, upper plate; 142, lower plate; 1421, columnar area;

[0039] 200, stabilizer bar; 210, first section; 211, spline groove; 220, second section; 221, spline pin;

[0040] 300, mounting end; 310, first mounting end; 320, second mounting end; 311, tubular section; 312, flange;

[0041] 400, bushing; 410, first bushing; 420, second bushing; 411, inner surface; 412, coupling groove; 413, outer surface;

[0042] 500, bracket; 510, first bracket; 520, second bracket; 511, connecting sleeve; 512, flange. DETAILED DESCRIPTION

[0043] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0044] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may also be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.

[0045] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0046] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first feature is directly in contact with the second feature, or the first feature and the second feature are in contact indirectly through an intermediate medium. Moreover, a first feature being “above”, “above”, or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0047] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more related listed items.

[0048] The stabilizer bar is a lateral balancing mechanism of the automobile suspension system. When the automobile is turning or rolling, the lateral stability of the vehicle is achieved through the torsional restoring torque of the stabilizer bar itself. In the prior art, the layout of the stabilizer bar is affected by factors such as spatial interference, and the layout is often difficult, which also increases the difficulty of design. In order to solve this problem, some embodiments of the present application provide an improved stabilizer bar structure and a corresponding subframe, and a vehicle using the subframe.

[0049] See also Figure 1 to Figure 5 An embodiment of the present application provides a subframe and a vehicle using the subframe, wherein the subframe includes a subframe body 100 and a stabilizer bar structure. The subframe body 100 is a frame structure as a whole and includes two longitudinal beams arranged opposite to each other and two cross beams connected between the two longitudinal beams. The two longitudinal beams are specifically a first longitudinal beam 110 and a second longitudinal beam 120, and the two cross beams are specifically a first cross beam 130 and a second cross beam 140, wherein the second cross beam 140 includes an upper plate 141 and a lower plate 142 that are interlocked, and an installation space is enclosed between the upper plate 141 and the lower plate 142.

[0050] To facilitate installation and improve integration, in one embodiment, the first longitudinal beam 110 is provided with a first through hole 111, and the second longitudinal beam 120 is provided with a second through hole 121. The middle portion of the stabilizer bar 200 in the stabilizer bar structure is mainly located in the installation space, and both ends of the middle portion of the stabilizer bar 200 pass through the sub-frame body 100 through the first through hole 111 and the second through hole 121 respectively. The passing portion changes its extension direction to form a bent portion, but the specific bending shape is not strictly limited.

[0051] In one embodiment, each through hole is respectively welded and fixed with a mounting end 300, and the stabilizer bar structure includes a stabilizer bar 200, a bracket 500 and a bushing 400 ( Figure 4 The flange of the mounting end 300 on one side is omitted to show the bushing 400), and the bracket 500 and the bushing 400 are configured in two sets accordingly, and the stabilizer bar structure as a whole is fixedly connected to the mounting end 300 on the corresponding side through the bracket 500. The mounting end 300 can strengthen the structural strength of the first through hole 111 and the second through hole 121, and also facilitate the assembly of the stabilizer bar structure.

[0052] See also Figure 5In one embodiment, the lower plate 142 is a stamped structure and is welded and fixed to the corresponding position of the sub-frame. The lower plate 142 is partially deformed into a cylindrical area 1421. The cylindrical area 1421 is roughly semi-cylindrical and close to the outer periphery of the stabilizer bar 200. The space utilization rate is improved through shape adaptation.

[0053] Combination Figure 6 to Figure 11 An embodiment of the present application further provides a stabilizer bar structure, and is applicable to the subframes and vehicles of the above embodiments. The stabilizer bar structure of this embodiment improves its own structural characteristics and adopts a split structure, which is more convenient for assembly through the longitudinal beam while taking into account torsion resistance.

[0054] The stabilizer bar structure of the present embodiment specifically includes a stabilizer bar 200 and a bracket 500, wherein the stabilizer bar 200 has a middle portion and bent portions located at both ends of the middle portion, and the stabilizer bar 200 adopts a split structure, including a first section 210 and a second section 220 that are plugged and fixed, the middle portion is roughly a straight bar extension, and the two ends extend out of the longitudinal beams on the corresponding sides and are bent in shape (i.e., the bent portion), and the connection portion between the first section 210 and the second section 220 is in the middle portion, but can be slightly deviated from the center position, for example, adjacent to one of the longitudinal beams.

[0055] The bracket 500 is fixedly mounted on the stabilizer bar 200. The bracket 500 is also fixedly connected to the mounting end 300 of the subframe to position the stabilizer bar 200. In combination with the two longitudinal beams, the bracket 500 of this embodiment includes a first bracket 510 and a second bracket 520 and both are arranged in the middle of the stabilizer bar 200. Correspondingly, the mounting end 300 includes a first mounting end 310 and a second mounting end 320 and is matched with each bracket in pairs.

[0056] In this embodiment, the stabilizer bar 200 adopts a split structure, combined with an installation method that penetrates the longitudinal beam, which can reduce the space occupied by the subframe and facilitate assembly.

[0057] In another embodiment, the stabilizer bar structure also includes a bushing 400, which can provide buffering and limiting. The bushing 400 is sleeved on the stabilizer bar 200 and contacts the bracket 500. The bracket 500 and the stabilizer bar 200 are fixed to each other through the bushing 400. Similarly, the bushing 400 includes a first bushing 410 and a second bushing 420 to connect the bracket 500 on the corresponding side.

[0058] See also Figure 7In one embodiment, taking the first mounting end 310 as an example (the second mounting end 320 is the same), the first mounting end 310 specifically includes a tubular section 311, the middle part of the stabilizing bar 200 passes through the inside of the tubular section 311, and a flange 312 is provided at one end of the tubular section 311. The tubular section 311 is inserted into the corresponding through hole on the longitudinal beam and then welded to the longitudinal beam. The flange 312 is used to connect the first bracket 510. The flange connection form can ensure strength and facilitate quick disassembly and assembly.

[0059] See also Figure 8 In one embodiment, taking the first bushing 410 as an example (the second bushing 420 is the same), the first bushing 410 is a cylindrical structure as a whole, and is located in the radial gap between the stabilizer bar 200 and the tubular section 311 to play a buffering role. The first bushing 410 is partially or entirely made of rubber material, such as natural rubber as a whole. The inner surface 411 of the cylindrical structure fits the outer peripheral surface of the stabilizer bar 200 and is bonded and fixed by vulcanization. The axial end surface of the cylindrical structure is provided with a coupling groove 412, and a part of the first bracket 510 is inserted into the coupling groove 412, and can also be bonded and fixed by vulcanization. The outer surface 413 of the first bushing 410 matches the inner peripheral surface of the tubular section 311. This embodiment utilizes the material characteristics of the first bushing 410, and fixes the stabilizer bar 200 and the first bracket 510 by vulcanization bonding, thereby ensuring the connection strength and taking into account the buffering effect.

[0060] See also Fig. 9 In one embodiment, taking the first bracket 510 as an example (the second bracket 520 is the same), the first bracket 510 includes a connecting sleeve 511 and a connecting structure, wherein the connecting sleeve 511 is sleeved on the stabilizer bar 200, and one axial end of the connecting sleeve 511 is fixedly inserted into the coupling groove 412; the connecting structure adopts a flange 512, which is located at the other end of the connecting sleeve 511 and is used to connect the sub-frame, specifically connected to the flange 312 of the first mounting end 310.

[0061] See also Fig.10 ,as well as Fig.11 In one embodiment, the first section 210 and the second section 220 are connected to each other through a spline structure. For example, the end face of the first section 210 has a spline groove 211, and correspondingly, the end face of the second section 220 has a spline pin 221 that is plugged into the spline groove 211. The spline structure can be quickly plugged in and assembled and has a strong anti-torsion effect. It is also convenient to compare and adjust the matching angle of the first section 210 and the second section 220 during assembly.

[0062] In the stabilizer bar structure of the present application, the stabilizer bar adopts a segmented design, that is, it is divided into two left and right sections and connected as a whole by spline cooperation. The middle part of the stabilizer bar is mainly built into the crossbeam of the subframe, which improves the integration of the space and can be widely used in the field of passenger cars.

[0063] The technical features of the above-mentioned embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification. When the technical features in different embodiments are embodied in the same figure, it can be regarded that the figure also discloses the combination examples of the various embodiments involved.

[0064] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.

Claims

1. A stabilizer bar structure for a sub-frame, the sub-frame comprising a sub-frame body (100) and a mounting end (300) fixed to the sub-frame body (100), characterized in that: The stabilizer bar structure comprises: A stabilizing rod (200) having a middle portion and bent portions located at both ends of the middle portion, the stabilizing rod (200) adopts a split structure, comprising a first section (210) and a second section (220) that are plugged and fixed, and a connection portion between the first section (210) and the second section (220) is located in the middle portion; A bracket (500) is fixedly sleeved on the middle portion of the stabilizing rod (200), and the bracket (500) is provided with a connection structure for connecting to the mounting end head (300).

2. The stabilizer bar structure according to claim 1, characterized in that: The stabilizer bar structure further comprises: The bushing (400) is sleeved on the stabilizing rod (200) and is in contact with the bracket (500); the bracket (500) and the stabilizing rod (200) are fixed to each other via the bushing (400).

3. The stabilizer bar structure for a subframe according to claim 1, characterized in that: The first section (210) and the second section (220) are connected to each other via a spline structure.

4. The stabilizer bar structure for a subframe according to claim 2, characterized in that: The bushing (400) is a cylindrical structure as a whole, the inner surface (411) of the cylindrical structure is fitted and fixed to the outer peripheral surface of the stabilizer rod (200), the axial end surface of the cylindrical structure is provided with a coupling groove (412), and a part of the bracket (500) is fixedly inserted into the coupling groove.

5. The stabilizer bar structure used in a subframe according to claim 4, characterized in that: The support (500) comprises: A connecting sleeve (511) is sleeved on the stabilizing rod (200), and one axial end of the connecting sleeve is fixedly inserted into the coupling groove; A flange (512) is located at the other end of the connecting sleeve (511) and serves as the connecting structure.

6. The stabilizer bar structure used in a subframe according to claim 2, characterized in that: The bushing (400) is partially or entirely made of rubber material, and the stabilizer bar (200) and the bracket (500) are fixed by vulcanization.

7. A subframe, characterized in that: include: The subframe body (100) is a frame structure and comprises two longitudinal beams arranged opposite to each other and two transverse beams connected between the two longitudinal beams; A stabilizer bar structure adopts the stabilizer bar structure according to any one of claims 1 to 6, wherein the stabilizer bar (200) is inserted into the interior of one of the cross beams and passes through the subframe body (100) via the longitudinal beam on the corresponding side.

8. The subframe according to claim 7, characterized in that: The two longitudinal beams are respectively provided with through holes, and the stabilizing rod (200) passes through the two longitudinal beams from the inside of the transverse beam through the through holes on the corresponding sides; A mounting end head (300) is fixed to each of the through holes, and the brackets (500) are in two sets and are respectively fixedly connected to the mounting end heads (300) on the corresponding sides.

9. The subframe according to claim 7, characterized in that: One of the cross beams comprises an upper plate (141) and a lower plate (142) that are fastened and fixed together, and a corresponding portion of the stabilizing rod (200) is covered in the upper plate (141) and the lower plate (142); At least one of the upper plate (141) and the lower plate (142) has a cylindrical area (1421) formed by local deformation, and the cylindrical area (1421) is close to the outer periphery of the stabilizing rod (200).

10. A vehicle, characterized in that: A subframe according to any one of claims 7 to 9.

Images