Guide return mechanism of disconnector on stabilizer bar

Abstract

The utility model discloses a guide return mechanism of a breaker on a stabilizer bar, which is characterized in that stabilizer bars on two sides are connected and transmitted through two transmission gear hubs, the transmission gear hubs are connected through a transmission sleeve, and a return spring coincides with the axis of the transmission sleeve in the sliding direction. The positions of the transmission gear hubs are limited through the guide columns between the two transmission gear hubs, the outer cylindrical surfaces of the guide columns support and guide inner circular holes of the transmission gear hubs, transmission and axis dislocation of the two transmission gear hubs are avoided, the positioning effect is effectively achieved, it is guaranteed that the transmission gear hubs on the two sides are kept coaxial during assembly and operation, and the service life of the transmission gear hubs is prolonged. The guiding and positioning effects can be achieved when the left shell and the right shell are combined; the guide columns can bear bending moment transmitted by the stabilizer bars on the two sides, the bending moment load borne by the shell on the left side and the shell on the right side can be shared and relieved, and the whole breaker is restrained to be in a more stable working state.

Description

Technical Field

[0001] The utility model relates to the technical field of stabilizer bar disconnectors, in particular to a guide return mechanism of a disconnector on a stabilizer bar. Background Art

[0002] A clutch or disconnector is a device used to connect or disconnect two shafts or components that are connected to each other for transmission.

[0003] The vehicle's stabilizer bar needs to remain stably connected when the vehicle is running at high speeds to ensure stability. However, when the vehicle needs to go off-road and escape at low speeds, the stabilizer bar needs to be disconnected to provide the left and right wheels and shock absorbers with greater lifting travel. This allows the wheels to maintain contact with the ground when they encounter a pothole and are suspended in the air, providing more power to help the vehicle escape smoothly. At this time, the vehicle is very slow and does not require left and right balance and stability. Instead, the wheels need greater tilt and lifting space to ensure that each wheel has grip on the ground as much as possible to provide the vehicle with power to escape.

[0004] This type of vehicle stabilizer bar that can be disconnected generally needs to be connected through a disconnector. When the vehicle is driving normally, the two stabilizer bars need to remain connected and rotate synchronously. Only when the vehicle is in a state of escape does it need to disconnect the left and right stabilizer bars. The operation of disconnecting the stabilizer bar can only be transmission disconnection, but the stabilizer bar is not allowed to move laterally along the left and right directions of the vehicle, otherwise it will destroy the normal working relationship between the stabilizer bars on both sides. This is not allowed on normal vehicles.

[0005] According to the above requirements, the disconnector itself needs to be able to disconnect the connection between the stabilizer bars and keep the two stabilizer bars always on the same axis. At the same time, the transmission device on the disconnector needs to be able to keep the axis stable even when the various accessories of the disconnector are operating in different states, even when it is in a sliding state, or in a connected or disconnected state.

[0006] Based on this, the utility model designs a guide return mechanism of a disconnector on a stabilizer bar to solve the above problems. Utility Model Content

[0007] The object of the present invention is to provide a guide return mechanism for a disconnector on a stabilizer bar. The device matches the axis of the transmission sleeves that connect the two ends of the stabilizer bar, and at the same time, the rebound spring must also coincide with the sliding direction axis of the transmission sleeve, so that the transmission sleeve always maintains a stable axis, effectively avoiding lateral movement and dislocation between the stabilizer bars on both sides; and the device also adds a transmission gear hub, and a guide column is sandwiched between the two transmission gear hubs. The outer cylindrical surface of the guide column is supported and guided by the inner circular hole of the transmission gear hub, avoiding transmission and axis dislocation of the two transmission gear hubs, effectively playing a positioning role, ensuring that the transmission gear hubs on both sides remain coaxial during assembly and operation, and can also play a guiding and positioning role for the left and right shells when they are assembled; and the guide column can withstand the bending moment transmitted by the stabilizer bars on both sides, can share and reduce the bending moment load borne by the left and right shells, and constrain the entire disconnector to be in a more stable working state.

[0008] The utility model is implemented as follows: a guide return mechanism of a disconnector on a stabilizer bar, comprising:

[0009] housing, drive hub, stabilizer bar and electromagnetic coil;

[0010] The shell is an outer shell with a closed cavity inside. A butt joint is inserted at each of the left and right ends of the shell. The butt joint is a circular tube with two ends open. The outer end of the butt joint extends outside the shell, and the inner end of the butt joint is deep inside the shell cavity. The left and right butt joints coincide with the axis of the shell.

[0011] The stabilizer bar is a long bar arranged transversely at the bottom of the vehicle. There are two stabilizer bars, which pass through the butt joint from the outside to the inside and extend into the interior of the housing.

[0012] The transmission gear hub is a cylindrical structure. There are two transmission gear hubs. The two transmission gear hubs are rotatably arranged laterally in the housing. The two transmission gear hubs do not contact each other. The two transmission gear hubs are respectively sleeved on the outside of the stabilizer bars on the left and right sides. The stabilizer bars and the transmission gear hubs sleeved on the outside are driven by splines. The transmission gear hubs are rotatably and stably installed inside the docking tube.

[0013] A guide column is further provided between the two stabilizer bars, and the two transmission gear hubs are symmetrically provided at the left and right ends of the guide column;

[0014] The inner end outer wall of the transmission hub is provided with a spline, and the transmission sleeve is a cylinder with a spline provided on the inner wall; the inner ends of the two transmission hubs are both sleeved inside the transmission sleeve, and the left and right transmission hubs are engaged with the transmission sleeve through the spline transmission;

[0015] A return spring is provided on the right side of the transmission sleeve, and the return spring can be laterally extended and retracted to rest against the right end face of the transmission sleeve, and the return spring is sleeved on the butt joint tube on the right side of the shell inner cavity; an electromagnetic coil and a clutch ring are provided on the left side of the transmission sleeve, and the electromagnetic coil and the clutch ring are sleeved on the butt joint tube on the left side of the shell inner cavity, and the right end of the clutch ring can be laterally slid to rest against the left end face of the transmission sleeve; the left and right transmission gear hubs can be rotatably sleeved on the outside of the guide column, and the inner walls of the two transmission gear hubs are in contact with the guide column, and the guide column, the left and right butt joint tubes, the two transmission gear hubs, the transmission sleeve, the return spring and the left and right stabilizer bar axes coincide with each other.

[0016] Furthermore, a positioning slot is provided at the inner end of the stabilizer bar, the positioning slot is recessed inwardly and provided on the outer wall of the stabilizer bar, a positioning spring is clamped in the positioning slot, and the stabilizer bar is clamped to the inner wall of the transmission gear hub through the positioning spring;

[0017] A stepped hole is provided at the opening of the inner end of the transmission gear hub. The diameter of the stepped hole is larger than the inner hole diameter of the transmission gear hub. The positioning clip is clamped on the inner end of the stepped hole of the transmission gear hub.

[0018] Furthermore, the inner ends of the transmission gear hubs on the left and right sides are parallel to each other, and the lateral gap between the inner end surfaces of the transmission gear hubs on the left and right sides is less than 3 mm.

[0019] Furthermore, the inner hole of the transmission gear hub and the guide column are clearance-fitted, and the clearance does not exceed 0.15 mm.

[0020] The transmission sleeve and the left transmission gear hub are pushed to the right and separated by the clutch ring, and the transmission sleeve is continuously engaged with the right transmission gear hub.

[0021] Furthermore, a sliding bearing is provided between the gear hub and the butt joint tube. The sliding bearing and the gear hub form a clearance fit, and the sliding bearing and the inner wall of the butt joint tube form an interference fit.

[0022] Furthermore, a retaining convex ring is provided on the right end face of the transmission sleeve, and the transmission sleeve and the retaining convex ring are an integral structure. The retaining convex ring is an annular structure, and the outer diameter of the retaining convex ring is smaller than the outer diameter of the transmission sleeve.

[0023] The return spring is stably sleeved on the outside of the locking convex ring, and the right end surface of the transmission sleeve outside the locking convex ring is tightly pressed against the return spring.

[0024] The beneficial effects of the utility model are as follows: 1. The utility model achieves the purpose of separation and engagement transmission by sliding the transmission sleeve horizontally on the left and right transmission gear hubs, and the transmission sleeve and the transmission gear hub of the device are coaxial, and the return spring and the electromagnetic coil and the clutch ring that generate the separation driving force are all coaxial, which ensures the axial stability of the transmission sleeve during operation, effectively avoids the axial misalignment of the transmission sleeve during the sliding process, and ensures the stability of operation;

[0025] The device also adds a guide column to limit the position of the left and right stabilizer bars. The stabilizer bars are installed inside the transmission gear hub to limit the axial position of the stabilizer bars. A positioning spring is provided between the stabilizer bars and the transmission gear hub. The position of the stabilizer bars is limited by multiple structures to prevent the stabilizer bars from moving during transmission or disconnection. In addition, the axial and radial support of the guide column can ensure that the assembly between the housing and the stabilizer bars plays a positioning role and ensures accurate assembly position.

[0026] The outer cylindrical surface of the guide column of this device is arranged in the inner circular hole of the transmission gear hub for support and guidance, avoiding the axis misalignment of the two transmission gear hubs during transmission, effectively playing a positioning role, ensuring that the transmission gear hubs on both sides remain coaxial during assembly and operation, and ensuring that the end face of the inner hole of the transmission gear hub is supported by the guide column. Even if the transmission sleeve is disengaged, the axis between the transmission gear hubs on both sides can be kept stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0028] Figure 1 This is a schematic diagram of the overall structure of the utility model in a disassembled state;

[0029] Figure 2 This is a schematic diagram of the cross-sectional structure of the assembly of the utility model;

[0030] Figure 3 This is a schematic diagram of the assembly relationship structure of the sliding bearing, transmission gear hub and guide column of the utility model;

[0031] Figure 4 This is a cross-sectional structural diagram of the assembly relationship among the sliding bearing, transmission gear hub and guide column of the utility model;

[0032] Figure 5 This is a schematic diagram of the installation position structure of the stabilizer bar and the positioning clip spring of the utility model;

[0033] Figure 6 This is a schematic diagram of the structure of the utility model in a disassembled state of the housing;

[0034] Figure 7 This is a schematic diagram of the structure of the shell of the utility model in a spliced ​​and sealed state;

[0035] Figure 8 This is a schematic diagram of the position structure of the locking convex ring of the utility model.

[0036] In the accompanying drawings, the components represented by the reference numerals are as follows:

[0037] 1-housing, 11-docking tube, 12-sliding bearing, 2-transmission gear hub, 21-guide column, 22-transmission sleeve, 221-positioning convex ring, 23-return spring, 24-step hole, 3-stabilizing rod, 31-positioning slot, 32-positioning retaining spring, 4-electromagnetic coil, 41-clutch ring. DETAILED DESCRIPTION

[0038] See also Figures 1 to 8 As shown, the present invention provides a guide return mechanism for a disconnector on a stabilizer bar. In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0039] In a specific embodiment of the technical solution of the present utility model:

[0040] It includes a housing 1, a transmission gear hub 2, a stabilizer bar 3 and an electromagnetic coil 4;

[0041] The housing 1 is a shell with a closed cavity inside. A butt joint 11 is inserted at each of the left and right ends of the housing 1. The butt joint 11 is a circular tube with both ends open. The outer end of the butt joint 11 extends outside the housing 1, and the inner end of the butt joint 11 extends into the inner cavity of the housing 1. The left and right butt joints 11 coincide with the axis of the housing 1.

[0042] The stabilizer bar 3 is a long bar arranged transversely at the bottom of the vehicle. There are two stabilizer bars 3. The stabilizer bars 3 pass through the butt joint 11 from the outside to the inside and extend into the interior of the housing 1.

[0043] The transmission gear hub 2 is a cylindrical structure. There are two transmission gear hubs 2. The two transmission gear hubs 2 can be rotatably arranged laterally in the housing 1. The two transmission gear hubs 2 are symmetrically arranged. The two transmission gear hubs 2 do not contact each other. The two transmission gear hubs 2 are respectively mounted on the outside of the stabilizer bar 3 on the left and right sides. The stabilizer bar 3 and the transmission gear hub 2 mounted on its outside are driven by a spline. The transmission gear hub 2 can be rotatably and stably installed inside the docking tube 11. The inner ends of the transmission gear hubs 2 on the left and right sides are parallel to each other. The lateral clearance between the inner end surfaces of the transmission gear hubs 2 on the left and right sides is less than 3 mm, because the transmission gear hubs 2 are not meshed with each other for transmission, but rely on the externally mounted transmission sleeve 22 for meshing transmission.

[0044] A sliding bearing 12 is also provided between the transmission gear hub 2 and the butt joint tube 11. The sliding bearing 2 forms a clearance fit with the transmission gear hub 3, while the sliding bearing 12 forms an interference fit with the inner wall of the butt joint tube 11. This facilitates stable positioning and installation of the stabilizer bar 3, ensuring accurate assembly dimensions and position. The sliding bearing 12 not only secures the butt joint tube 11 but also allows for smooth sliding between the butt joint tube 11 and the outer wall of the transmission gear hub 2, thereby enabling smooth relative rotation of the left and right stabilizer bars 3. Similarly, the sliding bearing 12 of this device also allows a small amount of axial movement of the transmission gear hub 2.

[0045] A guide post 21 is also provided between the two stabilizer bars 3. The guide post 21 is cylindrical with a smooth outer wall. It abuts the left-side transmission hub 2 and stabilizer bar 3, while the left-right clearance between the right end face of the guide post 21 and the stabilizer bar 3 can be designed to be 0.2mm. The guide post serves only as a guide and positioning mechanism, and allows for narrow and slow rotation. The transmission hub 2 and the guide post 21 have a clearance fit, not exceeding 0.15mm, facilitating rotational coordination of the transmission hub 2. This clearance, especially when the two stabilizer bars 3 are disengaged, facilitates relative rotation while providing sufficient support and guidance for the transmission hub 2.

[0046] The inner end of the stabilizer bar 3 is further provided with a positioning slot 31, which is recessed inwardly and provided on the outer wall of the stabilizer bar 3. A positioning spring 32 is mounted in the positioning slot 31, and the stabilizer bar 3 is mounted on the inner wall of the transmission gear hub 2 via the positioning spring 32.

[0047] A stepped hole 24 is provided at the opening of the inner end of the transmission gear hub 2 . The diameter of the stepped hole 24 is larger than the inner diameter of the transmission gear hub 2 . A positioning spring 32 is clamped on the inner end of the stepped hole 24 of the transmission gear hub 2 .

[0048] The inner end outer wall of the transmission gear hub 2 is provided with a spline, and the transmission sleeve 22 is a cylinder with a spline on the inner wall; the inner ends of the two transmission gear hubs 2 are both sleeved inside the transmission sleeve 22, and the left and right transmission gear hubs 2 and the transmission sleeve 22 are engaged and driven by the spline; the outer ends of the two transmission gear hubs 2 are both sleeved inside the same transmission sleeve 22, and the transmission between the two transmission gear hubs 2 is transmitted through the transmission sleeve 22;

[0049] The right side of the transmission sleeve 22 is provided with a return spring 23, which can be transversely extended and abut on the right side end surface of the transmission sleeve 22, and the return spring 23 is sleeved on the butt joint pipe 11 on the right side of the inner cavity of the shell 1; The left side of the transmission sleeve 22 is provided with an electromagnetic coil 4 and a clutch ring 41, which are sleeved on the butt joint pipe 11 on the left side of the inner cavity of the shell 1, and the right end of the clutch ring 41 can be transversely slidably abut on the left end surface of the transmission sleeve 22; The two transmission gear hubs 2 are rotatably sleeved outside the guide column 21, and the inner walls of the two transmission gear hubs 2 are in contact with the guide column 21. The axes of the guide column 21, the two butt joint pipes 11, the two transmission gear hubs 2, the transmission sleeve 22, the return spring 23 and the left and right two stabilizing rods 3 coincide.

[0050] The right end surface of the transmission sleeve 22 further protrudes rightwardly a clamping protruding ring 221, the transmission sleeve 22 and the clamping protruding ring 221 are of an integral structure, the clamping protruding ring 221 is of an annular structure, and the outer diameter of the clamping protruding ring 221 is smaller than the outer diameter of the transmission sleeve 22,

[0051] The return spring 23 is stably sleeved outside the clamping protruding ring 221, and the right end surface of the transmission sleeve 22 outside the clamping protruding ring 221 is in abutment with the return spring 23. Thus, the return spring 23 can be accurately clamped on the clamping protruding ring 221, the outer diameter of the clamping protruding ring 221 can be designed to be the same as the inner diameter of the return spring 23, or the two can be gap-fitted, or the outer diameter of the clamping protruding ring 221 can be designed to be the same as the inner diameter of the return spring 23, and the return spring 23 has elasticity, can be stably clamped outside the clamping protruding ring 221, and can be in abutment with the end surface of the transmission sleeve 22 outside the annular outer portion of the clamping protruding ring 221 on the left side, so that the position of the return spring 23 can be clamped tightly.

[0052] The inner end outer wall of the transmission gear hub 2 is provided with a spline, and the transmission sleeve 22 is a cylindrical wall provided with a spline; The left and right two transmission gear hubs 2 and the transmission sleeve 22 are driven by spline engagement;

[0053] The transmission sleeve 22 and the left transmission gear hub 2 are pushed apart to the right by the clutch ring 41, and the transmission sleeve 22 and the right transmission gear hub 2 are always engaged.

[0054] It should be noted that:

[0055] 1. This kind of similar disconnector has two operating states, one is the engagement and transmission state of the two stabilizing rods 3, which provides left and right stability for the vehicle, and the other is the disengaged state, which no longer provides stability for the vehicle, but allows the shock absorber of the vehicle to have a longer stroke, so that the wheels can continuously grip the ground and the vehicle can generate power. When installing the shell 1, the device is integrated with the shell 1 through the butt joint pipe 11, which facilitates the assembly of the internal components and provides higher sealing performance.

[0056] 2、The guide column 21 of the device can only act on the lateral stabilizer bar 3 of the vehicle, because the rotation angle of the stabilizer bar 3 is not large, generally not more than 90°, so the guide column 21 of the device only needs to be made smooth on the outer surface, and can adapt to occasional small-angle rotation cooperation, the guide column 21 of the device mainly plays a role in that when the transmission sleeve 22 is separated from the transmission gear hub 2, the transmission gear hubs 2 on both sides are limited by the guide column 21 and cannot move axially and radially, so as to ensure that the transmission gear hubs 2 on both sides can keep the axis stable even in the separated state;

[0057] 3、When the conventional clutch or disconnector is separated and reset, generally relies on the spring extending outside to act inside the shell 1, in order to avoid interfering with the sliding of the transmission sleeve 22, the spring which is not integrated is designed not on the same axis as the transmission sleeve 22, has a large eccentric distance, which will cause the direction to deviate and misalign when the transmission sleeve 22 slides, if the transmission sleeve 22 deviates when it is restored to the original position, then the two transmission gear hubs 2 will have a step, which will cause the transmission sleeve 22 to be blocked and unable to reset, the device designs the axis of the return spring 23, the transmission sleeve 22 and the stabilizer bar 3 on the same straight line, so that the direction of the return spring 23 remains unchanged when the transmission sleeve 22 is reset, and the cooperation axis of the transmission gear hub 2 is limited by the guide column 21 to keep stable, ensuring that the transmission sleeve 22 resets smoothly.

[0058] When the device is used, the left and right stabilizer bars 3 need to be connected as a whole to form a stable long rod that provides support for the stability of the vehicle when the vehicle is driving normally, therefore, in the device, the left and right stabilizer bars 3 are themselves engaged with the transmission gear hubs 2 installed thereon for transmission, and the left and right transmission gear hubs 2 are engaged for transmission through the transmission sleeve 22, at this time, the left and right stabilizer bars 3, the transmission gear hubs 2 and the transmission sleeve 22 always keep synchronous rotation and the positions remain relatively stable.

[0059] When the disconnector needs to be separated, the left and right stabilizer bars 3 are limited by the positioning snap spring 32, and the positions before and after are fixed and cannot move, and can only rotate relatively along the axis.

[0060] At this time, the electromagnetic coil 4 is started, the clutch ring 41 is attracted to the right and extends into its interior, and the right end of the clutch ring 41 pushes the transmission sleeve 22 to the right, so that the transmission sleeve 22 is separated from the left transmission gear hub 2, achieving the effect of disconnecting the left and right transmission gear hubs 2, so that the left and right stabilizer bars 3 are also disconnected and no longer rotate synchronously, and the stabilizer bar 3 no longer limits the left and right stability of the vehicle.

[0061] At this time, the return spring 23 is compressed to generate a restoring force. When the clutch ring 41 is continuously pushed to the right, the transmission gear hubs 2 on the left and right sides remain separated.

[0062] At the same time, the transmission gear hubs 2 on the left and right sides can be allowed to rotate relative to each other, because the transmission gear hubs 2 and stabilizer bars 3 on the left and right sides are in a separated state, and there are no external restrictions. The two separated parts will rotate relative to each other in a cavity, and at the same time bear the bending moment transmitted by the rod member, which will basically cause the two stabilizer bars 3 to be axially misaligned. At this time, the stabilizer bar 3 will change its position. This device uses a guide column 21 to allow the transmission gear hubs 2 on the left and right sides to rotate relative to each other, and to limit the bending of the two. The bending moment load is temporarily borne by the guide column 21, and the guide column 21 can also move left and right, so that the stabilizer bars 3 on both sides can be against each other to transmit the displacement in the left and right directions, so that the stabilizer bar 3 can remain connected and can rotate stably, and the stabilizer bar 3 and the transmission gear hub 2 maintain axial stability during rotation.

[0063] When the transmission sleeve 22 returns to its original position, the electromagnetic coil 4 no longer attracts the clutch ring 41, the clutch ring 41 loses its magnetic force to the right, the return spring 23 rebounds to the left, and the transmission sleeve 22 slides back to the left and re-engages with the transmission gear hubs 2 on the left and right sides. During this separation and return engagement process, the transmission sleeve 22 is always limited by the guide column 21 and returns to its original position by the elastic force of the return spring 23. Because the direction of the elastic force of the return spring 23 is in the same straight line as the axis of the transmission sleeve 22, the return direction of the transmission sleeve 22 is more accurate, there is no eccentricity, and no deflection will occur.

[0064] The left and right directions in this device refer to the left and right sides of the vehicle when installed on a vehicle. The inside and outside directions refer to the center of the interior of the housing 1 as the inside, and the outside refers to the exterior of the housing 1 as the outside, that is, both the left and right ends are outside, and the guide column 21 at the center of the housing 1 is inside. The directions or positional relationships indicated are based on those shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They do not indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0065] Although the specific implementation methods of the present invention are described above, those skilled in the art should understand that the specific embodiments described are merely illustrative and are not intended to limit the scope of the present invention. Equivalent modifications and changes made by those skilled in the art in accordance with the spirit of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A guide return mechanism for a disconnector on a stabilizer bar, characterized in that: include: A housing (1), a transmission gear hub (2), a stabilizer bar (3) and an electromagnetic coil (4); The shell (1) is a shell with a closed cavity provided inside. A butt joint tube (11) is inserted into each of the left and right ends of the shell (1). The butt joint tube (11) is a circular tube with two ends open. The outer end of the butt joint tube (11) extends outside the shell (1), and the inner end of the butt joint tube (11) is inserted into the inner cavity of the shell (1). The axes of the butt joint tubes (11) on the left and right sides coincide with those of the shell (1). The stabilizer bar (3) is a long bar arranged transversely at the bottom of the vehicle. There are two stabilizer bars (3). The stabilizer bars (3) pass through the butt joint (11) from the outside to the inside and extend into the interior of the housing (1); The transmission gear hub (2) is a cylindrical structure. There are two transmission gear hubs (2). The two transmission gear hubs (2) are rotatably arranged in the housing (1). The two transmission gear hubs (2) do not contact each other. The two transmission gear hubs (2) are respectively mounted on the outside of the stabilizing rods (3) on the left and right sides. The stabilizing rod (3) and the transmission gear hubs (2) mounted on the outside thereof are driven by splines. The transmission gear hubs (2) are rotatably and stably mounted on the inside of the butt joint (11). A guide column (21) is further provided between the two stabilizing bars (3), and the two transmission gear hubs (2) are symmetrically provided at the left and right ends of the guide column (21); A transmission sleeve (22) is provided on the outside of the inner end of the transmission gear hub (2), and the transmission sleeve (22) is a cylinder with a spline provided on the inner wall; the inner ends of the two transmission gear hubs (2) are both sleeved inside the transmission sleeve (22), and the left and right transmission gear hubs (2) are engaged with the transmission sleeve (22) through the spline transmission; A return spring (23) is provided on the right side of the transmission sleeve (22), and the return spring (23) can be laterally extended and retracted against the right end face of the transmission sleeve (22), and the return spring (23) is sleeved on the butt joint (11) on the right side of the inner cavity of the housing (1); an electromagnetic coil (4) and a clutch ring (41) are provided on the left side of the transmission sleeve (22), and the electromagnetic coil (4) and the clutch ring (41) are sleeved on the butt joint (11) on the left side of the inner cavity of the housing (1). 1), the right end of the clutch ring (41) can slide horizontally against the left end face of the transmission sleeve (22); the left and right transmission gear hubs (2) can be rotatably mounted on the outside of the guide column (21), the inner walls of the two transmission gear hubs (2) are in contact with the guide column (21), and the axes of the guide column (21), the left and right butt tubes (11), the two transmission gear hubs (2), the transmission sleeve (22), the return spring (23) and the left and right stabilizer bars (3) coincide.

2. The guide return mechanism of the disconnector on the stabilizer bar according to claim 1, characterized in that: A positioning slot (31) is provided at the inner end of the stabilizing rod (3), the positioning slot (31) being recessed inward and provided on the outer wall of the stabilizing rod (3), a positioning spring (32) being clamped in the positioning slot (31), and the stabilizing rod (3) being clamped to the inner wall of the transmission gear hub (2) via the positioning spring (32); A stepped hole (24) is provided at the opening of the inner end of the transmission gear hub (2), wherein the diameter of the stepped hole (24) is larger than the inner hole diameter of the transmission gear hub (2), and the positioning clamping spring (32) is clamped on the inner end of the stepped hole (24) of the transmission gear hub (2).

3. The guide return mechanism of the disconnector on the stabilizer bar according to claim 1, characterized in that: The inner ends of the transmission gear hubs (2) on the left and right sides are parallel to each other, and the lateral clearance between the inner end surfaces of the transmission gear hubs (2) on the left and right sides is less than 3 mm.

4. The guide return mechanism of the disconnector on the stabilizer bar according to claim 1, characterized in that: The transmission gear hub (2) and the guide column (21) are clearance-fitted, with the clearance not exceeding 0.15 mm.

5. The guide return mechanism of the disconnector on the stabilizer bar according to claim 1, characterized in that: The transmission sleeve (22) and the left transmission gear hub (2) are pushed to the right and separated by the clutch ring (41), and the transmission sleeve (22) is continuously engaged with the right transmission gear hub (2).

6. The guide return mechanism of the disconnector on the stabilizer bar according to claim 1, characterized in that: A sliding bearing (12) is further provided between the transmission gear hub (2) and the butt joint tube (11); the sliding bearing (12) and the transmission gear hub (2) are clearance-fitted, and the sliding bearing (12) and the inner wall of the butt joint tube (11) are interference-fitted.

7. The guide return mechanism of the disconnector on the stabilizer bar according to claim 1, characterized in that: The right end surface of the transmission sleeve (22) is further provided with a retaining convex ring (221) protruding to the right. The transmission sleeve (22) and the retaining convex ring (221) are an integral structure. The retaining convex ring (221) is an annular structure. The outer diameter of the retaining convex ring (221) is smaller than the outer diameter of the transmission sleeve (22). The return spring (23) is stably sleeved on the outside of the locking convex ring (221), and the return spring (23) and the locking convex ring (221) are clearance-fitted; The right end surface of the transmission sleeve (22) outside the locking convex ring (221) is pressed against the return spring (23).

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