Disconnector assembly of vehicle stabilizer bar

Abstract

The utility model discloses a disconnector assembly of a vehicle stabilizer bar in the technical field of vehicle stabilizer bars, which comprises a shell, a transmission gear hub, a stabilizer bar, a sealing cover, an electromagnetic coil and a transmission sleeve, an electromagnetic driving and mechanical combined clutch mode is formed through the structures, the occupied space is smaller, and the service life of the vehicle stabilizer bar is prolonged. Meanwhile, the real-time position of the transmission sleeve can be detected, excessive displacement of the transmission sleeve is avoided, it can be ensured that the transmission sleeve enters the high-speed driving state only when the transmission sleeve is located at the accurate position, through spring return, it is avoided that a clutch ring is continuously powered on and emits heat through electromagnetism, the heat productivity is reduced, and it is ensured that magnetic force is stable; asymmetric parallel teeth and missing teeth are additionally arranged on meshing splines of the transmission sleeve, the transmission gear hub and the stabilizer bar, when meshing transmission is conducted again after separation, each component can return to the original angle to be in butt joint, the stabilizer bar can finally return to the original position, and a vehicle is kept balanced.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle stabilizer bar technical field, especially a kind of disconnecter assembly of vehicle stabilizer bar. BACKGROUND

[0002] The transverse stabilizer bar, simply called stabilizer bar, is also known as roll bar and balance bar, which is a kind of auxiliary elastic element in automobile suspension and an indispensable mechanical structure for balancing the left and right sides of automobile.

[0003] The function of the transverse stabilizer bar is to prevent the vehicle body from excessive lateral roll when turning and to keep the vehicle body balanced as much as possible. The purpose is to reduce the degree of lateral roll of the vehicle and improve the smoothness. The transverse stabilizer bar is actually a transversely placed torsion bar spring, which can be regarded as a special elastic element in function. When the vehicle body only makes vertical movement, the deformations of the left and right suspensions are the same, and the transverse stabilizer bar does not work. When the vehicle turns, the vehicle body rolls, and the left and right suspensions do not jump uniformly. The outer side suspension will press against the stabilizer bar, and the stabilizer bar will be twisted. The elastic force of the bar body will prevent the wheels from lifting, so as to keep the vehicle body balanced as much as possible and play a role in lateral stabilization.

[0004] The current stabilizer bar is basically an integral elastic torsion bar, which is a whole structure. Although this kind of stabilizer bar effectively prevents vehicle roll and provides more stable driving assistance for the vehicle, the suspension travel between the left and right sides of the vehicle is limited due to the restriction of the stabilizer bar. Because of the restriction of the stabilizer bar, the vehicle needs to keep the left and right sides relatively stable and basically in a whole plane. When the vehicle encounters uneven road surface, the ground is not in the same plane, especially when encountering potholes, it is easy to cause the wheels to be suspended, especially when the front and rear wheels stagger over potholes. The vehicle is restricted by the stabilizer bar, and the two wheels above the potholes cannot contact the ground, resulting in power failure of the vehicle. Even four-wheel drive vehicles are very difficult to escape from such a pothole road. In this case, the stabilizer bar needs to be disconnected to make the vehicle shock absorption have a larger stroke and more wheels can contact the ground to generate power to help the vehicle escape.

[0005] This kind of split stabilizer bar becomes an indispensable auxiliary accessory for off-road vehicle escape. When the vehicle wheels are suspended on a pothole road, the left and right sides of the stabilizer bar can be controlled to be separated, so that the vehicle is not restricted by the stabilizer bar, and the wheels have a larger lifting stroke to provide power for the vehicle. When the vehicle is on a paved and smooth road, in order to ensure the stability of the vehicle, the left and right sides of the stabilizer bar need to be controlled to be stable and connected as a whole to ensure the stability of the vehicle when driving at high speed.

[0006] The current disconnecter of the stabilizer bar has some problems:

[0007] 1. Poor sealing, especially the connection between the disconnecter housing of the relative rotating part of the stabilizer bar, is currently isolated by a rubber sleeve, and the sealing cannot meet the demand in harsh working conditions. Over time, leakage may occur during load torsion.

[0008] 2. The internal mechanical structure of the disconnecter is too complex and occupies a large space. The stabilizer bar is at the bottom of the vehicle. If the volume of the disconnecter at this position is too large, it will not only affect the layout of other structures inside the vehicle, but also affect the vehicle's ground clearance. Therefore, the electromagnetic drive disconnecter is preferred. This electromagnetic disconnecter generates a large amount of heat during long-term use, which can easily cause magnetic sensing failure. In addition, it is difficult to determine the connection state of the stabilizer bar inside the housing.

[0009] 3. Because the internal disconnecter is electromagnetically induced, the coil needs to ensure sealing effect, and the electromagnetic coil also needs to be installed tightly, otherwise it will affect its service life.

[0010] The above factors will affect the service life of the disconnecter and the reliability of the disconnecter. Now there is a need for a high-reliability, small-space electromagnetic drive disconnecter to adapt to the use environment and needs of new energy vehicles.

[0011] Therefore, the utility model designs a disconnecter assembly of a vehicle stabilizer bar to solve the above problems. Utility model content

[0012] The utility model discloses a disconnecter assembly of a vehicle stabilizer bar, which selects the mode of electromagnetic drive and mechanical combination, occupies smaller space, can provide the controller adaptation for the intelligent control of the vehicle, can detect the real-time position of the transmission sleeve at the same time, avoids the excessive displacement of the transmission sleeve, and can ensure that the transmission sleeve is in the accurate position to enter the high-speed running state. Asymmetric teeth and missing teeth are added to the meshing splines of the transmission sleeve, the transmission hub and the stabilizer bar, so that the transmission components can maintain stable transmission when they are connected, and each component can restore the original angle to be connected when they are separated and re-engaged, so that the stabilizer bar can finally restore the original position and the vehicle can keep balance.

[0013] The utility model is implemented as follows: a disconnecter assembly of a vehicle stabilizer bar comprises:

[0014] The shell, the transmission hub, the stabilizer bar, the sealing cover, the electromagnetic coil and the transmission sleeve.

[0015] The shell is a sealed housing with a cavity inside, one butt joint pipe is arranged at each of the left and right ends of the shell, the butt joint pipe is a circular pipe with open ends, the outer end of the butt joint pipe extends outside the shell, the inner end of the butt joint pipe extends into the inner cavity of the shell, and the butt joint pipes on the left and right sides coincide with the axis of the shell.

[0016] The stabilizer bar is a long bar arranged transversely at the bottom of the vehicle. There are two stabilizer bars, both of which pass through the butt joint from the outside to the inside and extend into the interior of the housing. The outer ends of the two stabilizer bars extend transversely to the left and right sides of the housing respectively.

[0017] 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 are respectively mounted on the outside of the stabilizer bars on the left and right sides.

[0018] The stabilizer bar is provided with an external spline on the outside, and a connecting rod and parallel teeth are provided in the external spline of the stabilizer bar; the cylindrical inner wall of the transmission gear hub is provided with an internal spline, and the internal spline on the inner wall of the transmission gear hub is provided with a positioning missing tooth; the transmission gear hub is meshed with the external spline of the stabilizer bar through the internal spline for transmission, and the positioning missing tooth corresponds to the position of the connecting rod and parallel teeth and meshes with each other;

[0019] The transmission sleeve is a cylinder with a spline on the inner wall, and the spline on the inner wall of the transmission sleeve is also provided with a sleeve missing tooth; the transmission sleeve can be slid and separated to the left side and is sleeved on the outside of the left transmission gear hub, and the transmission sleeve is kept in meshing with the right transmission gear hub;

[0020] An external spline is provided on the inner end of the transmission gear hub, and a positioning parallel tooth is also provided in the external spline of the transmission gear hub. The inner ends of the two transmission gear hubs are both sleeved inside the transmission sleeve, and the external splines of the left and right transmission gear hubs are meshed with the splines on the inner wall of the transmission sleeve for transmission, and the missing teeth of the sleeve are meshed with the positioning parallel teeth;

[0021] The outer end of the transmission gear hub is a flat cylinder, and the outer end cylinder of the transmission gear hub can be rotatably inserted into the butt joint pipe;

[0022] A return spring is provided on the right side of the transmission sleeve, and the return spring can be laterally extended and pressed against the right end face of the transmission sleeve. The return spring is sleeved on the outer wall of the butt joint tube on the right side of the inner cavity of the shell, and the transmission sleeve is elastically pressed against the right inner wall of the shell through the spring; an electromagnetic coil and a clutch magnetic ring are provided on the left side of the transmission sleeve, and the electromagnetic coil and the clutch magnetic ring are sleeved on the butt joint tube on the left side of the inner cavity of the shell, and the right end of the clutch magnetic ring can be laterally slidable and pressed against the left end face of the transmission sleeve;

[0023] The sealing cover is a sealed pipe sleeve with openings at both ends and a closed periphery. The sealing cover is a flexible integral structure. One end of the sealing cover is sealed and locked on the stabilizing rod, and the other end of the sealing cover is sealed and locked on the outer end of the butt pipe.

[0024] The clutch magnetic ring is a ring sleeve, a push ring is fixedly arranged on the inner wall of the clutch magnetic ring, the push ring extends out of the right end of the clutch magnetic ring, and the right end face of the push ring abuts against the transmission sleeve;

[0025] The clutch magnetic ring is slidably sleeved in the inner circle of the electromagnetic coil in the left-right direction, a magnetic induction slope is arranged on the outer wall of the clutch magnetic ring, a magnetic induction slope and a limiting step are arranged on the inner wall of the electromagnetic coil, the limiting step is arranged on the right side of the magnetic induction slope, the magnetic induction slope and the magnetic induction slope are not in contact and are magnetically attracted to each other, the push ring and the limiting step abut against each other in a separable manner, and the magnetic induction slope and the magnetic induction slope are parallel to each other;

[0026] A distance sensor is further arranged on the shell, a probe end of the distance sensor extends into the shell, an annular identification groove is recessed inward on the outer wall of the transmission sleeve, and the identification groove coincides with the axis of the transmission sleeve; the detection direction of the distance sensor is directly opposite the identification groove on the outer wall of the transmission sleeve;

[0027] The distance sensor and the electromagnetic coil are both connected with an external controller in data connection;

[0028] The two left and right stabilizing rods, the two left and right sealing covers, the two left and right butt pipes, the two transmission gear hubs, the transmission sleeve, the return spring and the clutch magnetic ring are coaxial.

[0029] Further, the shell is a closed shell formed by sealingly assembling two left and right half shells, a plurality of limiting holes are arranged on the joint surface of the right shell edge, the limiting holes are circular holes, and the openings of the limiting holes are arranged on the left joint surface of the right shell;

[0030] The axis of each limiting hole is parallel to the axis of the shell,

[0031] A pre-tightening column is inserted into each limiting hole, the pre-tightening column is an elastic rubber cylinder, the pre-tightening column extends leftward outside the limiting hole, the pre-tightening column protrudes leftward outside the left shell joint surface, and the pre-tightening column extends leftward by 1-5 mm;

[0032] The left end of each pre-tightening column abuts against the right end face of the electromagnetic coil, and the electromagnetic coil is clamped in the left shell inner cavity through the pre-tightening column.

[0033] Further, the sealing cover is a lantern-shaped structure, and the openings at the two ends of the sealing cover are arc-shaped necks.

[0034] A plurality of arc-shaped rib skeletons are protruded outward on the side wall of the sealing cover, the rib skeletons are arc-shaped protrusions along the axis direction of the sealing cover, a plurality of the rib skeletons are uniformly and annularly arranged around the side wall of the sealing cover, and the connections between the two ends of the rib skeletons and the sealing cover are arc-shaped.

[0035] A groove is arranged between two adjacent convex rib frameworks, and the groove is arranged inwardly at the interval between the convex rib frameworks;

[0036] The outer diameter of the opening at both ends of the sealing cover is smaller than the distance between the groove and the axis, and the groove is arranged linearly along the axis direction, and the axis of each groove is parallel to the axis of the sealing cover;

[0037] The sealing cover is an integrated rubber sleeve formed integrally;

[0038] The wall thickness of the groove is smaller than the wall thickness of the convex rib framework.

[0039] Further, the outer wall of the opening at both ends of the sealing cover is provided with an inwardly recessed positioning groove, and the outer wall of the stabilizing rod is provided with an annular inwardly recessed rod clamping groove;

[0040] The positioning groove of the sealing cover is fitted and combined in the rod clamping groove, the positioning groove is provided with a ring clamp outside, and the positioning groove is combined and locked in the groove of the rod clamping groove through the ring clamp;

[0041] The inner wall of the opening at both ends of the sealing cover is provided with clamping lines, the clamping lines are a plurality of annular lines that are arranged inwardly and parallel to each other, and the clamping lines cover the inner wall of the positioning groove;

[0042] The clamping lines of the positioning groove and the rod clamping groove are in interference fit.

[0043] Further, a plurality of oil storage grooves are arranged on the inner wall of the push ring, the oil storage grooves are recessed annular grooves, the axis of each oil storage groove coincides with the axis of the push ring, and the adjacent oil storage grooves are separated from each other;

[0044] The annular outer wall and the inner wall of the clutch magnetic ring are provided with air passages;

[0045] The air passages are grooves arranged along the left-right direction, and the left and right ends of the air passages are further connected to the left and right side end faces of the clutch magnetic ring;

[0046] The magnetic isolation sheet is an annular gasket made of non-magnetic material (such as aluminum, copper, etc.), and the right side wall of the transmission sleeve is completely covered by the magnetic isolation sheet;

[0047] The magnetic isolation sheet and the transmission sleeve or the electromagnetic coil are bonded as an integral force structure by an adhesive.

[0048] Further, the two positioning teeth in the external spline of the transmission gear hub are asymmetrically arranged on the transmission gear hub.

[0049] The connecting rod and the tooth are two outer spline connections on the outer wall of the stable rod, and the missing tooth is the inner wall of the cylinder on the transmission gear hub.

[0050] The missing tooth of the sleeve is a flat cylindrical inner wall that lacks two spline teeth.

[0051] The left end of the inner spline on the transmission sleeve is provided with a guide angle, and the guide angle is a chamfer with a narrow left end and a wide right end.

[0052] Further, the inner ends of the left and right transmission gear hubs are parallel to each other, and the transverse gap of the inner end surface of the left and right transmission gear hubs is less than 3mm.

[0053] The two stable rods are also provided with guide columns, and the two transmission gear hubs are symmetrically arranged at the left and right ends of the guide columns.

[0054] The inner end of the transmission gear hub is also provided with a circular hole with a flat inner wall, the guide column is rotatably inserted into the circular hole at the joint of the left and right transmission gear hubs, and the inner wall of the circular hole at the joint of the left and right transmission gear hubs is in close contact with the guide column.

[0055] The axis of the guide column coincides with the axes of the left and right guide columns and the left and right stable rods.

[0056] The inner hole of the transmission gear hub and the guide column are clearance fit, and the clearance is not more than 0.15mm.

[0057] The inner ends of the two stable rods are clamped with a positioning snap spring, and the stable rod is rotatably clamped in the inner wall of the transmission gear hub through the positioning snap spring.

[0058] A stepped hole is formed at the opening of the inner end of the transmission gear hub, the diameter of the stepped hole is larger than the diameter of the inner hole of the transmission gear hub, and the positioning snap spring is clamped on the inner end of the stepped hole of the transmission gear hub.

[0059] A sliding bearing is further arranged between the transmission gear hub and the joint pipe, the sliding bearing and the transmission gear hub are clearance fit, and the sliding bearing and the inner wall of the joint pipe are interference fit.

[0060] Further, it also includes a special groove of the gear hub and a special tooth of the sleeve, and the special groove of the gear hub and the special tooth of the sleeve are in meshing transmission.

[0061] The special groove of the gear hub is arranged in the groove of the outer spline of the transmission gear hub, and the groove depth of the special groove of the gear hub is different from the groove depth of other grooves of the transmission gear hub.

[0062] The special tooth of the sleeve is arranged on the inner wall of the transmission sleeve, and the size of the special tooth of the sleeve is different from the size of other spline teeth on the transmission sleeve.

[0063] The utility model discloses an advantageous effect is: 1, the inside of the device casing is provided with sensor, and the position of the locating groove on transmission sleeve is detected, the sliding position of transmission sleeve is judged through the position of locating groove, can accurately understand whether transmission sleeve keeps the meshing transmission state with the transmission gear hub of both sides, and further comes the magnetic force size of electromagnetic coil output, also can ensure that the stable rod restores the initial position when the vehicle needs to run at high speed, and the device position detection of transmission sleeve does not need contact, does not influence transmission and translation of transmission sleeve, not only small, magnetic attraction dynamic response is fast, and the reaction speed is fast, can more conveniently adapt the intelligent travel system of vehicle,

[0064] 2, the neck mouth shape opening is also seted up at both ends of the sealing cover of the device, cooperates the convex rib framework, forms the lantern shape structure of arc wrinkle, can make the sealing cover form convex lantern shape, makes the wrinkle of the convex rib framework of sealing cover and groove produce greater deformation space, thereby can allow the greater angle of torsion range of left and right two sides stable rod, also can make the sealing cover both ends port and stable rod and the shell keep stable and do not occur deformation, but through the convex rib framework and groove of sealing cover middle section to bear deformation, make the sealing cover both ends through the ring hoop and stable rod and the shell always keep stationary, do not relatively rotate with stable rod and the shell, reach more optimal sealing effect;

[0065] 3, the device increases the pre-tightening column, and the pre-tightening column is arranged through the limiting hole of right side casing, and the pre-tightening column and electromagnetic coil are enclosed in the whole disconnecter casing inside through the closure of left casing and right casing, and the pre-tightening column is extruded and locked to the electromagnetic coil, and the pre-tightening column is left convex, can effectively compensate the processing error, always left abutting on the inner wall of left casing to electromagnetic coil, ensure the installation stability of electromagnetic coil;

[0066] 4, the device still increases the guide column, and the position of left and right two stable rods is limited through the guide column, and the stable rod is installed in the transmission gear hub, and the axial position of stable rod is limited, and the positioning snap spring is arranged between stable rod and transmission gear hub, and the position of stable rod is limited through multiple structures, and the stable rod is avoided to shift when transmitting or disconnecting, and the assembly between casing and stable rod is ensured to play the positioning role through the axial and radial support of guide column, and the assembly position is ensured to be accurate, the outer cylindrical surface of guide column is supported and guided in the inner hole of transmission gear hub, the axial misplacement of two transmission gear hubs is avoided when transmitting, effectively plays the positioning role, ensures that both sides transmission gear hub keeps coaxial when assembling and operating, and the inner hole end surface of transmission gear hub is supported by guide column, even when transmission sleeve is separated, the axial stability between both sides transmission gear hub can be kept. BRIEF DESCRIPTION OF DRAWINGS

[0067] The utility model is further explained below in combination with the embodiments with reference to the drawings.

[0068] Figure 1 It is the whole split state structure schematic view of the utility model;

[0069] Figure 2 It is the casing assembly state structure schematic view of the utility model;

[0070] Figure 3 It is the casing internal assembly state structure section schematic view of the utility model;

[0071] Figure 4 It is the sealing cover split state structure schematic view of the utility model;

[0072] Figure 5 It is the sealing cover structure schematic view of the utility model;

[0073] Figure 6 It is the casing internal split state structure schematic view of the utility model;

[0074] Figure 7 It is the electromagnetic coil and clutch magnetic ring split state structure schematic view of the utility model;

[0075] Figure 8 It is the electromagnetic coil and clutch magnetic ring side internal structure schematic view of the utility model;

[0076] Figure 9 It is the stabilizer bar, sliding bearing and transmission tooth hub cooperation structure schematic view of the utility model;

[0077] Figure 10 It is the A part structure schematic view of the utility model;

[0078] Figure 11 It is the transmission sleeve structure schematic view of the utility model;

[0079] Figure 12 It is the stabilizer bar, sliding bearing and transmission tooth hub cooperation structure section schematic view of the utility model;

[0080] Figure 13 It is the casing both sides split state structure schematic view of the utility model;

[0081] Figure 14 It is the transmission sleeve second embodiment state structure schematic view of the utility model.

[0082] In the drawings, the component list represented by each sign is as follows:

[0083] 1 - housing, 11 - butt pipe, 12 - sliding bearing, 13 - limiting hole, 14 - pre-tightening column, 2 - transmission gear hub, 21 - guide column, 22 - return spring, 23 - missing tooth, 24 - positioning tooth, 25 - stepped hole, 26 - special slot of gear hub, 3 - stabilizer bar, 31 - connecting rod tooth, 32 - positioning circlip, 33 - rod clamping groove, 4 - sealing cover, 41 - positioning groove, 42 - rib framework, 43 - groove, 44 - clamping groove, 5 - electromagnetic coil, 51 - clutch magnetic ring, 52 - distance sensor, 53 - push ring, 54 - air passage, 55 - magnetic separation sheet, 56 - magnetic sensing slope, 57 - magnetic conducting slope, 58 - oil storage groove, 59 - limiting step, 6 - transmission sleeve, 61 - missing tooth of sleeve, 62 - guide angle, 63 - identification slot, 64 - special tooth of sleeve. DETAILED DESCRIPTION

[0084] Referring to Figures 1 to 14 The utility model provides a disconnecter assembly of vehicle stabilizer bar, in order to better understand the above technical scheme, below will combine with the specific embodiment of the specification and the above technical scheme is explained in detail.

[0085] In one embodiment of the utility model technical scheme:

[0086] It includes housing 1, transmission gear hub 2, stabilizer bar 3, sealing cover 4, electromagnetic coil 5 and transmission sleeve 6;

[0087] Housing 1 is the sealed shell with cavity inside, and one butt pipe 11 is inserted at each of the left and right ends of housing 1, the butt pipe 11 is a circular pipe with open ends, the outer end of butt pipe 11 extends outside housing 1, and the inner end of butt pipe 11 extends into the inner cavity of housing 1, and the left and right butt pipes 11 coincide with the axis of housing 1;

[0088] Housing 1 is a closed shell sealed and assembled by two half shells, a plurality of limiting holes 13 are formed on the splicing surface of the right side of housing 1, the limiting holes 13 are circular holes, and the openings of limiting holes 13 are arranged on the left splicing surface of the right side of housing 1;

[0089] The axis of each limiting hole 13 is parallel to the axis of housing 1,

[0090] A pre-tightening column 14 is inserted into each limiting hole 13, so that the pre-tightening column 14 and the limiting hole 13 are in interference fit, and the insertion is ensured, the pre-tightening column 14 is an elastic rubber cylinder, the pre-tightening column 14 extends leftward outside the limiting hole 13, the pre-tightening column 14 protrudes leftward outside the left splicing surface of the left side of housing 1, and the leftward extension length of pre-tightening column 14 is 1-5mm;

[0091] The left end of each pre-tightening column 14 abuts against the right end surface of electromagnetic coil 5, and electromagnetic coil 5 is clamped in the inner cavity of the left side of housing 1 through pre-tightening column 14.

[0092] The right side of the transmission sleeve 6 is provided with a return spring 22, which can be transversely extended and abut against the right end face of the transmission sleeve 6. The return spring 22 is sleeved on the outer wall of the butt joint pipe 11 on the right side of the inner cavity of the shell 1, and the transmission sleeve 6 is elastically abutted against the right inner wall of the shell 1 through the spring 22; The left side of the transmission sleeve 6 is provided with an electromagnetic coil 5 and a clutch magnetic ring 51, which are sleeved on the butt joint pipe 11 on the left side of the inner cavity of the shell 1. The right end of the clutch magnetic ring 51 can be transversely slidably abutted against the left end face of the transmission sleeve 6; The clutch magnetic ring 51 is an annular sleeve, and a push ring 53 is fixedly arranged on the inner wall of the clutch magnetic ring 51. The push ring 53 protrudes from the right end of the clutch magnetic ring 51, and the right end face of the push ring 53 abuts against the transmission sleeve 6;

[0093] A plurality of oil storage grooves 58 are further arranged on the inner wall of the push ring 53. The oil storage grooves 58 are concave annular grooves, and the axis of each oil storage groove 58 coincides with the axis of the push ring 53. Adjacent oil storage grooves 58 are separated from each other;

[0094] The annular outer wall and the inner wall of the clutch magnetic ring 51 are both provided with air passages 54;

[0095] The air passages 54 are grooves opened in the left-right direction, and the left and right ends of the air passages 54 are further communicated with the left and right end faces of the clutch magnetic ring 51;

[0096] The magnetic isolation sheet 55 is an annular gasket made of a magnetic sensitive material (such as aluminum, copper, etc.) of a non-magnetic material. Generally, the magnetic isolation sheet 55 is also made of an aluminum ring, which completely covers the end face of the electromagnetic coil 5, so as to ensure the isolation of the magnetic force and avoid the leakage of the magnetic force. The magnetic isolation sheet 55 and the transmission sleeve 6 or the electromagnetic coil 5 are bonded as an integral force structure by an adhesive.

[0097] The clutch magnetic ring 51 is slidably sleeved in the inner ring of the electromagnetic coil 5. The outer wall of the clutch magnetic ring 51 is provided with a magnetic sensitive slope 56, and the inner wall of the electromagnetic coil 5 is provided with a magnetic conducting slope 57 and a limiting step 59. The limiting step 59 is arranged on the right side of the magnetic conducting slope 57. The magnetic sensitive slope 56 and the magnetic conducting slope 57 are not in contact with each other and are magnetically attracted to each other. The push ring 53 and the limiting step 59 can be separated from each other and abut against each other. The magnetic sensitive slope 56 and the magnetic conducting slope 57 are parallel to each other. The right end face of the clutch magnetic ring 51 abuts against the limiting step of the electromagnetic coil 5, so as to limit the adsorption position of the magnetic sensitive slope 56 and the inner wall of the electromagnetic coil 5. The inner wall of the electromagnetic coil 5 is also provided with a magnetic conducting slope surface with the same shape, which is parallel to the magnetic attraction surface of the magnetic sensitive slope 56, forms a corresponding adsorption surface, ensures the firmness of the magnetic force during adsorption, and prevents the magnetic attraction from being difficult to separate after being adhered. The right end face of the push ring 53 continuously abuts against the transmission sleeve 6, and the transmission sleeve 6 is pushed to the right by the push ring 53. When returning to the original position, the transmission sleeve 6 reversely pushes the push ring 53 to the left.

[0098] The gap between the magnetic attraction force is small, and the magnetic induction slope 56 and the magnetic induction slope 57 also maintain a certain gap to avoid adsorption lock, and the magnetic force surface is completely attached, it is difficult to separate again, especially the magnetic induction mechanism used for a long time, which will be magnetized, with magnetic attraction to the magnet, if the magnetic induction slope 56 and the magnetic induction slope 57 are completely close, when the electromagnetic coil 5 is powered off, the elastic force of the return spring 22 may not be able to push away the two slope surfaces that are completely attached, so the magnetic induction slope 56 and the magnetic induction slope 57 need to be spaced apart, so that the magnetic attraction can be maintained, and when separated, the return spring 22 can be easily reset to the elastic reset of the clutch magnetic ring 51.

[0099] The electromagnetic coil 5 is arranged inside the left shell 1, the right end surface of the electromagnetic coil 5 is retracted inside the cavity of the left shell 1, the retraction size should be smaller than the size of the pre-tightening column 14, the retraction size of the electromagnetic coil 5 can be selected as 0.5mm, and the length of the left protrusion of the pre-tightening column 14 can be 2mm, thereby increasing a certain pre-tightening force for the electromagnetic coil 5, and ensuring that the electromagnetic coil 5 is continuously in a compressed state.

[0100] Then install other accessories, after the assembly of the parts inside the breaker is completed, apply adhesive on the sealing end surface of the shell, control the wire diameter of the adhesive to be 1.0-2.0mm, and reasonably plan the adhesive coating track to ensure that the adhesive is continuous and ensure its sealing performance. And lock the left and right two shells 1 by bolts. The device does not use gaskets, the adhesive is thinner, and the heat conduction performance is better, which is beneficial to quickly transfer the heat of the electromagnetic coil 5 to the two shells 1, thereby increasing the heat dissipation area and rapidly dispersing the heat.

[0101] After installation, even in harsh working conditions, the sealing performance of the shell 1 can be ensured, and the installation position of the electromagnetic coil 5 and the clutch magnetic ring 51 and the push ring 53 inside it can be ensured to be stable, even if there is a large magnetic force and the transmission sleeve 6 reciprocates, the electromagnetic coil 5 can always be kept in a clamped state. The push ring 53 is a sleeve made of non-magnetic material (such as aluminum, copper, etc.), which is used to push the transmission sleeve 6 to avoid mutual adsorption, and the clutch magnetic ring 51 needs to be made of magnetic material, and the two are integrated by interference fit, bonding or welding.

[0102] The stabilizing rod 3 is a long rod transversely arranged at the bottom of the vehicle, and the stabilizing rod 3 has two rods, both of which pass through the butt joint pipe 11 from outside to inside and extend into the shell 1, and the outer ends of the two stabilizing rods 3 respectively extend transversely to the left and right sides of the shell 1.

[0103] The transmission gear hub 2 is a cylindrical structure, and the transmission gear hub 2 has two, which are transversely arranged in the shell 1 and can rotate, and the two transmission gear hubs 2 are symmetrically arranged, and the two transmission gear hubs 2 do not contact each other, and the two transmission gear hubs 2 are respectively sleeved outside the left and right stabilizing rods 3.

[0104] The inner ends of the transmission gear hubs 2 on the left and right sides are parallel to each other, and the transverse gap of the inner end faces of the transmission gear hubs 2 on the left and right sides is less than 3 mm;

[0105] A guide column 21 is further arranged between the two stabilizing rods 3;

[0106] The inner end of the transmission gear hub 2 is further provided with a circular hole with a flat inner wall, the guide column 21 is rotatably inserted into the circular hole at the joint of the left and right transmission gear hubs 2, and the inner walls of the circular holes at the joint of the left and right transmission gear hubs 2 are in close contact with the guide column 21; the axis of the guide column 21 coincides with the axes of the guide columns 21 on the left and right sides and the two stabilizing rods 3;

[0107] The inner hole of the transmission gear hub 2 is in clearance fit with the guide column 21, and the clearance is not more than 0.15 mm;

[0108] The inner ends of the two stabilizing rods 3 are both clamped with a positioning snap spring 32, and the stabilizing rod 3 is rotatably clamped on the inner wall of the transmission gear hub 2 through the positioning snap spring 32;

[0109] A sliding bearing 12 is further arranged between the transmission gear hub 2 and the joint pipe 11, the sliding bearing 12 is in clearance fit with the transmission gear hub 2, and the sliding bearing 12 is in interference fit with the inner wall of the joint pipe 11. The sliding bearing 12 can tightly clamp the joint pipe 11, and can also make the joint pipe 11 and the outer wall of the transmission gear hub 2 smoothly slide through the sliding bearing 12, so that the left and right stabilizing rods 3 can also smoothly rotate relative to each other. Similarly, the sliding bearing 12 of the device can also make the transmission gear hub 2 axially move a small amount. The opening at the inner end of the transmission gear hub 2 is provided with a stepped hole 25, the diameter of the stepped hole 25 is larger than the inner hole diameter of the transmission gear hub 2, and the positioning snap spring 32 is clamped on the inner end of the stepped hole 25 of the transmission gear hub 2.

[0110] The stabilizing rod 3 is provided with an external spline, and the external spline of the stabilizing rod 3 is provided with a connecting rod and tooth 31; the cylindrical inner wall of the transmission gear hub 2 is provided with an internal spline, and the internal spline on the inner wall of the transmission gear hub 2 is provided with a positioning tooth 23; the transmission gear hub 2 is in meshing transmission with the external spline of the stabilizing rod 3 through the internal spline, and the positioning tooth 23 and the connecting rod and tooth 31 are in position correspondence and meshing with each other;

[0111] The transmission sleeve 6 is a cylinder with a spline on the inner wall, and a sleeve tooth 61 is also provided in the inner wall spline of the transmission sleeve 6. The transmission sleeve 6 can slide to the left and be separated and sleeved on the outside of the left transmission gear hub 2, and the transmission sleeve 6 remains engaged with the right transmission gear hub 2; the transmission sleeve 6 slides along the left and right directions and sleeved on the outside of the two transmission gear hubs 2; the transmission sleeve 6 slides along the left and right directions and sleeved on the outside of the two transmission gear hubs 2; even when the transmission sleeve 6 slides along the outer wall of the transmission gear hub 2, the transmission sleeve 6 always remains in a constant meshing state with the transmission gear hub 2 on the right, and the transmission sleeve 6 and the transmission gear hub 2 on the left can be separated by pushing the clutch magnetic ring 51 to the right, and can also be pushed to the left by the return spring 22 to make the transmission sleeve 6 and the transmission gear hub 2 on the left mesh again.

[0112] At this time, the electromagnetic coil 5 is started, and the clutch magnetic ring 51 is attracted and extended to the right into its interior, and the right end of the clutch magnetic ring 51 pushes the transmission sleeve 6 to the right, so that the transmission sleeve 6 is separated from the transmission gear hub 2 on the left, thereby disconnecting the left and right transmission gear hubs 2. In this way, the stabilizer bars 3 on the left and right sides are also disconnected and no longer rotate synchronously. The stabilizer bars 3 no longer limit the left and right stability of the vehicle.

[0113] At this time, the return spring 22 will be compressed to generate a restoring force. As long as the clutch magnetic ring 51 continues to be pushed to the right, the transmission gear hubs 2 on the left and right sides will continue to remain separated until the magnetic force disappears. The return spring 22 pushes the transmission sleeve 6 to the left and returns to its original position through elastic force.

[0114] When the left and right transmission gear hubs 2 and stabilizer bars 3 are in a separated state, the left and right transmission gear hubs 2 are allowed to rotate relative to each other. There are no other external structural position restrictions. If the two separated parts generate bending moment, they will rotate relative to each other in the cavity of the shell 1. At the same time, they will be subjected to 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 bars 3 will change position. This device uses the guide column 21 to allow the left and right transmission gear hubs 2 to rotate relative to each other while limiting their bending. The guide column 21 temporarily bears the bending moment load, allowing the stabilizer bar 3 to rotate stably, and the stabilizer bar 3 and the transmission gear hub 2 to maintain axial stability during rotation.

[0115] When the transmission sleeve 6 returns to its original position, the electromagnetic coil 5 no longer attracts the clutch magnetic ring 51, the clutch magnetic ring 51 loses its magnetic force to the right, the return spring 22 rebounds to the left, and the transmission sleeve 6 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 6 is always limited by the guide column 21 and returns to its original position by the elastic force of the return spring 22. Because the direction of the elastic force of the return spring 22 is in the same straight line as the axis of the transmission sleeve 6, the return direction of the transmission sleeve 6 is more accurate, there is no eccentricity, and no deflection will occur.

[0116] The inner end of the transmission gear hub 2 is provided with external splines, and the transmission gear hub 2 is further provided with positioning and tooth 24, the inner end of the two transmission gear hubs 2 is sleeved in the transmission sleeve 6, the external splines of the two transmission gear hubs 2 are engaged with the splines on the inner wall of the transmission sleeve 6, and the sleeve tooth 61 is engaged with the positioning and tooth 24;

[0117] The positioning and tooth 24 in the external spline has two, and the two positioning and tooth 24 are asymmetrically arranged on the transmission gear hub 2.

[0118] The connecting tooth 31 of the connecting rod is a circular rod outer wall connected as a whole by two external splines on the stabilizing rod 3, and the positioning tooth 23 is a cylindrical inner wall with a missing spline tooth on the transmission gear hub 2.

[0119] The sleeve tooth 61 is a flat cylindrical inner wall with two missing spline teeth.

[0120] The left end of the internal spline on the transmission sleeve 6 is provided with a guide angle 62, and the guide angle 62 is a chamfer with a narrow left end and a wide right end.

[0121] When the transmission sleeve 6 slides to the right to disengage, the transmission sleeve 6 continuously exits the spline tooth on the left side of the transmission gear hub 2 to the right by the push ring 53.

[0122] When the transmission sleeve 6 needs to return to the original position by the return spring 22, the stabilizing rod 3 rotates relative to the shell 1 to return to the original position, so that the stabilizing rod 3 rotates to return to the original position, and at this time, the sleeve tooth 61 on the inner wall of the transmission sleeve 6 is aligned with the positioning and tooth 24 of the transmission gear hub 2, and the transmission sleeve 6 can slide to the left of the transmission gear hub 2, so that the two transmission gear hubs 2 are engaged again, which can ensure that the transmission sleeve 6 is engaged with the two transmission gear hubs 2, and the two stabilizing rods 3 always remain in the initial position.

[0123] The left end of the internal spline on the transmission sleeve 6 is provided with a guide angle 62, and the guide angle 62 is a sharp chamfer inclined and tapered to the left end, while the width of the internal spline of the transmission sleeve 6 remains unchanged, only the left end is provided with a guide angle 62 with a narrow left end and a wide right end, the widest part of the guide angle 62 is the same as the width of the internal spline of the transmission sleeve 6, and the chamfer of the guide angle 62 is symmetrical on both sides, and the guide angle is matched with the chamfer of the left gear hub. That is, the guide angle 62 is only provided on the left side of the internal spline of the transmission sleeve 6, and because the external spline of the transmission sleeve 6 and the right transmission gear hub 2 is always engaged, the transmission sleeve 6 needs to be separated or connected with the external spline of the left transmission gear hub 2, and when it needs to be connected when it is separated, the inclined surface of the guide angle 62 can guide the external spline to align with the internal spline of the transmission sleeve 6 more conveniently, so that the external spline of the left transmission gear hub 2 can be more smoothly slid into the internal spline of the transmission sleeve 6 to engage and transmit.

[0124] The design of the connecting rod and tooth 31 and the matching missing tooth 23 is to stabilize the rod 3 when assembling with the transmission gear hub 2 and the shell 1, and to facilitate the alignment of the position and installation, to ensure the accuracy of the installation position, without measuring the angle and trial and error. At the same time, after the entire disconnecter shell 1 is installed, the position of the connecting rod and tooth 31 outside the stabilizing rod 3 can be easily rotated to check whether the stabilizing rods 3 on both sides are installed in position. When the disconnecter of the stabilizing rod 3 is overhauled, only the outer sealing sleeve needs to be disassembled to check whether the stabilizing rod 3 is accurately connected, without disassembling the shell 1, which makes vehicle maintenance more convenient. If there is no connecting rod and tooth 31, it will be more inconvenient to overhaul and assemble the disconnecter.

[0125] The outer end of the transmission gear hub 2 is a flat cylinder, and the outer end of the transmission gear hub 2 can be stably inserted and assembled in the inner end of the connecting pipe 11;

[0126] The sealing cover 4 is an open-ended and closed peripheral sealing sleeve, and the sealing cover 4 is a flexible integral structure; one end of the sealing cover 4 is sealed and locked on the stabilizing rod 3, and the other end of the sealing cover 4 is sealed and locked on the outer end of the connecting pipe 11;

[0127] The sealing cover 4 is a lantern structure; the two open ends of the sealing cover 4 are arc-shaped neck openings;

[0128] The side wall of the sealing cover 4 is outwardly provided with a plurality of arc-shaped rib skeletons 42, and the rib skeletons 42 are arc-shaped protrusions along the axis direction of the sealing cover 4; the plurality of rib skeletons 42 are evenly arranged around the side wall of the sealing cover 4, and the connection between the two ends of the rib skeleton 42 and the sealing cover 4 is arc-shaped;

[0129] A groove 43 is arranged between two adjacent rib skeletons 42, and the groove 43 is inwardly recessed at the interval between the rib skeletons 42;

[0130] The outer diameter of the two open ends of the sealing cover 4 is smaller than the distance between the groove 43 and the axis, and the groove 43 is linearly arranged along the axis direction; the axis of each groove 43 is parallel to the axis of the sealing cover 4; the sealing cover 4 is an integral and molded whole lantern-shaped rubber sleeve;

[0131] The wall thickness of the groove 43 on the sealing cover 4 is also less than that of the convex rib framework 42. Through the change of the wall thickness, the groove 43 of the sealing cover 4 forms an extensible shape, and the sealing cover 4 has stronger support through the convex rib framework 32, so that the support and deformation are combined with each other, and the defects of the stress are made up by each other, so that the entire sealing cover 4 has stronger sealing effect, can cooperate with the stable rod 3 and the shell 1 to generate rotational deformation, and in the deformation process, the two ends of the sealing cover 4 keep the sealing state of static locking with the stable rod 3 and the shell 1, that is, the sealing cover 4 can rotate between the two stable rods 3 while keeping the sealing effect of the shell 1 through the rotation of the sealing cover 4 itself.

[0132] The outer wall of the opening at both ends of the sealing cover 4 is provided with an inwardly recessed positioning groove 41, and the outer wall of the stable rod 3 is provided with an annular inwardly recessed rod clamping groove 33.

[0133] The positioning groove 41 of the sealing cover 4 is fitted and embedded in the rod clamping groove 33, the positioning groove 41 is provided with a ring hoop outside, and the positioning groove 41 is embedded and locked in the groove of the rod clamping groove 33 through the ring hoop.

[0134] The inner wall of the opening at both ends of the sealing cover 4 is provided with clamping lines 44, the clamping lines 44 are a plurality of annular lines protruding inward, the plurality of annular lines are arranged in parallel with each other, the clamping lines 44 cover the inner wall of the positioning groove 41, and the positioning groove 41 and the rod clamping groove 33 are in interference fit.

[0135] When the left and right stable rods 3 are connected in a relatively static connection state through other transmission mechanisms, the sealing cover 4 remains stationary and is in a static state, at this time, the positioning groove 41 at the outer end neck of the sealing cover 4 is locked in the rod clamping groove 33 of the stable rod 3, and the positioning groove 41 at the inner end neck of the sealing cover 4 is clamped on the outer wall of the butt joint pipe 11, the outer wall of the butt joint pipe 11 is also provided with a groove to match the clamping and embedding of the positioning groove 41, and both are locked through a ring hoop, so as to effectively keep static sealing, so that the necks at both ends of the sealing cover 4 keep sealing with the stable rod 3 and the shell 1, and the clamping lines 44 can further form a multi-layer isolation sealing structure, so that the sealing cover 4 has better sealing performance.

[0136] When the stable rods 3 at both ends need to be disconnected, the necks at both ends of the sealing cover 4 still keep the locking and sealing state with the stable rod 3 and the shell 1.

[0137] The stable rod 3 is relatively rotated with the shell 1 along the axis, the same sealing cover 4 is twisted at both ends, is unfolded through the groove 43, and thus the twisting force between both ends of the sealing cover 4 is absorbed through the groove 43, the rib framework 42 provides the role of a reinforcing rib, forms support, avoids collapse of the sealing cover 4, and when the stable rod 3 is rotated and reset to be reconnected, the rib framework 42 and the groove 43 also return to the original position, the rib framework 42 provides support force, and the groove 43 is elastically folded to release the twisting force again, and adapts to the sealing under the rotating state.

[0138] The distance sensor 52 is also arranged on the shell 1, the probe end of the distance sensor 52 is inserted into the shell 1, the outer wall of the transmission sleeve 6 is recessed to form an annular identification groove 63, the identification groove 63 is coincided with the axis of the transmission sleeve 6, and the detection direction of the distance sensor 52 is directly opposite the identification groove 63 of the outer wall of the transmission sleeve 6.

[0139] The distance sensor 52 and the electromagnetic coil 5 are connected with the external controller data.

[0140] The two stable rods 3, the two sealing covers 4, the two butt-joint pipes 11, the two transmission gear hubs 2, the transmission sleeve 6, the return spring 22 and the clutch magnetic ring 51 are coincided with the axis.

[0141] It should be noted that:

[0142] 1. The pure mechanical disconnector can only manually control the four-wheel drive mode of the vehicle, and can only be manually controlled, and a mechanical lock is also needed, which is a conventional structure of a mechanical structure, the mechanical structure occupies a large space, and causes a large drum-shaped structure on the stable rod 3 at the bottom of the four-wheel drive vehicle, which seriously affects the internal structure layout of the vehicle and also affects the ground clearance of the vehicle, generally, when the vehicle is lifted by a higher protruding ground, it is basically at this position, the electromagnetic coil 5 is used in the device, the volume is small, the structure is simple, and compared with the size of a conventional shell, the shell 1 of the device is obviously reduced, a larger space can be left for reasonably designing the chassis structure and avoiding space of the vehicle, and the ground clearance of the vehicle can be increased.

[0143] 2. The pure mechanical structure needs a manual operation structure to control the disconnector of the stable rod 3 of the vehicle, and cannot meet the demand of intelligent control of the vehicle, the device can be matched with intelligent driving, the device can intelligently identify the position of the transmission sleeve 6, detect the position in real time, and be connected with a vehicle-mounted controller or an intelligent controller of the vehicle through the distance sensor 52, so that the vehicle can achieve the effect of intelligent driving, because the disconnector is not mechanical, but is controlled through the electromagnetic coil 5, the connection state change of the stable rod 3 of the vehicle can be completed intelligently without manual button operation.

[0144] 3、The current vehicle disconnector, in order to increase its reliability, can only choose a pure mechanical type, even if the disconnector shell is water or lubricating oil leakage, only affect its smooth degree of operation, the initial will not cause the disconnector damage, and the electromagnetic structure of the disconnector needs more stable working environment, so the sealing requirement is higher, the device is through the optimization of the structure of the sealing cover 4, the sealing cover 4 can follow the torsion between the stable rod 3 and the shell 1, and the sealing cover 4 can follow the torsion at all times, ensure the sealing effect of the shell 1, neither oil leakage, nor allow external pollutants into the shell 1, the bidirectional sealing effect is better, at the same time, more structures are designed inside to adapt to the operation of the electromagnetic coil 5, ensure the position of the electromagnetic coil stable, also can ensure the working position of the transmission sleeve 6 accurate.

[0145] 4、The common disconnector has two operating states, one is the engagement transmission state of the two sides of the stable rod 3, which provides left and right stability for the vehicle, the other is the disconnection 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. After the stable rod 3 is disconnected, the two sides will rotate relatively, so that the suspension and shock absorber on both sides of the stable rod 3 can produce different extension amounts, and the wheels can produce large amplitude extension amounts with different strokes. After the vehicle is extricated, the two sides of the stable rod 3 need to return to the original position, so that the stable rod 3 provides stability to the vehicle again by re-engaging and connecting. The conventional spline only needs to be engaged when the teeth and the groove are engaged, but when used on the stable rod 3, it will have problems and is easy to be misaligned. It is easy to cause the vehicle to be skewed when the engagement transmission occurs, and the vehicle remains in a skewed state. The device limits the matching angle of the transmission hub 2 and the transmission sleeve 6 by the asymmetric positions of the missing teeth 61, the connecting rod and teeth 31, the positioning and teeth 24, and the positioning missing teeth 23, so that each transmission component can only be matched at a specific angle to slide and dock for transmission. This ensures the accurate docking of the stable rod 3 and ensures that the two sides of the stable rod 3 can keep the vehicle balanced and stable after docking.

[0146] Second embodiment of the transmission hub 2 and the transmission sleeve 6:

[0147] In the second embodiment, the transmission hub 2 is provided with a hub special groove 26, and the transmission sleeve 6 is provided with a sleeve special tooth 64. The hub special groove 26 and the sleeve special tooth 64 are engaged with each other for transmission.

[0148] The hub special groove 26 is arranged in the groove of the external spline of the transmission hub 2, and the groove depth of the hub special groove 26 is different from the groove depth of the other grooves of the transmission hub 2.

[0149] The sleeve special tooth 64 is arranged on the inner wall of the transmission sleeve 6, and the size of the sleeve special tooth 64 is different from the size of other spline teeth on the transmission sleeve 6; that is, a size tooth structure is used to perform different angle alignment of the splines, to ensure that the matching angle between the transmission tooth hub 2 and the transmission sleeve 6 is accurate, and the function of the positioning and tooth 24 and the sleeve missing tooth 61 is the same, except that the number of teeth is more, the transmission effect is better, and the meshing is more compact.

[0150] The tooth hub special groove 26 is a replacement part of the positioning and tooth 24, and the sleeve special tooth 64 is a replacement part of the sleeve missing tooth 61.

[0151] When the transmission sleeve 6 works, there are two states. First, the transmission sleeve 6 is in a meshing transmission state with the left and right transmission tooth hubs 2. At this time, the meshing teeth on the outer wall of the transmission tooth hub 2 and the meshing teeth on the inner wall of the transmission sleeve 6 are in meshing transmission, and the splines on the inner wall of the transmission tooth hub 2 and the stabilizing rods inserted therein are in spline transmission, so that the structure between the left and right stabilizing rods is kept stable, and the effect of preventing vehicle roll is achieved. The travel of the wheels on the left and right sides of the vehicle is limited by the stabilizing rods, so that the vehicle can keep stable when driving at high speed.

[0152] Second, when encountering bad road conditions, the wheels are in a static state, the wheels are suspended, the wheels lose grip, and the vehicle loses power and is trapped. At this time, the left and right stabilizing rods need to be separated, so that the vehicle does not need to keep stable. The main purpose is to enable the shock absorption of the tire to have a greater travel, so as to facilitate the tire to descend and contact the ground.

[0153] When the two ends of the stabilizing rod need to be separated, the electromagnetic coil 5 is started, the clutch magnetic ring 51 is attracted by magnetic force, is inserted into the electromagnetic coil 5, and then slides to the right. The magnetic guide slope 57 and the magnetic induction slope 56 generate an attractive force, and are blocked by the limiting step 59, so that the magnetic guide slope 57 and the magnetic induction slope 56 generate sufficient suction force and do not adhere to form a seal.

[0154] When the two ends of the stabilizing rod need to be separated, the electromagnetic coil 5 is started, the clutch magnetic ring 51 is attracted by magnetic force, is inserted into the electromagnetic coil 5, and then slides to the right. The magnetic guide slope 57 and the magnetic induction slope 56 generate an attractive force, and are blocked by the limiting step 59, so that the magnetic guide slope 57 and the magnetic induction slope 56 generate sufficient suction force and do not adhere to form a seal.

[0155] When separation is needed, the clutch magnetic ring 51 slides to the right, the push ring 53 is also pushed to the right together, the transmission sleeve 6 is pushed to the right together, the return spring 22 is compressed at this time, and the transmission sleeve 6 slides to the right. When completely separated from the left transmission tooth hub 2, the left and right transmission tooth hubs 2 are not connected to each other, so that the vehicle stabilizing rods can be separated from each other, and the left and right stabilizing rods can rotate relative to each other, thereby providing a larger travel range for the shock absorption of the vehicle.

[0156] When the magnetic attraction is stable, the distance sensor 52 detects the identification groove 63, which is inwardly recessed, and when the distance sensor 52 corresponds to the high position of the edge of the transmission sleeve 6, the detected blocking position is high, and the controller of the vehicle detects the distance, and identifies that the transmission sleeve 6 is still connected with the left transmission gear hub 2, and when the distance sensor 52 detects that the distance of the transmission sleeve 6 increases, that is, corresponds to the position of the identification groove 63, even if the transmission sleeve 6 rotates, the distance sensor 52 can detect the entire recess of the identification groove 63 of the transmission sleeve 6, and the detection accuracy is high, and the mutual contact does not hinder the rotation and sliding of the transmission sleeve 6.

[0157] At this time, it indicates that the clutch magnetic ring 51 and the electromagnetic coil 5 have been attracted to the position, and the vehicle can start to drive to escape from the trouble, and based on the signal of the distance sensor 52, the connection state of the stabilizer bar 3 of the vehicle is judged, and the driving speed of the vehicle is limited to low speed driving, and when high speed driving is required, the signal of the distance sensor 52 needs to be detected, and whether the transmission sleeve 6 is returned to the position, and the both ends of the stabilizer bar are engaged in the transmission state through the transmission sleeve 6, to ensure the stable driving of the vehicle.

[0158] The left and right of the device refer to the left and right sides of the vehicle when installed on the vehicle, and the inner and outer directions refer to the center of the inside of the shell 1 as the inner, and the outside refers to the outside direction of the shell 1, that is, the left and right ends are outside, and the center guide column 21 of the shell 1 is inside. The indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the utility model and simplifying the description, and is not intended to indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0159] Although the specific embodiments of the utility model are described above, those skilled in the art should understand that the specific examples described are only illustrative, and are not intended to limit the scope of the utility model, and equivalent modifications and changes made by those skilled in the art in accordance with the spirit of the utility model should be covered within the scope of the claims of the utility model.

Claims

1. A disconnect assembly for a vehicle stabilizer bar, characterized in that: include: A housing (1), a transmission hub (2), a stabilizer bar (3), a sealing cover (4), an electromagnetic coil (5) and a transmission sleeve (6); The shell (1) is a sealed shell with a cavity inside. A butt joint (11) is inserted into each of the left and right ends of the shell (1). The butt joint (11) is a circular tube with two ends open. The outer end of the butt joint (11) extends outside the shell (1), and the inner end of the butt joint (11) is inserted into the inner cavity of the shell (1). The axes of the butt joint (11) and the shell (1) on the left and right sides coincide with each other. The stabilizer bar (3) is a long bar laterally arranged at the bottom of the vehicle. There are two stabilizer bars (3). Both 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 outer ends of the two stabilizer bars (3) extend laterally to the left and right sides 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 laterally in the housing (1). The two transmission gear hubs (2) are respectively mounted on the outside of the stabilizing bars (3) on the left and right sides. The outer portion of the stabilizer bar (3) is provided with an external spline, and a connecting rod parallel tooth (31) is provided in the external spline of the stabilizer bar (3); the cylindrical inner wall of the transmission gear hub (2) is provided with an internal spline, and a counter-position missing tooth (23) is provided in the internal spline on the inner wall of the transmission gear hub (2); the transmission gear hub (2) is meshed with the external spline of the stabilizer bar (3) through the internal spline for transmission, and the counter-position missing tooth (23) and the connecting rod parallel tooth (31) are positioned correspondingly and meshed with each other; The transmission sleeve (6) is a cylinder with a spline on the inner wall, and a sleeve missing tooth (61) is also provided in the spline on the inner wall of the transmission sleeve (6); the transmission sleeve (6) can be slid and separated to the left side and is sleeved on the outside of the left transmission gear hub (2), and the transmission sleeve (6) is kept in meshing with the right transmission gear hub (2); An external spline is provided on the outer portion of the inner end of the transmission gear hub (2), and a positioning tooth (24) is further provided in the external spline of the transmission gear hub (2). The inner ends of the two transmission gear hubs (2) are both sleeved inside the transmission sleeve (6), and the external splines of the left and right transmission gear hubs (2) are meshed with the splines on the inner wall of the transmission sleeve (6) for transmission, and the sleeve missing teeth (61) are meshed with the positioning tooth (24); The outer end of the transmission gear hub (2) is a flat cylinder, and the outer end cylinder of the transmission gear hub (2) can be rotatably inserted into the interior of the butt joint (11); A return spring (22) is provided on the right side of the transmission sleeve (6), and the return spring (22) can be extended and retracted laterally to abut against the right end face of the transmission sleeve (6). The return spring (22) is sleeved on the outer wall of the butt joint (11) on the right side of the inner cavity of the shell (1). The transmission sleeve (6) is elastically pressed against the right inner wall of the shell (1) through the spring (22); an electromagnetic coil (5) and a clutch magnetic ring (51) are provided on the left side of the transmission sleeve (6), and the electromagnetic coil (5) and the clutch magnetic ring (51) are sleeved on the butt joint (11) on the left side of the inner cavity of the shell (1). The right end of the clutch magnetic ring (51) can be slid laterally to abut against the left end face of the transmission sleeve (6); The sealing cover (4) is a sealing sleeve with openings at both ends and a closed periphery. The sealing cover (4) is a flexible integral structure. One end of the sealing cover (4) is sealed and locked on the stabilizing rod (3), and the other end of the sealing cover (4) is sealed and locked on the outer end of the butt joint pipe (11). The clutch magnetic ring (51) is an annular sleeve, and a push ring (53) is fixedly provided on the inner wall of the clutch magnetic ring (51). The push ring (53) extends out from the right end of the clutch magnetic ring (51), and the right end surface of the push ring (53) abuts against the transmission sleeve (6); The clutch magnetic ring (51) is slidably sleeved on the inner ring of the electromagnetic coil (5) in the left-right direction. A magnetic induction slope (56) is provided on the outer wall of the clutch magnetic ring (51). A magnetic conductive slope (57) and a limiting step (59) are provided on the inner wall of the electromagnetic coil (5). The limiting step (59) is provided on the right side of the magnetic conductive slope (57). The magnetic induction slope (56) and the magnetic conductive slope (57) are magnetically attracted to each other without contact. The push ring (53) and the limiting step (59) can be separated and abutted against each other. The magnetic induction slope (56) and the magnetic conductive slope (57) are parallel to each other. A distance sensor (52) is also provided on the housing (1), and a probe end of the distance sensor (52) extends into the interior of the housing (1). The outer wall of the transmission sleeve (6) is recessed inward to form an annular identification groove (63), and the identification groove (63) coincides with the axis of the transmission sleeve (6); the detection direction of the distance sensor (52) is directly opposite to the identification groove (63) on the outer wall of the transmission sleeve (6); The distance sensor (52) and the electromagnetic coil (5) are both data-connected to an external controller; The axes of the two left and right stabilizing rods (3), the two left and right sealing covers (4), the two left and right butt joint pipes (11), the two transmission gear hubs (2), the transmission sleeve (6), the return spring (22) and the clutch magnetic ring (51) coincide with each other.

2. The disconnect assembly of a vehicle stabilizer bar according to claim 1, characterized in that: The shell (1) is a closed shell formed by sealingly assembling two left and right half shells. A plurality of limiting holes (13) are provided on the splicing surface of the edge of the right shell (1). The limiting holes (13) are circular holes. The openings of the limiting holes (13) are provided on the left splicing surface of the right shell (1). The axis of each of the limiting holes (13) is parallel to the axis of the housing (1). A pre-tightening column (14) is inserted into each of the limiting holes (13). The pre-tightening column (14) is a rubber elastic cylinder. The pre-tightening column (14) extends to the left outside the limiting hole (13). The pre-tightening column (14) protrudes to the left outside the splicing surface of the left shell (1). The length of the pre-tightening column (14) extending to the left is 1-5 mm. The left end of each pre-tightening column (14) abuts against the right end face of the electromagnetic coil (5), and the electromagnetic coil (5) is clamped in the inner cavity of the left shell (1) through the pre-tightening column (14).

3. The disconnect assembly of a vehicle stabilizer bar according to claim 1, characterized in that: The sealing cover (4) is a lantern-shaped structure; the openings at both ends of the sealing cover (4) are arc-shaped neck openings; The side wall of the sealing cover (4) is provided with a plurality of arc-shaped convex rib frames (42) protruding outward, and the convex rib frames (42) are convex ribs protruding in an arc shape along the axial direction of the sealing cover (4). The plurality of convex rib frames (42) are evenly spaced and arranged around the side wall of the sealing cover (4). The connection between the two ends of the convex rib frames (42) and the sealing cover (4) is in an arc shape. A groove (43) is provided between two adjacent convex rib frames (42), and the groove (43) is inwardly concave and provided at the interval between the convex rib frames (42); The outer diameters of the openings at both ends of the sealing cover (4) are smaller than the distance between the groove (43) and its axis, the grooves (43) are arranged in a straight line along the axis direction, and the axis of each groove (43) is parallel to the axis of the sealing cover (4); The sealing cover (4) is an integrally formed rubber sleeve; The wall thickness of the groove (43) is smaller than the wall thickness of the rib skeleton (42).

4. The disconnect assembly of a vehicle stabilizer bar according to claim 3, characterized in that: The outer walls of the openings at both ends of the sealing cover (4) are provided with inwardly recessed positioning grooves (41), and the outer wall of the stabilizing rod (3) is provided with an annular inwardly recessed rod clamping groove (33); The positioning groove (41) of the sealing cover (4) is fitted into the rod clamping groove (33), a hoop is sleeved on the outside of the positioning groove (41), and the positioning groove (41) is locked in the groove of the rod clamping groove (33) through the engagement of the hoop; The inner walls of the openings at both ends of the sealing cover (4) are provided with clamping lines (44), the clamping lines (44) being a plurality of annular lines protruding inwards, the annular lines being arranged parallel to each other, and the clamping lines (44) covering the inner wall of the positioning groove (41); The clamping groove (44) of the positioning groove (41) and the rod clamping groove (33) are in interference fit.

5. The disconnect assembly of a vehicle stabilizer bar according to claim 1, characterized in that: A plurality of oil storage grooves (58) are further provided on the inner wall of the push ring (53), wherein the oil storage grooves (58) are concave annular grooves, and the axis of each oil storage groove (58) coincides with the axis of the push ring (53), and adjacent oil storage grooves (58) are separated from each other; Ventilation grooves (54) are provided on the annular outer wall and inner wall of the clutch magnetic ring (51); The ventilation grooves (54) are grooves opened in the left-right direction, and the left and right ends of the ventilation grooves (54) are also connected to the left and right end surfaces of the clutch magnetic ring (51); It also includes a magnetic isolation sheet (55), which is an aluminum annular gasket, and the right side wall of the transmission sleeve (6) is completely covered by the magnetic isolation sheet (55); The magnetic isolation sheet (55) and the transmission sleeve (6) or the electromagnetic coil (5) are bonded together by adhesive to form an integral force-bearing structure.

6. The disconnect assembly of a vehicle stabilizer bar according to claim 1, characterized in that: There are two positioning teeth (24) in the external spline of the transmission gear hub (2), and the two positioning teeth (24) are asymmetrically arranged on the transmission gear hub (2). The connecting rod tooth (31) is the outer wall of a round rod on which two external splines on the stabilizing rod (3) are connected as a whole, and the aligned missing tooth (23) is the inner wall of a cylinder on which a spline tooth is missing on the transmission gear hub (2); The sleeve tooth-missing portion (61) is a flat cylindrical inner wall that lacks a spline tooth; The left end of the internal spline on the transmission sleeve (6) is provided with a guide angle (62), and the guide angle (62) is a chamfer with a narrow left end and a wide right end.

7. The disconnect assembly of a vehicle 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; A guide column (21) is further provided between the two stabilizing rods (3), and the two transmission gear hubs (2) are symmetrically provided at the left and right ends of the guide column (21); A circular hole with a smooth inner wall is further provided inside the butt joint end of the transmission gear hub (2), and the guide column (21) can be rotatably inserted into the circular hole at the butt joint of the left and right transmission gear hubs (2), and the inner walls of the circular holes at the butt joint ends of the left and right transmission gear hubs (2) are both in contact with the guide column (21); The axis of the guide column (21) coincides with the axes of the left and right guide columns (21) and the left and right stabilizing rods (3); The inner hole of the transmission gear hub (2) and the guide column (21) are clearance-fitted, and the clearance does not exceed 0.15 mm; The inner ends of the two stabilizing rods (3) are both clamped with a positioning spring (32), and the stabilizing rods (3) are rotatably clamped on the inner wall of the transmission gear hub (2) through the positioning spring (32); A stepped hole (25) is provided at the opening of the inner end of the transmission gear hub (2), the aperture of the stepped hole (25) being 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 (25) of the transmission gear hub (2); A sliding bearing (12) is also provided between the transmission gear hub (2) and the butt joint tube (11); the sliding bearing (12) and the transmission gear hub (2) are in a clearance fit, and the sliding bearing (12) and the inner wall of the butt joint tube (11) are in an interference fit.

8. The disconnect assembly of a vehicle stabilizer bar according to claim 1, characterized in that: It also includes a gear hub special groove (26) and a sleeve special tooth (64), wherein the gear hub special groove (26) and the sleeve special tooth (64) are meshed with each other for transmission; The gear hub special groove (26) is arranged in the groove of the external spline of the transmission gear hub (2), and the groove depth of the gear hub special groove (26) is different from the depth of other grooves of the transmission gear hub (2); The sleeve special teeth (64) are arranged on the inner wall of the transmission sleeve (6), and the size of the sleeve special teeth (64) is different from the size of other spline teeth on the transmission sleeve (6).

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