Vehicle transverse stabilizing structure and vehicle

Abstract

The utility model discloses a vehicle transverse stabilizing structure and a vehicle, and relates to the technical field of vehicles. The vehicle transverse stabilizing structure comprises a balancing rod, a hanging rod, a connecting assembly and a buffering piece. The two ends of the balance rod are hinged to axles of the vehicle respectively. One end of the suspender is connected with the bottom of the vehicle; the connecting assembly comprises a first clamping plate and a second clamping plate, and the first clamping plate and the second clamping plate are arranged on the balance rod in a surrounding and sleeving mode. Two first ends of the first clamping plate and the second clamping plate are correspondingly connected, and two second ends of the first clamping plate and the second clamping plate are correspondingly connected with the other end of the suspender; the buffer piece is arranged on the balance rod; according to the vehicle transverse stabilizing structure, the surrounding angle of the first clamping plate to the balance rod is set to be larger than the surrounding angle of the second clamping plate to the balance rod, the non-connecting part of the first clamping plate can be conveniently used for bearing the balance rod, and the use safety of a vehicle is improved; and the joint of the second end deviates to one side, so that disassembly and maintenance are convenient.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field especially, relate to a vehicle transverse stabilizing structure and vehicle. BACKGROUND

[0002] The transverse stabilizer bar, also known as anti-roll bar or balance bar, is a crucial auxiliary elastic element in the automobile suspension system. It is mainly made of high-strength spring steel material, showing a unique U-shaped design, and is installed horizontally at the front end and rear end of the automobile. This design not only meets the overall construction requirements of the automobile, but also plays a key stabilizing role during automobile driving.

[0003] Specifically, the transverse stabilizer bar effectively enhances the stability of the automobile when turning and driving on uneven road surfaces without changing the original suspension system rigidity of the vehicle. It can significantly prevent excessive lateral tilting of the vehicle body during turning, thereby greatly reducing the risk of vehicle rollover. At the same time, when the vehicle passes through complex road conditions, the transverse stabilizer bar can also effectively prevent excessive body roll, reducing the degree of lateral roll of the automobile, thereby significantly improving the comfort and smoothness of driving.

[0004] However, although the transverse stabilizer bar plays such an important role in the automobile suspension system, in actual application, especially in the transverse stabilizer bar assembly of large vehicles such as buses and trucks, the precision requirement for assembly is extremely high. This not only increases the difficulty in the manufacturing process, but also makes the later maintenance and replacement relatively complex and difficult. In addition, due to the special design and high precision requirement of these large vehicle transverse stabilizer bars, the cost of manufacturing and maintenance replacement is also relatively high. More importantly, due to the differences in structural requirements of transverse stabilizer bars for different vehicle models and purposes, the universality of transverse stabilizer bars is not strong, further increasing their application limitations and costs. SUMMARY

[0005] Therefore, the utility model aims to overcome the deficiencies in the related art, and provides a vehicle transverse stabilizing structure and vehicle.

[0006] The utility model provides the following technical scheme:

[0007] A vehicle transverse stabilizing structure is installed on a vehicle, comprising a balance bar, a boom, a connecting assembly, and a buffer.

[0008] Two ends of the balance bar are respectively hinged to axles of the vehicle; one end of the boom away from the balance bar is connected to the bottom of the vehicle; the connecting assembly comprises a first clamping plate and a second clamping plate, the first clamping plate and the second clamping plate are sleeved on the balance bar, and the surrounding angle of the first clamping plate to the balance bar is greater than that of the second clamping plate to the balance bar; the first clamping plate and the second clamping plate are both provided with a first end and a second end, the two first ends of the first clamping plate and the second clamping plate are connected through a connecting piece, and the two first ends of the first clamping plate and the second clamping plate and the end of the boom close to the balance bar are connected through a connecting piece; the buffer is arranged on the balance bar and located between the first clamping plate, the second clamping plate and the balance bar.

[0009] As a further improvement of the above technical solution, the buffer is tubular, and the buffer is sleeved on the balance bar.

[0010] As a further improvement of the above technical solution, the side surface of the buffer is provided with a notch.

[0011] As a further improvement of the above technical solution, the opening direction of the notch is not coincided with the axis of the buffer.

[0012] As a further improvement of the above technical solution, opposite end surfaces of the buffer are provided with limiting bosses.

[0013] As a further improvement of the above technical solution, the buffer is made of rubber material.

[0014] As a further improvement of the above technical solution, the connecting piece comprises a bolt, and the first end and the second end of the first clamping plate and the second clamping plate and the boom are all provided with a connecting hole corresponding to the bolt.

[0015] As a further improvement of the above technical solution, the connecting hole on the two first ends of the first clamping plate and the second clamping plate and the boom is correspondingly provided with a plurality of notches.

[0016] As a further improvement of the above technical solution, the width of the first clamping plate and the second clamping plate along the axis direction of the balance bar is greater than the diameter of the balance bar.

[0017] The utility model also provides a vehicle, including any one of the vehicle transverse stabilizing structure as above.

[0018] Compared with the related art, the utility model has the beneficial effects that:

[0019] The vehicle transverse stabilizing structure provided by the utility model, by setting the surrounding angle of the first clamping plate to the balance bar to be greater than that of the second clamping plate, the non-connection part of the first clamping plate is used as a bearing point, the overall bearing and suspension capacity of the connection assembly to the balance bar is greatly improved, and the safety of the vehicle during use is effectively improved.

[0020] In addition, considering that the size specifications of the balance bar on different models of vehicles may be different, the same first clamping plate can be used in cooperation with multiple different types of second clamping plates, so that more different specifications of balance bars can be easily adapted. This design not only widens the application range of the utility model, but also enables it to exert its excellent transverse stabilizing performance on more types of vehicles.

[0021] Finally, since the surrounding angle of the first clamping plate to the balance bar is set to be greater than that of the second clamping plate, when the two first ends of the first clamping plate and the second clamping plate are vertically connected to the boom, the connection of the two second ends will be biased to one side. This design enables the second end connection of the connection assembly to naturally deviate towards the edge position of the vehicle during installation, greatly facilitating subsequent disassembly and maintenance work.

[0022] In order to make the above-mentioned purposes, features and advantages of the utility model more obvious and easy to understand, the following preferred embodiments are described in detail below, and the accompanying drawings are described as follows. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the following will briefly introduce the drawings needed to be used in the embodiments, it should be understood that the following drawings only show some embodiments of the utility model, therefore should not be regarded as a limitation to the scope, for ordinary skilled person in the art, on the premise of not paying creative labor, other related drawings can also be obtained according to these drawings.

[0024] Figure 1 A perspective view structure schematic diagram of the vehicle transverse stabilizing structure installed on a car in one embodiment of the utility model is shown.

[0025] Figure 2 A perspective view structure schematic diagram of the vehicle transverse stabilizing structure in one embodiment of the utility model is shown.

[0026] Figure 3 Another perspective view structure schematic diagram of the vehicle transverse stabilizing structure in one embodiment of the utility model is shown.

[0027] Figure 4 A perspective view structure schematic diagram of the first clamping plate in one embodiment of the utility model is shown.

[0028] Figure 5A perspective view structure schematic diagram of the second clamping plate in an embodiment of the utility model is shown.

[0029] Figure 6 A perspective view structure schematic diagram of the buffer in an embodiment of the utility model is shown.

[0030] Figure 7 Another perspective view structure schematic diagram of the buffer in an embodiment of the utility model is shown.

[0031] Main element symbol explanation:

[0032] 100-axle;200-balance bar;300-derrick;400-connection assembly;401-first end;402-second end;403-connection hole;410-first clamping plate;420-second clamping plate;500-buffer;510-gap;520-limiting boss;600-connection piece. DETAILED DESCRIPTION

[0033] The embodiments of the utility model are described in detail below, and the examples of the embodiments are shown in the drawings, wherein the same or similar reference signs represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the utility model, and cannot be understood as a limitation of the utility model.

[0034] In the description of the utility model, it is understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the utility model.

[0035] In addition, the terms "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the utility model, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0036] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0037] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0038] Example 1

[0039] Combination Figure 1 , Figure 2 , Figure 3 As shown, this embodiment provides a vehicle lateral stabilization structure, installed on a vehicle, including a stabilizer bar 200, a suspension rod 300, a connecting assembly 400, and a buffer component 500.

[0040] Specifically, the balance bar 200 is a torsion bar spring made of spring steel, shaped like a U, both ends of the balance bar 200 are respectively hinged to the vehicle axle 100, the vehicle axle 100 is provided with a hinge seat, both ends of the balance bar 200 are respectively connected with the corresponding hinge seat by shaft hinging; the boom 300 is connected with the vehicle bottom away from the balance bar 200; the connecting assembly 400 includes a first clamping plate 410 and a second clamping plate 420, the first clamping plate 410 and the second clamping plate 420 are sleeved on the balance bar 200, the surrounding angle of the first clamping plate 410 to the balance bar 200 is greater than that of the second clamping plate 420 to the balance bar 200; the first clamping plate 410 and the second clamping plate 420 both have a first end 401 and a second end 402, the two first ends 401 of the first clamping plate 410 and the second clamping plate 420 are connected by a connecting piece 600, and the two first ends 401 of the first clamping plate 410 and the second clamping plate 420 and the end of the boom 300 close to the balance bar 200 are connected by the connecting piece 600; the buffer 500 is ingeniously arranged on the balance bar 200 and accurately positioned in the narrow space between the first clamping plate 410, the second clamping plate 420 and the balance bar 200. This layout ensures that when the first clamping plate 410 and the second clamping plate 420 are designed to be enclosed and firmly sleeved on the balance bar 200, the buffer 500 can play multiple key roles. First, it can accurately pre-tighten the cooperation between the connecting assembly 400 and the balance bar 200, effectively preventing the cooperation failure problem caused by looseness. Secondly, the design of the buffer 500 also fully considers the anti-skid factor, through its unique material and structure design, greatly improves the friction between the connecting assembly 400 and the balance bar 200, thereby ensuring the reliability of the cooperation between the first clamping plate 410, the second clamping plate 420 and the balance bar 200.

[0041] Moreover, the introduction of the buffer 500 also significantly reduces the wear and tear of the connecting assembly 400 and the balance bar 200 due to friction during long-term use, which is of great significance to prolong the service life of the entire device. In addition, when the present embodiment is subjected to external force, the buffer 500 can effectively absorb and disperse external force due to its good elasticity and shock absorption performance, thereby protecting the first clamping plate 410, the second clamping plate 420 and the balance bar 200 from impact and damage, further improving the durability and safety of the entire device.

[0042] The vehicle lateral stability structure provided by the embodiment aims to improve the stability and safety of the vehicle during driving. Specifically, by hingedly connecting the two ends of the balance bar 200 to the front and rear axles 100 of the vehicle, the roll moment generated when the vehicle turns or drives on uneven road surfaces can be effectively resisted, and the stability of the vehicle body can be maintained.

[0043] To further enhance the stability and reliability of the structure, one end of the boom 300 is firmly connected to the vehicle floor structure as an additional support point, which works together with the balance bar 200 to maintain the lateral stability of the vehicle. This design not only enhances the overall strength of the structure, but also enables the vehicle to exhibit superior handling performance and ride comfort when facing complex and variable driving conditions.

[0044] By setting the surrounding angle of the first clamping plate 410 to the balance bar 200 to be greater than the surrounding angle of the second clamping plate 420 to the balance bar 200, the non-connection part of the first clamping plate 410 can be used as a bearing point, greatly improving the overall bearing and suspension capacity of the connection assembly 400 to the balance bar 200, and effectively improving the safety of the vehicle during use.

[0045] In addition, considering that the size specifications of the balance bar 200 on different models of vehicles may differ, the same first clamping plate 410 can be used in cooperation with multiple different types of second clamping plates 420, thereby easily adapting to more different specifications of the balance bar 200. This design not only widens the application range of the embodiment, but also enables it to exert its excellent lateral stability performance on more types of vehicles.

[0046] Finally, since the surrounding angle of the first clamping plate 410 to the balance bar 200 is set to be greater than that of the second clamping plate 420, when the two first ends 401 of the first clamping plate 410 and the second clamping plate 420 are vertically connected to the boom 300, the connection of the two second ends 402 will be biased to one side. This design enables the second end 402 connection of the connection assembly 400 to naturally deviate to the edge position of the vehicle during installation, greatly facilitating subsequent disassembly and maintenance work.

[0047] In some specific embodiments, the buffer 500 is tubular, and the buffer 500 is sleeved on the balance bar 200. This design not only facilitates sufficient pre-tightening of the cooperation between the connecting assembly 400 and the balance bar 200, effectively preventing potential safety hazards caused by looseness, but also has excellent anti-skid performance, enhancing the stability of the overall structure. At the same time, through the intervention of the buffer 500, the direct friction between the connecting assembly 400 and the balance bar 200 is greatly reduced, thereby effectively prolonging the service life of these key components. In addition, when the present embodiment is subjected to external force, the buffer 500 can fully exert its material properties, such as elasticity, toughness, etc., to buffer and disperse the external force, protect the overall structure from impact damage, and further improve the durability and reliability of the overall structure.

[0048] As shown in Figure 6 In some specific embodiments, the side surface of the buffer 500 is provided with a notch 510; the presence of the notch 510 greatly facilitates the replacement process of the buffer 500, so that the technician can easily disassemble and replace the buffer 500 without completely disassembling the balance bar 200 from the vehicle. This design not only saves valuable time and labor costs, but also significantly improves the efficiency of routine maintenance and maintenance of the present embodiment, ensuring that the overall performance and safety of the vehicle can be continuously maintained at a high level.

[0049] In some specific embodiments, the opening direction of the notch 510 does not coincide with the axis of the buffer 500; this design not only meets the basic installation and disassembly requirements, but more importantly, it fully considers various complex situations that the buffer 500 may encounter in actual work. In particular, when the first clamping plate 410 or the second clamping plate 420 is subjected to rotational extrusion with the balance bar 200, if the opening direction of the notch 510 coincides with the axis of the buffer 500, the notch 510 may be deformed due to extrusion, and even cause the buffer 500 to fail to maintain sufficient surrounding of the balance bar 200, thereby causing the risk of failure.

[0050] However, by setting the opening direction of the notch 510 not to coincide with the axis of the buffer 500, when the buffer 500 is subjected to rotational extrusion, the two ends of the notch 510 can overlap in a relatively harmonious and stable manner. This overlap not only effectively resists the deformation pressure caused by extrusion, but also ensures that the buffer 500 can still closely fit the surface of the balance bar 200 when subjected to external force, maintaining its original buffering and supporting functions.

[0051] As shown in Figure 7As shown, in some specific embodiments, the buffer 500 is provided with limiting bosses 520 on the opposite end faces, and the two limiting bosses 520 are located on the two sides of the first clamping plate 410 and the second clamping plate 420, so as to limit the relative position of the buffer 500 and the first clamping plate 410 and the second clamping plate 420.

[0052] In some specific embodiments, the buffer 500 is made of rubber material. The selection of this material is based on the overall consideration of the performance requirements of the buffer 500. The rubber material has good elasticity and recovery, can quickly deform to absorb impact energy when subjected to external pressure, and quickly recover to the original shape after the external force disappears, thereby achieving precise adaptation and effective buffering of the dynamic changes between the connecting assembly 400 and the balance bar 200. In addition, the rubber material also has excellent wear resistance and corrosion resistance, which can maintain the stability of its physical properties during long-term use, effectively prolonging the service life of the buffer 500. At the same time, the rubber material also has good sound insulation and shock absorption effect, which can further reduce the vibration and noise generated during vehicle driving, improving the comfort and safety of riding.

[0053] In combination Figure 3 , Figure 4 , Figure 5 As shown, in some specific embodiments, the connecting member 600 includes a bolt, and the first end 401 and the second end 402 of the first clamping plate 410 and the second clamping plate 420 and the hanging rod 300 are each provided with a connecting hole 403 corresponding to the bolt, facilitating disassembly and assembly of each component of the embodiment.

[0054] In some specific embodiments, the connecting holes 403 on the two first ends 401 of the first clamping plate 410 and the second clamping plate 420 and the hanging rod 300 are correspondingly provided with multiple connecting holes 403, so as to ensure the connection reliability of the connecting assembly 400 and the hanging rod 300.

[0055] In some specific embodiments, the width of the first clamping plate 410 and the second clamping plate 420 along the axis direction of the balance bar 200 is greater than the diameter of the balance bar 200; by increasing the width of the first clamping plate 410 and the second clamping plate 420 in the axis direction, the cladding area of the first clamping plate 410 and the second clamping plate 420 on the balance bar 200 can be significantly improved, thereby enhancing the torsional resistance between the connecting assembly 400 and the balance bar 200. This means that during vehicle driving, even if complex working conditions such as bumps or turns are encountered, the connecting assembly 400 can more firmly fix the balance bar 200, preventing unnecessary torsion, thereby ensuring the stability and safety of the vehicle suspension system.

[0056] In addition, this design also helps to improve the reliability of the connection between the balance bar 200 and the boom 300. As the width of the clamping plates increases, the connection points between them and the boom 300 also increase, forming a more stable connection structure. This not only enhances the mechanical strength of the connection, but also reduces the risk of failure caused by loose or broken connections, further improving the durability and reliability of the entire suspension system.

[0057] Embodiment 2

[0058] The utility model further provides a vehicle, the vehicle can be divided into freight vehicle, passenger vehicle and the like type according to the use scene difference, including the vehicle transverse stabilizing structure described in embodiment 1, its vehicle has all the beneficial effects of the vehicle transverse stabilizing structure, here will not be described in detail.

[0059] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In the present specification, the illustrative description of the above terms is not necessarily for the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, the skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0060] Although the embodiments of the utility model have been shown and described above, it can be understood that the above-mentioned embodiments are exemplary and cannot be understood as limiting the utility model. The ordinary skilled in the art can change, modify, replace and modify the above-mentioned embodiments within the scope of the utility model.

Claims

1. A vehicle lateral stabilization structure, installed on a vehicle, characterized in that, The vehicle transverse stabilizing structure comprises a balance bar (200), two ends of the balance bar (200) are respectively hinged to an axle (100) of a vehicle; a boom (300) is connected to the bottom of the vehicle away from one end of the balance bar (200); a connecting assembly (400) comprises a first clamping plate (410) and a second clamping plate (420), the first clamping plate (410) and the second clamping plate (420) are sleeved on the balance bar (200), the surrounding angle of the first clamping plate (410) to the balance bar (200) is greater than the surrounding angle of the second clamping plate (420) to the balance bar (200); the first clamping plate (410) and the second clamping plate (420) each have a first end (401) and a second end (402), the two first ends (401) of the first clamping plate (410) and the second clamping plate (420) are connected by a connecting piece (600), and the two second ends (402) of the first clamping plate (410) and the second clamping plate (420) and the end of the boom (300) close to the balance bar (200) are connected by the connecting piece (600); a buffer (500) is arranged on the balance bar (200) and located between the first clamping plate (410), the second clamping plate (420) and the balance bar (200). The buffer (500) is tubular, and the buffer (500) is sleeved on the balance bar (200). The side surface of the buffer (500) is provided with a notch (510). The opening direction of the notch (510) is not coincided with the axis of the buffer (500). The opposite end surfaces of the buffer (500) are provided with limiting bosses (520).

2. The vehicle lateral stability structure according to claim 1, characterized by The buffer (500) is made of rubber material.

3. The vehicle lateral stability structure according to claim 2, characterized by The connecting piece (600) comprises a bolt, and the first end (401) and the second end (402) of the first clamping plate (410) and the second clamping plate (420) and the boom (300) are each provided with a connecting hole (403) corresponding to the bolt.

4. The vehicle lateral stability structure according to claim 3, characterized by The connecting holes (403) on the two first ends (401) of the first clamping plate (410) and the second clamping plate (420) and the boom (300) are correspondingly provided with a plurality of connecting holes (403).

5. The vehicle lateral stability structure according to claim 2, characterized by The width of the first clamping plate (410) and the second clamping plate (420) along the axis direction of the balance bar (200) is greater than the diameter of the balance bar (200).

6. The vehicle lateral stability structure according to claim 2, characterized by The vehicle transverse stabilizing structure comprises the vehicle transverse stabilizing structure according to any one of claims 1 to 9.

7. The vehicle lateral stability structure according to claim 1, characterized by ​ 8. The vehicle lateral stability structure according to claim 7, characterized by ​ 9. The vehicle lateral stability structure according to any one of claims 1 to 8, characterized in that, ​ 10. A vehicle characterized by comprising: ​

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