Stabilizer bar assembly and vehicle

Abstract

The embodiment of the utility model provides a stabilizer bar assembly and a vehicle, and relates to the technical field of vehicle accessories. The stabilizer bar assembly comprises a bar body, and the two ends of the bar body are used for being rotationally connected with a suspension system of the vehicle. The rod body penetrates through and is rotationally connected to the first supporting piece, and the first supporting piece is used for supporting a chassis structure of the vehicle; and the at least one second supporting piece is arranged in the middle of the rod body, and the second supporting piece is used for supporting the chassis structure. According to the stabilizer bar assembly and the vehicle, the loss of torque in the bar body transmission process can be reduced, and therefore the restraining strength of the bar body to the vehicle body during side tipping is enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle accessories, and in particular to a stabilizer bar assembly and a vehicle. BACKGROUND

[0002] A truck is a commercial vehicle mainly used for transporting goods; due to the large difference in weight between the empty and full loads of the truck, a stabilizer bar is arranged on the suspension system of the truck, which can reduce the same-direction wheel jump stiffness when the truck is empty and increase the same-direction wheel jump stiffness when the truck is full, thereby reducing the suspension travel when the truck is empty and full, and improving the attitude and performance of the vehicle.

[0003] In the related art, one end of the stabilizer bar is movably connected with a left suspension of the suspension system, and the other end of the stabilizer bar is rotatably connected with a right suspension of the suspension system; when the vehicle turns to the right, the right suspension is compressed and the left suspension is stretched, and the two ends of the stabilizer bar are unevenly stressed to cause torsion, so that the stabilizer bar generates a force opposite to the side leaning direction of the vehicle body, thereby preventing the vehicle body from leaning.

[0004] However, when the vehicle turns, due to the long length of the stabilizer bar, the torsion moment can only be transmitted from one end of the stabilizer bar to the other end of the stabilizer bar, and the torsion moment is lost in the transmission process when transmitted through the long stabilizer bar, thereby weakening the inhibitory strength of the stabilizer bar on the side leaning of the vehicle body. CONTENT OF THE INVENTION

[0005] The present application provides a stabilizer bar assembly and a vehicle to solve the technical problem that the moment is lost in the transmission process when transmitted through the long stabilizer bar in the related art, thereby weakening the inhibitory strength of the stabilizer bar on the side leaning of the vehicle body.

[0006] In a first aspect, the present application provides a stabilizer bar assembly, comprising:

[0007] a rod body, two ends of the rod body being used to be rotatably connected with a suspension system of a vehicle;

[0008] at least one first support, the rod body being arranged through and rotatably connected on the first support, and the first support being used to support a chassis structure of the vehicle;

[0009] at least one second support, the second support being arranged at a middle part of the rod body, and the second support being used to support the chassis structure.

[0010] In some embodiments, the rod body comprises a mounting part and a connecting part, the connecting part being arranged at both ends of the mounting part, at least one first support being arranged on the connecting part, and the second support being arranged at a middle part of the mounting part.

[0011] In some embodiments, the mounting portion includes a first mounting section and a second mounting section, with the second mounting section disposed at both ends of the first mounting section, the second mounting section located on the same side of the first mounting section, the connecting portion correspondingly disposed on the second mounting section, and the second support member disposed in the middle of the first mounting section.

[0012] In some embodiments, two second mounting segments are symmetrically arranged at both ends of the first mounting segment.

[0013] In some embodiments, the spacing between the two second mounting segments gradually decreases toward the first mounting segment.

[0014] In some embodiments, the connecting portion includes a first connecting segment and a second connecting segment, one end of the first connecting segment is connected to one end of the second mounting segment, the other end of the first connecting segment is connected to one end of the second connecting segment, the second connecting segment is used for rotatable connection with the suspension system, and at least one first support member is provided on the first connecting segment.

[0015] In some embodiments, the first mounting segment is disposed parallel to the first connecting segment, and the second connecting segment is disposed perpendicular to the first connecting segment.

[0016] In some embodiments, the second connecting segment and the second mounting segment are disposed on the same side of the first connecting segment.

[0017] In some embodiments, the first support member is one of a connecting rod, a bushing, and a spring, and / or the second support member is one of a connecting rod, a bushing, and a spring.

[0018] Secondly, embodiments of this application provide a vehicle, including a vehicle body and a stabilizer bar assembly disposed on the vehicle body.

[0019] This application provides a stabilizer bar assembly and a vehicle. The stabilizer bar assembly, by employing a first support member and a second support member, effectively supports the various positions of the stabilizer bar to the vehicle's chassis structure. When the vehicle drives over a speed bump, a vertical impact force is generated, causing the wheels and body to bounce. The connection between the stabilizer bar and the chassis structure through the first and second support members provides additional support and a torque transmission path, allowing the stabilizer bar to distribute this impact force multiple times into the chassis structure, reducing torque loss during transmission. This reduces excessive compression or extension of the suspension system, lowers the body bounce, helps maintain vehicle stability, reduces vibration caused by uneven road surfaces, and improves ride comfort. When the vehicle enters a curve or passes over an uneven surface... When the vehicle is on a road surface, due to centrifugal force, the vehicle body tends to tilt outwards towards the outside of the curve, i.e., body roll. At this time, the outer suspension is compressed and the inner suspension is stretched, which can transfer the compressive force of the outer suspension to the inner suspension, and at the same time transfer the tensile force of the inner suspension to the outer suspension. This force transmission causes the rod to twist. Because the rod is supported by the first and second support members to the chassis structure, the rod can rotate within the first support member. When the rod rotates, it can pull the second support member, providing additional support and torque transmission path for the rod. Thus, when the rod twists, the chassis structure can provide the opposite torque to the body roll, thereby effectively offsetting part of the roll torque, enhancing the rod's ability to suppress body roll, reducing the body roll amplitude, and improving the vehicle's handling performance and safety. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 A structural schematic diagram of the stabilizer bar assembly in its assembled state provided in this application;

[0022] Figure 2 Structural diagram of the stabilizer bar assembly provided in this application Figure 1 ;

[0023] Figure 3 Structural diagram of the stabilizer bar assembly provided in this application Figure 2 .

[0024] Explanation of reference numerals in the attached figures:

[0025] 100. Rod; 110. Connecting rod;

[0026] 120. Installation section; 121. First installation section; 122. Second installation section;

[0027] 130. Connecting part; 131. First connecting section; 132. Second connecting section;

[0028] 200. First support component;

[0029] 300. Second support component;

[0030] 400. Suspension system.

[0031] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0033] In the relevant technology, one end of the stabilizer bar is movably connected to the left suspension of the suspension system, and the other end of the stabilizer bar is rotatably connected to the right suspension of the suspension system. When the vehicle turns right, the right suspension is compressed and the left suspension is stretched. The two ends of the stabilizer bar are subjected to uneven forces, which causes torsion. This makes the stabilizer bar generate a force opposite to the direction of vehicle body roll, thereby preventing vehicle body roll.

[0034] However, when the vehicle turns, due to the long length of the stabilizer bar, the torsional torque can only be transmitted from one end of the stabilizer bar to the other when it is transmitted through the long stabilizer bar. This will cause some torque loss during the transmission process, thereby weakening the stabilizer bar's ability to suppress body roll.

[0035] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0036] Combination Figures 1 to 3 This application provides a stabilizer bar assembly, including:

[0037] The rod 100 has two ends for rotatable connection with the vehicle's suspension system 400;

[0038] At least one first support member 200, through which the rod 100 passes and is rotatably connected, the first support member 200 being used to support the chassis structure of the vehicle;

[0039] At least one second support member 300 is disposed at the middle of the rod 100 and is used to support the chassis structure.

[0040] In this embodiment, the two ends of the rod 100 are rotatably connected to the suspension system 400 through the connecting rod 110. The two ends of the connecting rod 110 are provided with ball joint structures, and the connecting rod 110 is rotatably connected to the end of the rod 100 and the suspension system 400 through the ball joint structures.

[0041] In this application, by employing the first support member 200 and the second support member 300, the various positions of the rod 100 can be effectively supported to the vehicle's chassis structure. When the vehicle drives over a speed bump, a vertical impact force is generated, causing the wheels and body to bounce. The connection between the rod 100 and the chassis structure through the first support member 200 and the second support member 300 provides the rod 100 with additional support and a torque transmission path. This allows the rod 100 to distribute this impact force multiple times into the chassis structure, reducing torque loss during transmission. This reduces excessive compression or extension of the suspension system 400, lowers the body bounce, helps maintain vehicle stability, reduces vibration caused by uneven road surfaces, and improves ride comfort. When the vehicle enters a curve or passes over an uneven road surface, due to the centrifugal force... The vehicle body tends to lean outwards towards the outside of the curve, i.e., body roll. At this time, the outer suspension is compressed and the inner suspension is stretched, which can transfer the compressive force of the outer suspension to the inner suspension, and at the same time transfer the tensile force of the inner suspension to the outer suspension. This force transmission causes the link 100 to twist. Because the link 100 is supported by the chassis structure through the first support member 200 and the second support member 300, the link 100 can rotate within the first support member 200. When the link 100 rotates, it can pull the second support member 300, providing additional support and torque transmission path for the link 100. Thus, when the link 100 twists, the chassis structure can provide an opposite torque to the body roll, thereby effectively offsetting part of the roll torque, enhancing the restraining strength of the link 100 on the body, reducing the body roll amplitude, and improving the vehicle's handling performance and safety.

[0042] Combination Figures 1 to 3 The rod body 100 includes a mounting part 120 and a connecting part 130. The mounting part 120 is provided with connecting parts 130 at both ends. At least one first support member 200 is provided on each connecting part 130. A second support member 300 is provided in the middle of the mounting part 120.

[0043] In this embodiment, there is one mounting part 120 and two connecting parts 130. The two connecting parts 130 are respectively located at both ends of the mounting part 120. There are four first support members 200, two of which are located on one of the connecting parts 130 and the other two are located on the other connecting part 130.

[0044] In this application, by adopting the mounting part 120 and the connecting part 130, and by providing two first support members 200 on each of the two connecting parts 130, the second support members 300 on the mounting part 120 cooperate with the first support members 200 on the two connecting parts 130 to drive the rod 100 to generate five connection points with the chassis structure of the vehicle. This further provides additional support and torque transmission path for the rod 100, enabling the rod 100 to distribute the impact force generated by the vehicle when passing through speed bumps and turning to the chassis structure multiple times, reducing torque loss during transmission, thereby reducing excessive compression or extension of the suspension system 400, helping to maintain vehicle stability, and improving vehicle handling performance and safety.

[0045] Combination Figures 1 to 3 The mounting part 120 includes a first mounting section 121 and a second mounting section 122. The second mounting section 122 is provided at both ends of the first mounting section 121. The second mounting section 122 is located on the same side of the first mounting section 121. The connecting part 130 is correspondingly provided on the second mounting section 122. The second support member 300 is provided in the middle of the first mounting section 121.

[0046] In this embodiment, there is one first mounting segment 121 and two second mounting segments 122, which are respectively located at both ends of the first mounting segment 121.

[0047] In this application, when the vehicle tilts during a turn, causing the rod 100 to rotate, the second mounting section 122 is located on the same side as the first mounting section 121. The second mounting section 122 and the first mounting section 121 can rotate around the connecting axis between the connecting part 130 and the suspension system 400. This allows the first mounting section 121 to pull the second support member 300, thereby actively causing the second support member 300 to stretch or compress. Compared to the method where the entire rod 100 rotates in place along the same straight line, this application interweaves the first mounting section 121 and the connecting part 130, providing better support strength for the rotation of the connecting part 130 during vehicle cornering. This allows the chassis structure to provide a better opposing torque for the vehicle body tilt when the rod 100 twists, effectively offsetting some of the tilt torque, further enhancing the rod 100's ability to suppress vehicle body tilt, reducing the vehicle's tilt amplitude, and improving the vehicle's handling performance and safety.

[0048] Combination Figures 1 to 3 Two second mounting sections 122 are symmetrically arranged at both ends of the first mounting section 121.

[0049] In this application, by symmetrically arranging the two second mounting sections 122, it is easier to manufacture the entire rod 100. The symmetrically arranged two second mounting sections 122 can evenly transmit lateral forces to the left and right sides of the vehicle, reducing the vehicle's roll during high-speed driving or emergency steering, and improving driving stability and safety. The symmetrically arranged two second mounting sections 122 can make the rod 100 more evenly stressed during operation, reducing the problem of excessive local stress, thereby improving the fatigue life of the stabilizer bar.

[0050] Combination Figures 1 to 3 The spacing between the two second mounting sections 122 gradually decreases toward the first mounting section 121.

[0051] In this embodiment, the first mounting segment 121 and the two second mounting segments 122 are arranged in a "U" shape; in other embodiments, the first mounting segment 121 and the two second mounting segments 122 may also be arranged in a "V" shape.

[0052] In this application, by gradually reducing the distance between the two second mounting sections 122, the overall strength of the first mounting section 121 and the second mounting section 122 is improved; and the first mounting section 121 and the second mounting section 122 can cooperate to distribute the lateral tilt force of the vehicle body to the front or rear side of the chassis structure, preventing the second support member 300 and multiple first support members 200 from being located on the same straight line and causing damage to the chassis structure, so that different positions of the chassis structure can provide support to different positions of the rod 100, thereby further reducing the lateral tilt of the vehicle when driving at high speed or making emergency turns, and improving driving stability and safety.

[0053] In other embodiments, a reinforcing rod may be provided between the first mounting section 121 and the second mounting section 122 to improve the connection strength between the first mounting section 121 and the second mounting section 122.

[0054] Combination Figures 1 to 3 The connecting part 130 includes a first connecting section 131 and a second connecting section 132. One end of the first connecting section 131 is connected to one end of the second mounting section 122, and the other end of the first connecting section 131 is connected to one end of the second connecting section 132. The second connecting section 132 is used for rotatable connection with the suspension system 400. At least one first support member 200 is provided on the first connecting section 131.

[0055] Combination Figures 1 to 3 The first mounting section 121 is set parallel to the first connecting section 131, and the second connecting section 132 is set perpendicular to the first connecting section 131.

[0056] In this embodiment, there is one first connecting segment 131 and one second connecting segment 132. The first connecting segment 131 and the second connecting segment 132 are arranged in an "L" shape and are symmetrically arranged on both sides of the mounting part 120. Two of the four first support members 200 are arranged on the first connecting segment 131 on one side and the other two first support members 200 are arranged on the first connecting segment 131 on the other side. The first support members 200 are located near the second connecting segment 132.

[0057] In this application, when the vehicle tilts during a turn, causing the rod 100 to rotate, because the first mounting section 121 is parallel to the first connecting section 131 and the second connecting section 132 is perpendicular to the first connecting section 131, and the second connecting section 132 is rotatably connected to the suspension system 400, the first connecting section 131 can rotate about the connecting axis between the second connecting section 132 and the suspension system 400. This allows the first connecting section 131 to pull the first support member 200, thereby causing the first connecting section 131 to actively drive the first support member 200 to stretch or compress. Compared to the method where the entire rod 100 rotates in place along the same straight line, this application makes the first connecting section 131 and the second connecting section 132 perpendicular, which can provide better support for the rotation of the connecting part 130 when the vehicle is turning. The support strength allows the chassis structure to provide a better counteracting moment against vehicle roll when the rod 100 is torsional, effectively offsetting part of the roll moment and further enhancing the rod 100's ability to suppress vehicle roll, reducing the roll amplitude, and improving vehicle handling and safety. Furthermore, the first connecting section 131 and the second mounting section 122 can distribute the vehicle roll force to the front and rear sides of the chassis structure, preventing the second support member 300 and multiple first support members 200 from damaging the chassis structure due to their alignment with the connecting rod 110. This allows different positions of the chassis structure to provide support to different positions of the rod 100, further reducing vehicle roll during high-speed driving or emergency cornering, and improving driving stability and safety.

[0058] Combination Figures 1 to 3 The second connecting section 132 and the second mounting section 122 are located on the same side of the first connecting section 131.

[0059] In this application, by setting the second connecting section 132 and the second mounting section 122 on the same side, the first connecting section 131, the first mounting section 121 and the second mounting section 122 can be accommodated between the two second connecting sections 132, reducing the overall space occupied by the mounting part 120 and the connecting part 130, and preventing the rod 100 from affecting other components on the chassis structure when rotating.

[0060] CombinationFigures 1 to 3 The first support member 200 is one of a connecting rod, a bushing, and a spring, and / or the second support member 300 is one of a connecting rod, a bushing, and a spring.

[0061] In this embodiment, the first support member 200 is a bushing, and the second support member 300 is a spring; the specific connection method of the connecting rod, bushing and spring is prior art and will not be described in detail here.

[0062] In this application, the rod 100 is connected to the chassis structure via a connecting rod, which can effectively transmit torque and enhance the vehicle's handling stability and ride comfort. The connecting rod, as the connecting part 130 between the rod 100 and the chassis structure, can transmit the torsional torque of the rod 100 to the chassis structure, reducing torque loss during transmission. This connection method allows the rod 100 to better suppress body roll when the vehicle is turning, improving the vehicle's handling performance and safety. In addition, the connecting rod connection can also reduce vehicle vibration and noise during driving, improving ride comfort.

[0063] The rod 100 is connected to the chassis structure via bushings, providing good cushioning and vibration isolation, reducing vehicle vibration and noise. The bushings, as flexible connecting parts 130 between the rod 100 and the chassis structure, can absorb and mitigate the impact and vibration transmitted to the frame caused by wheel bounce due to uneven road surfaces during driving. This connection method not only reduces vehicle vibration and noise and improves ride comfort, but also protects the suspension system 400 and extends its service life. In addition, the bushing connection can also provide a certain degree of support and cushioning, enhancing the anti-roll performance of the rod 100.

[0064] The rod 100 is connected to the chassis structure via a spring, providing additional support and enhancing the vehicle's driving stability and handling performance. The spring, as the connecting part 130 between the rod 100 and the chassis structure, provides elastic support, ensuring the rod 100 maintains a good working condition during vehicle operation. This connection method effectively reduces vibration and noise during driving, improving ride comfort. Furthermore, the spring connection enhances the anti-roll performance of the rod 100, making the vehicle more stable during cornering and improving handling performance and safety.

[0065] This application also provides a vehicle, including a vehicle body and a stabilizer bar assembly of any of the above embodiments disposed on the vehicle body.

[0066] The specific structure of the stabilizer bar assembly has been described in detail in the above embodiments, and will not be repeated here.

[0067] The vehicle provided in this application embodiment, by setting a stabilizer bar assembly, generates a vertical impact force when the vehicle drives over a speed bump, causing the wheels and body to bounce. The first connecting section 131 is connected to the chassis structure through a bushing, and the second mounting part 120 is connected to the chassis structure through a spring, providing additional support and torque transmission path for the rod 100. This allows the rod 100 to distribute this impact force multiple times into the chassis structure, reducing torque loss during transmission, thereby reducing excessive compression or extension of the suspension system 400, reducing the body bounce amplitude, helping to maintain vehicle stability, reducing vibration caused by uneven road surfaces, and improving ride comfort. When the vehicle enters a curve or passes over an uneven road surface, due to centrifugal force, the body will tend to tilt outwards from the curve, i.e., roll. At this time, the outer suspension is compressed and the inner suspension is stretched, enabling... The compression force of the outer suspension is transmitted to the inner suspension, while the tension force of the inner suspension is transmitted to the outer suspension. This force transmission causes the rod 100 to twist, which in turn causes the second connecting section 132 to drive the first connecting section 131 to pull the first support member 200. This causes the first connecting section 131 to actively drive the first support member 200 to stretch or compress. The second mounting section 122 can drive the first mounting section 121 to pull the second support member 300, which in turn causes the first mounting section 121 to actively drive the second support member 300 to stretch or compress. This provides the rod 100 with additional support and torque transmission path, so that when the rod 100 twists, the chassis structure can provide an opposite torque to the body roll, thereby effectively offsetting part of the roll torque, enhancing the rod 100's ability to suppress body roll, reducing the body roll amplitude, and improving the vehicle's handling performance and safety.

[0068] Finally, it should be noted that other embodiments of this utility model will readily occur to those skilled in the art upon consideration of the specification and practice of the utility model disclosed herein. This utility model is intended to cover any variations, uses, or adaptations of this utility model that follow the general principles of this utility model and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this utility model is limited only by the appended claims.

Claims

1. A stabilizer bar assembly characterized by, The stabilizer bar assembly comprises: a rod body (100), two ends of which are used to be rotationally connected with a suspension system (400) of a vehicle; at least one first support member (200), through which the rod body (100) is rotationally connected, the first support member (200) being used to support a chassis structure of the vehicle; at least one second support member (300), which is arranged at a middle portion of the rod body (100) and is used to support the chassis structure.

2. The stabilizer bar assembly of claim 1, wherein, The rod body (100) comprises a mounting portion (120) and a connecting portion (130), both ends of the mounting portion (120) are provided with the connecting portion (130), at least one first support member (200) is arranged on the connecting portion (130), and the second support member (300) is arranged at a middle portion of the mounting portion (120).

3. The stabilizer bar assembly of claim 2, wherein, The mounting portion (120) comprises a first mounting segment (121) and a second mounting segment (122), both ends of the first mounting segment (121) are provided with the second mounting segment (122), the second mounting segment (122) is arranged on the same side of the first mounting segment (121), the connecting portion (130) is correspondingly arranged on the second mounting segment (122), and the second support member (300) is arranged at a middle portion of the first mounting segment (121).

4. The stabilizer bar assembly of claim 3, wherein, The two second mounting segments (122) are symmetrically arranged at both ends of the first mounting segment (121).

5. The stabilizer bar assembly of claim 3, wherein, The interval between the two second mounting segments (122) gradually decreases towards the direction close to the first mounting segment (121).

6. The stabilizer bar assembly of any of claims 3-5, wherein, The connecting portion (130) comprises a first connecting segment (131) and a second connecting segment (132), one end of the first connecting segment (131) is connected with one end of the second mounting segment (122), the other end of the first connecting segment (131) is connected with one end of the second connecting segment (132), the second connecting segment (132) is used to be rotationally connected with the suspension system (400), and at least one first support member (200) is arranged on the first connecting segment (131).

7. The stabilizer bar assembly of claim 6, wherein, The first mounting segment (121) is arranged in parallel with the first connecting segment (131), and the second connecting segment (132) is arranged in perpendicular to the first connecting segment (131).

8. The stabilizer bar assembly of claim 6, wherein, The second connecting segment (132) and the second mounting segment (122) are arranged on the same side of the first connecting segment (131).

9. The stabilizer bar assembly of any of claims 3-5, wherein, The first support member (200) is one of a connecting rod, a bushing and a spring, and / or the second support member (300) is one of a connecting rod, a bushing and a spring.

10. A vehicle characterized by comprising: The stabilizer bar assembly is arranged on a vehicle body.

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