Vehicle stabilizing system and vehicle

Abstract

The utility model relates to the technical field of vehicle production and manufacturing, in particular to a vehicle stabilizing system and a vehicle. The first stabilizer bar assembly comprises a first stabilizer bar, a first control cylinder and a first connecting rod, the first stabilizer bar is used for being connected with a vehicle front axle, one side of the first stabilizer bar is connected with the first control cylinder, the other side of the first stabilizer bar is connected with the first connecting rod, and the side, away from the first stabilizer bar, of the first control cylinder is used for being connected with a frame. The second stabilizer bar assembly comprises a second stabilizer bar, a second control cylinder and a second connecting rod, the second stabilizer bar is used for being connected with the vehicle rear axle, one side of the second stabilizer bar is connected with the second control cylinder, the other side of the second stabilizer bar is connected with the second connecting rod, and the side, away from the second stabilizer bar, of the second control cylinder is used for being connected with the frame. The control device is connected with the first control cylinder and the second control cylinder and can adjust the damping force of the first control cylinder and the damping force of the second control cylinder by controlling the oil pressure, and therefore the supporting rigidity of the first stabilizer bar assembly and the supporting rigidity of the second stabilizer bar assembly are adjusted.

Description

Technical Field

[0001] This application relates to the technical field of vehicle production and manufacturing, specifically to a vehicle stability system and a vehicle. Background Technology

[0002] In current technology, vehicles primarily rely on the roll torsional stiffness of the front / rear stabilizer bars to provide roll restoring torque and maintain lateral stability during roll conditions. When the chassis tuning results in a large stabilizer bar roll stiffness, the vehicle's handling is biased towards handling; conversely, a smaller roll stiffness leans towards comfort. Such chassis tuning results in either a handling-oriented or comfort-oriented vehicle style, which becomes fixed during vehicle use and difficult to adjust. Utility Model Content

[0003] The purpose of this application is to provide a vehicle stability system and a vehicle.

[0004] This application provides a vehicle stability system, comprising: a first stabilizer bar assembly, the first stabilizer bar assembly including a first stabilizer bar, a first control cylinder, and a first link, the first stabilizer bar being connected to the front axle of the vehicle, one side of the first stabilizer bar being connected to the first control cylinder, the other side of the first stabilizer bar being connected to the first link, and the side of the first control cylinder away from the first stabilizer bar being connected to the vehicle frame; a second stabilizer bar assembly, the second stabilizer bar assembly including a second stabilizer bar, a second control cylinder, and a second link, the second stabilizer bar being connected to the rear axle of the vehicle, one side of the second stabilizer bar being connected to the second control cylinder, the other side of the second stabilizer bar being connected to the second link, and the side of the second control cylinder away from the second stabilizer bar being connected to the vehicle frame, the second link and the first link being located on opposite sides in a first direction, and the second control cylinder and the first control cylinder being located on opposite sides in the first direction; and a control device, the control device being connected to the first control cylinder and the second control cylinder respectively.

[0005] In one exemplary embodiment of this application, the control device includes a central controller and a piping assembly, wherein the central controller is connected to the first control cylinder and the second control cylinder through the piping assembly.

[0006] In one exemplary embodiment of this application, the first control cylinder forms two first flow orifices, the pipe assembly includes two first pipes, the central controller forms two first control orifices, and each first pipe is connected to one first flow orifice and one first control orifice respectively; and / or, the second control cylinder forms two second flow orifices, the pipe assembly includes two second pipes, the central controller forms two second control orifices, and each second pipe is connected to one second flow orifice and one second control orifice respectively.

[0007] In one exemplary embodiment of this application, the vehicle stability system includes a first connecting bracket, a first connecting hole is formed on one side of the first stabilizer bar, the first control cylinder includes a first connecting portion and a second connecting portion disposed at both ends, the first connecting portion protrudes to form a first pin structure, the first pin structure is inserted into the first connecting hole, and the second connecting portion is connected to the first connecting bracket.

[0008] In one exemplary embodiment of this application, the vehicle stability system includes a second connecting bracket, a second connecting hole is formed on one side of the second stabilizer bar, the second control cylinder includes a third connecting portion and a fourth connecting portion disposed at both ends, the third connecting portion protrudes to form a second pin structure, the second pin structure is inserted into the second connecting hole, and the fourth connecting portion is connected to the second connecting bracket.

[0009] In one exemplary embodiment of this application, the vehicle stability system includes a third connecting bracket, a third connecting hole is formed on the other side of the first stabilizer bar, the first link includes a first link body, a first ball head and a second ball head, the first ball head and the second ball head are located at both ends of the first link body, the first ball head is inserted into the third connecting hole, and the second ball head is connected to the third connecting bracket.

[0010] In one exemplary embodiment of this application, the vehicle stability system includes a fourth connecting bracket, a fourth connecting hole is formed on the other side of the second stabilizer bar, the second link includes a second link body, a third ball head and a fourth ball head, the third ball head and the fourth ball head are located at both ends of the second link body, the third ball head is inserted into the fourth connecting hole, and the fourth ball head is connected to the fourth connecting bracket.

[0011] In one exemplary embodiment of this application, the vehicle stability system further includes at least one first mounting bushing and at least one second mounting bushing; the first mounting bushing forms a first snap-fit ​​hole and a first locking hole, the first stabilizer bar snaps into the first snap-fit ​​hole, and the first locking hole is used to connect to the vehicle frame; the second mounting bushing forms a second snap-fit ​​hole and a second locking hole, the second stabilizer bar snaps into the second snap-fit ​​hole, and the second locking hole is used to connect to the vehicle frame.

[0012] In one exemplary embodiment of this application, the vehicle stability system includes a first connecting bracket, a second connecting bracket, a third connecting bracket, and a fourth connecting bracket. The first connecting bracket includes a first snap-fit ​​portion and a first connecting seat disposed opposite to each other. The first connecting seat is connected to the first control cylinder, and the first snap-fit ​​portion is used to snap onto the vehicle frame. The third connecting bracket includes a second snap-fit ​​portion and a second connecting seat disposed opposite to each other. The second connecting seat is connected to the first connecting rod, and the second snap-fit ​​portion is used to snap onto the vehicle frame. The second connecting bracket includes a first fixing seat and a first mounting seat. The first fixing seat is used to connect to the vehicle frame, and the first mounting seat protrudes to a side opposite to the vehicle frame. The first fixing seat is connected to the second control cylinder. The fourth connecting bracket includes a second fixing seat and a second mounting seat. The second fixing seat is used to connect to the vehicle frame, and the second mounting seat protrudes to a side opposite to the vehicle frame. The second mounting seat is connected to the second connecting rod.

[0013] This application also provides a vehicle including the aforementioned vehicle stability system.

[0014] This application discloses a vehicle stability system and vehicle, which have the following advantages: A first stabilizer bar assembly includes a first stabilizer bar, a first control cylinder, and a first link. The first stabilizer bar connects to the front axle of the vehicle. One side of the first stabilizer bar is connected to the first control cylinder, and the other side is connected to the first link. The side of the first control cylinder away from the first stabilizer bar connects to the vehicle frame. Changing the damping of the first control cylinder alters the roll and torsional stiffness of the front axle, thereby changing the vehicle's chassis characteristics. A second stabilizer bar assembly includes a second stabilizer bar, a second control cylinder, and a second link. The second stabilizer bar connects to the rear axle of the vehicle. One side of the second stabilizer bar connects to the second control cylinder, and the other side is connected to the second link. The side of the second control cylinder away from the second stabilizer bar connects to the vehicle frame. Changing the damping of the first control cylinder alters the roll and torsional stiffness of the front axle, thereby changing the vehicle's chassis characteristics. A control device is connected to both the first and second control cylinders. The control device adjusts the damping force of the first and second control cylinders by controlling the hydraulic pressure, thereby adjusting the support stiffness of the first and second stabilizer bar assemblies. Therefore, the second link and the first link are located on opposite sides in the first direction, and the second control cylinder and the first control cylinder are located on opposite sides in the first direction. By simultaneously applying roll torsional stiffness to the front axle and the rear axle of the vehicle diagonally in the first direction, the chassis style can be better controlled and adjusted. During vehicle use, it can be adjusted according to road conditions, so that the vehicle can achieve optimal handling and stability.

[0015] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] 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. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 This is a schematic diagram of the vehicle stability system and frame in an embodiment of this utility model;

[0019] Figure 2 This is a schematic diagram of the vehicle stability system in an embodiment of this utility model;

[0020] Figure 3 This is a schematic diagram of the control device in an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of the structure of the first control cylinder in an embodiment of this utility model;

[0022] Figure 5 This is a schematic diagram of the structure of the second control cylinder in an embodiment of this utility model;

[0023] Figure 6 This is a schematic diagram of the structure of the first stabilizer bar assembly in an embodiment of this utility model;

[0024] Figure 7 This is a schematic diagram of the structure of the first stabilizer bar in an embodiment of this utility model;

[0025] Figure 8 This is a schematic diagram of the structure of the second stabilizer bar assembly in an embodiment of this utility model;

[0026] Figure 9 This is a schematic diagram of the structure of the second stabilizer bar in an embodiment of this utility model;

[0027] Figure 10 This is a schematic diagram of the structure of the first connecting rod in an embodiment of this utility model;

[0028] Figure 11 This is a schematic diagram of the structure of the second connecting rod in an embodiment of this utility model;

[0029] Figure 12 yes Figure 7 Enlarged view of point A in the middle;

[0030] Figure 13 yes Figure 9 Enlarged diagram of point B in the middle.

[0031] Explanation of reference numerals in the attached figures:

[0032] 1. Chassis; 10. First stabilizer bar assembly; 11. First stabilizer bar; 111. First connecting hole; 112. Third connecting hole; 12. First control cylinder; 121. First flow hole; 122. First connecting part; 123. Second connecting part; 124. First pin structure; 13. First connecting rod; 131. First connecting rod body; 132. First ball joint; 133. Second ball joint; 20. Second stabilizer bar assembly; 21. Second stabilizer bar; 211. Second connecting hole; 212. Fourth connecting hole; 22. Second control cylinder; 221. Second flow hole; 222. Third connecting part; 223. Fourth connecting part; 224. Second pin structure; 23. Second connecting rod; 231. Second connecting rod body; 232. Third ball joint; 233. Fourth ball joint 30. Head; 31. Control device; 32. Central controller; 33. First control hole; 34. Second control hole; 35. Pipe assembly; 36. First pipe; 37. Second pipe; 48. First connecting bracket; 49. First snap-fit ​​part; 40. First connecting seat; 41. Second connecting bracket; 42. First fixing seat; 42. First mounting seat; 43. Third connecting bracket; 44. Second snap-fit ​​part; 45. Second connecting seat; 46. Fourth connecting bracket; 47. Second fixing seat; 48. Second mounting seat; 59. First mounting bushing; 50. First snap-fit ​​hole; 51. First locking hole; 52. Second mounting bushing; 52. Second snap-fit ​​hole; 52. Second locking hole; X1. First direction. Detailed Implementation

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0034] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0035] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0036] In current technology, vehicles primarily rely on the roll torsional stiffness of the front / rear stabilizer bars to provide roll restoring torque and maintain lateral stability during roll conditions. When the chassis tuning results in a large stabilizer bar roll stiffness, the vehicle's handling is biased towards handling; conversely, a smaller roll stiffness leans towards comfort. Such chassis tuning results in either a handling-oriented or comfort-oriented vehicle style, which becomes fixed during vehicle use and difficult to adjust.

[0037] To solve the above technical problems, refer to Figure 1 and Figure 2As shown, this application provides a vehicle stability system, which includes a first stabilizer bar assembly 10, a second stabilizer bar assembly 20, and a control device 30. The first stabilizer bar assembly 10 includes a first stabilizer bar 11, a first control cylinder 12, and a first connecting rod 13. The first stabilizer bar 11 is used to connect to the front axle of the vehicle. One side of the first stabilizer bar 11 is connected to the first control cylinder 12, and the other side of the first stabilizer bar 11 is connected to the first connecting rod 13. The side of the first control cylinder 12 away from the first stabilizer bar 11 is used to connect to the vehicle frame 1. The second stabilizer bar assembly 20 includes a second stabilizer bar assembly 20, a second stabilizer bar assembly 20, and a second stabilizer bar assembly 20. The system comprises a stabilizer bar 21, a second control cylinder 22, and a second connecting rod 23. The second stabilizer bar 21 is used to connect to the rear axle of the vehicle. One side of the second stabilizer bar 21 is connected to the second control cylinder 22, and the other side of the second stabilizer bar 21 is connected to the second connecting rod 23. The side of the second control cylinder 22 away from the second stabilizer bar 21 is used to connect to the vehicle frame 1. The second connecting rod 23 and the first connecting rod 13 are located on opposite sides in the first direction X1. The second control cylinder 22 and the first control cylinder 12 are also located on opposite sides in the first direction X1. A control device 30 is connected to the first control cylinder 12 and the second control cylinder 22, respectively. The first stabilizer bar assembly 10 includes a first stabilizer bar 11, a first control cylinder 12, and a first connecting rod 13. The first stabilizer bar 11 is used to connect to the front axle of the vehicle. One side of the first stabilizer bar 11 is connected to the first control cylinder 12, and the other side of the first stabilizer bar 11 is connected to the first connecting rod 13. The side of the first control cylinder 12 away from the first stabilizer bar 11 is used to connect to the vehicle frame 1. By changing the damping of the first control cylinder 12, the roll and torsional stiffness of the front axle of the vehicle can be changed, thereby changing the chassis style of the vehicle. The second stabilizer bar assembly 20 includes a second stabilizer bar 21, a second control cylinder 22, and a second link 23. The first stabilizer bar 11 connects to the rear axle of the vehicle. One side of the second stabilizer bar 21 is connected to the second control cylinder 22, and the other side is connected to the second link 23. The side of the second control cylinder 22 away from the second stabilizer bar 21 connects to the vehicle frame 1. The roll and torsional stiffness of the front axle can be altered by changing the damping of the first control cylinder 12, thereby changing the vehicle's chassis characteristics. A control device 30 is connected to both the first and second control cylinders 12 and 22. The control device 30 adjusts the damping force of the first and second control cylinders 12 and 22 by controlling the hydraulic pressure, thereby adjusting the support stiffness of the first stabilizer bar assembly 10 and the second stabilizer bar assembly 20. Therefore, the second link 23 and the first link 13 are located on opposite sides in the first direction X1, and the second control cylinder 22 and the first control cylinder 12 are located on opposite sides in the first direction X1. By simultaneously adjusting the roll torsional stiffness of the front axle and the rear axle of the vehicle in the diagonal direction X1, the chassis style can be better controlled and adjusted. During vehicle use, it can be adjusted according to road conditions, so that the vehicle can achieve optimal handling and stability.

[0038] In some embodiments, the first direction X1 and the extension direction of the axle are the same. When the vehicle is moving, if the direction of travel of the vehicle is defined as the forward and backward direction, then the first direction X1 and the direction of the axle are the left and right directions. The axle includes the front axle and the rear axle of the vehicle.

[0039] In some embodiments, refer to Figure 2 As shown, the control device 30 includes a central controller 31 and a piping assembly 32. The central controller 31 is connected to the first control cylinder 12 and the second control cylinder 22 through the piping assembly 32. The central controller 31 may include a chip processor, a hydraulic adjustment device, etc. The chip processor may be integrated into the vehicle system and can collect road signals and real-time parameters of various vehicle components through the vehicle system. After processing the road signals and real-time parameters of various vehicle components, the adjustment parameters are transmitted to the hydraulic adjustment device, which then delivers different hydraulic pressures to drive the first control cylinder 12 and the second control cylinder 22.

[0040] In some embodiments, refer to Figures 3 to 5 As shown, the first control cylinder 12 forms two first flow holes 121, the pipe assembly 32 includes two first pipes 321, and the central controller 31 forms two first control holes 311. Each first pipe 321 is connected to a first flow hole 121 and a first control hole 311, respectively. One of the two first flow holes 121 is a pressure relief hole formed in the pressure relief zone of the first control cylinder 12, and the other of the two first flow holes 121 is a pressure-increasing hole formed in the pressure-increasing zone of the first control cylinder 12. One of the two first pipes 321 is a pressure relief pipe, and the other of the two first pipes 321 is a pressure-increasing pipe. One of the two first control holes 311 is a pressure relief control hole, and the other of the two first control holes 311 is a pressure-increasing control hole. The pressure-increasing pipe connects the pressure relief hole and the pressure relief control hole, and the pressure-increasing pipe connects the pressure-increasing hole and the pressure-increasing control hole, so as to realize the pressure relief control and pressure-increasing control of the first control cylinder 12 by the control device 30, thereby adjusting the support stiffness of the first control cylinder 12.

[0041] In some embodiments, refer to Figures 3 to 5As shown, the second control cylinder 22 forms two second flow holes 221, the pipe assembly 32 includes two second pipes 322, and the central controller 31 forms two second control holes 312. Each second pipe 322 is connected to a second flow hole 221 and a second control hole 312, respectively. One of the two second flow holes 221 is a pressure relief hole formed in the pressure relief zone of the first control cylinder 12, and the other of the two second flow holes 221 is a pressure-increasing hole formed in the pressure-increasing zone of the second control cylinder 22. One of the two second pipes 322 is a pressure relief pipe, and the other of the two second pipes 322 is a pressure-increasing pipe. One of the two second control holes 312 is a pressure relief control hole, and the other of the two second control holes 312 is a pressure-increasing control hole. The pressure-increasing pipe connects the pressure relief hole and the pressure relief control hole, and the pressure-increasing pipe connects the pressure-increasing hole and the pressure-increasing control hole, so as to realize the pressure relief control and pressure-increasing control of the second control cylinder 22 by the control device 30, thereby adjusting the support stiffness of the second control cylinder 22.

[0042] In some embodiments, refer to Figures 3 to 5 As shown, two first flow orifices 121 and two second flow orifices 221 are simultaneously formed on the central controller 31, and the hydraulic pressure of different flow orifices is controlled by different valves. Specifically, one of the two first flow orifices 121 is a pressure relief orifice formed in the pressure relief zone of the first control cylinder 12, and the other of the two first flow orifices 121 is a pressure-increasing orifice formed in the pressure-increasing zone of the first control cylinder 12; one of the two first pipes 321 is a pressure relief pipe, and the other of the two first pipes 321 is a pressure-increasing pipe; one of the two first control orifices 311 is a pressure relief control orifice, and the other of the two first control orifices 311 is a pressure-increasing control orifice. One of the two second flow holes 221 is a pressure relief hole formed in the pressure relief zone of the first control cylinder 12, and the other of the two second flow holes 221 is a pressure-increasing hole formed in the pressure-increasing zone of the second control cylinder 22; one of the two second pipes 322 is a pressure relief pipe, and the other of the two second pipes 322 is a pressure-increasing pipe; one of the two second control holes 312 is a pressure relief control hole, and the other of the two second control holes 312 is a pressure-increasing control hole, wherein the pressure-increasing pipe connects the pressure relief hole and the pressure relief control hole, and the pressure-increasing pipe connects the pressure-increasing hole and the pressure-increasing control hole, so as to realize the pressure relief control and pressure-increasing control of the second control cylinder 22 by the control device 30, thereby adjusting the support stiffness of the second control cylinder 22 and the second control cylinder 22. The pressure-increasing pipe connects the pressure relief hole and the pressure relief control hole, and the pressure-increasing pipe connects the pressure-increasing hole and the pressure-increasing control hole, so as to realize the pressure relief control and pressure-increasing control of the first control cylinder 12 by the control device 30, thereby simultaneously adjusting the support stiffness of the first control cylinder 12 and the second control cylinder 22.

[0043] In some embodiments, refer to Figure 6 As shown, the vehicle stability system includes a first connecting bracket 41, as referenced. Figure 7 As shown, a first connecting hole 111 is formed on one side of the first stabilizer bar 11, which is then connected to... Figure 4 As shown, the first control cylinder 12 includes a first connecting portion 122 and a second connecting portion 123 at both ends. The first connecting portion 122 protrudes to form a first pin structure 124, which is inserted into a first connecting hole 111. The second connecting portion 123 is connected to a first connecting bracket 41. The first control cylinder 12 is a hydraulic cylinder, which includes a cylinder body and a piston rod. The first connecting portion 122 is located in the cylinder body, and the second connecting portion 123 is located in the piston rod. The first pin structure 124 formed by the first connecting portion 122 can be integrally formed or separately formed. When the first pin structure 124 is separately formed, it can also be fastened by a locking member. The first pin structure 124 and the first connecting hole 111 are rotatably connected. Rotation between them can absorb the displacement caused by vehicle vibration in the vertical and horizontal directions, thereby increasing the service life of the first stabilizer bar assembly 10.

[0044] In some embodiments, refer to Figure 8 As shown, the vehicle stability system includes a second connecting bracket 42, as referenced. Figure 9 As shown, a second connecting hole 211 is formed on one side of the second stabilizer bar 21, which is used in conjunction with... Figure 5 As shown, the second control cylinder 22 includes a third connecting portion 222 and a fourth connecting portion 223 located at both ends. The third connecting portion 222 protrudes to form a second pin structure 224, which is inserted into the second connecting hole 211. The fourth connecting portion 223 connects to the second connecting bracket 42. The second control cylinder 22 is also a hydraulic cylinder, including a cylinder body and a piston rod. The second connecting portion 123 is located in the cylinder body and the piston rod. The second pin structure 224 formed by the second connecting portion 123 can be integrally formed or separately formed. When the second pin structure 224 is separately formed, it can also be fastened by a locking member. The second pin structure 224 and the second connecting hole 211 are rotatably connected. Rotation between them can absorb the displacement caused by vehicle vibration in the vertical and horizontal directions, thereby increasing the service life of the second stabilizer bar assembly 20.

[0045] In some embodiments, refer to Figure 6 As shown, the vehicle stability system includes a third connecting bracket 43, as referenced. Figure 7 As shown, a third connecting hole 112 is formed on the other side of the first stabilizer bar 11, which is combined with... Figure 11As shown, the first connecting rod 13 includes a first connecting rod body 131, a first ball joint 132, and a second ball joint 133. The first ball joint 132 and the second ball joint 133 are located at both ends of the first connecting rod body 131. The first ball joint 132 is inserted into the third connecting hole 112, and the second ball joint 133 is connected to the third connecting bracket 43. The third connecting hole 112 and the first connecting hole 111 are located on opposite sides of the first stabilizer bar 11. The first connecting rod 13 is generally set along the vertical direction of the vehicle. Generally speaking, the first connecting rod 13 and the vertical direction of the vehicle have a certain angle to avoid breakage caused by vertical force on the first connecting rod 13. The first ball joint 132 is an elongated structure protruding towards the first stabilizer bar 11, and the second ball joint 133 is an elongated structure protruding towards the third connecting bracket 43. The first ball joint 132 realizes the rotational connection between the first connecting rod body 131 and the first stabilizer bar 11, and the second ball joint 133 realizes the rotational connection between the first connecting rod body 131 and the third connecting bracket 43. When the vehicle encounters bumps, the first link 13 can rotate on both sides simultaneously, and at the same time, the first control cylinder 12 adjusts the damping in the vertical direction to change the support stiffness of the front axle of the vehicle.

[0046] In some embodiments, refer to Figure 8 As shown, the vehicle stability system includes a fourth connecting bracket 44, as referenced. Figure 9 As shown, a fourth connecting hole 212 is formed on the other side of the second stabilizer bar 21, which is combined with... Figure 12 As shown, the second link 23 includes a second link body 231, a third ball joint 232, and a fourth ball joint 233. The third ball joint 232 and the fourth ball joint 233 are located at both ends of the second link body 231. The third ball joint 232 is inserted into the fourth connecting hole 212, and the fourth ball joint 233 is connected to the fourth connecting bracket 44. The fourth connecting hole 212 and the second connecting hole 211 are located on opposite sides of the second stabilizer bar 21. The second link 23 is generally set along the vertical direction of the vehicle. Generally speaking, the second link 23 and the vertical direction of the vehicle have a certain angle to avoid breakage caused by vertical force on the second link 23. The third ball joint 232 is an elongated structure protruding towards the second stabilizer bar 21, and the fourth ball joint 233 is an elongated structure protruding towards the fourth connecting bracket 44. The second ball joint 233 realizes the rotational connection between the second link body 231 and the second stabilizer bar 21, and also realizes the rotational connection between the second link body 231 and the fourth connecting bracket 44. When the vehicle encounters bumps, the second link 23 can rotate on both sides simultaneously, and at the same time, the second control cylinder 22 adjusts the damping in the vertical direction to change the support stiffness of the front axle of the vehicle.

[0047] In some embodiments, refer to Figure 7 and Figure 9 As shown, the vehicle stability system also includes at least one first mounting bushing 51 and at least one second mounting bushing 52; combined with Figure 12As shown, the first mounting bushing 51 forms a first snap-fit ​​hole 511 and a first locking hole 512. The first stabilizer bar 11 snaps into the first snap-fit ​​hole 511, and the first locking hole 512 is used to connect to the frame 1; combined with Figure 13 As shown, the second mounting bushing 52 forms a second snap-fit ​​hole 521 and a second locking hole 522. The second stabilizer bar 21 snaps into the second snap-fit ​​hole 521, and the second locking hole 522 is used to connect to the frame 1. Specifically, there are two first mounting bushings 51 and two second mounting bushings 52, spaced apart. The first mounting bushings 51 and 52 are connected to the frame 1, and the first mounting bushings 51 and 52 are flexibly connected to the first stabilizer bar 11. That is, during vehicle operation, the first stabilizer bar 11 and the frame 1 can move through the first mounting bushing 51, and the second stabilizer bar 21 and the frame 1 can move through the second mounting bushing 52.

[0048] In some embodiments, combined with Figure 6 , Figure 8 As shown, the vehicle stability system includes a first connecting bracket 41, a second connecting bracket 42, a third connecting bracket 43, and a fourth connecting bracket 44. The first connecting bracket 41 includes a first engaging portion 411 and a first connecting seat 412 disposed opposite to each other. The first connecting seat 412 is connected to the first control cylinder 12, and the first engaging portion 411 is used to engage with the vehicle frame 1. The third connecting bracket 43 includes a second engaging portion 431 and a second connecting seat 432 disposed opposite to each other. The second connecting seat 432 is connected to the first connecting rod 13, and the second engaging portion 431... 1 is used to snap onto the frame 1; the second connecting bracket 42 includes a first fixing seat 421 and a first mounting seat 422. The first fixing seat 421 is used to connect the frame 1, and the first mounting seat 422 protrudes to the side away from the frame 1. The first fixing seat 421 is connected to the second control cylinder 22; the fourth connecting bracket 44 includes a second fixing seat 441 and a second mounting seat 442. The second fixing seat 441 is used to connect the frame 1, and the second mounting seat 442 protrudes to the side away from the frame 1. The second mounting seat 442 is connected to the second connecting rod 23.

[0049] This application also provides a vehicle including the aforementioned vehicle stability system.

[0050] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle stability system, characterised in that, The vehicle stability system includes: The first stabilizer bar assembly (10) includes a first stabilizer bar (11), a first control cylinder (12) and a first connecting rod (13). The first stabilizer bar (11) is used to connect to the front axle of the vehicle. One side of the first stabilizer bar (11) is connected to the first control cylinder (12), and the other side of the first stabilizer bar (11) is connected to the first connecting rod (13). The side of the first control cylinder (12) away from the first stabilizer bar (11) is used to connect to the vehicle frame (1). The second stabilizer bar assembly (20) includes a second stabilizer bar (21), a second control cylinder (22), and a second link (23). The second stabilizer bar (21) is used to connect to the rear axle of the vehicle. One side of the second stabilizer bar (21) is connected to the second control cylinder (22), and the other side of the second stabilizer bar (21) is connected to the second link (23). The side of the second control cylinder (22) away from the second stabilizer bar (21) is used to connect to the vehicle frame (1). The second link (23) and the first link (13) are located on opposite sides in a first direction. The second control cylinder (22) and the first control cylinder (12) are located on opposite sides in the first direction. A control device (30) is connected to a first control cylinder (12) and a second control cylinder (22).

2. The vehicle stability system of claim 1, wherein The control device (30) includes a central controller (31) and a piping assembly (32), wherein the central controller (31) is connected to the first control cylinder (12) and the second control cylinder (22) through the piping assembly (32).

3. The vehicle stability system according to claim 2, characterized in that, The first control cylinder (12) forms two first flow holes (121), the pipe assembly (32) includes two first pipes (321), the central controller (31) forms two first control holes (311), and each first pipe (321) is connected to one first flow hole (121) and one first control hole (311) respectively; And / or, the second control cylinder (22) forms two second flow holes (221), the pipe assembly (32) includes two second pipes (322), the central controller (31) forms two second control holes (312), and each second pipe (322) is connected to a second flow hole (221) and a second control hole (312).

4. The vehicle stability system of claim 1 wherein, The vehicle stability system includes a first connecting bracket (41), a first connecting hole (111) is formed on one side of the first stabilizer bar (11), the first control cylinder (12) includes a first connecting part (122) and a second connecting part (123) at both ends, the first connecting part (122) protrudes to form a first pin structure (124), the first pin structure (124) is inserted into the first connecting hole (111), and the second connecting part (123) is connected to the first connecting bracket (41).

5. The vehicle stability system according to claim 1, wherein The vehicle stability system includes a second connecting bracket (42), a second connecting hole (211) is formed on one side of the second stabilizer bar (21), the second control cylinder (22) includes a third connecting part (222) and a fourth connecting part (223) at both ends, the third connecting part (222) protrudes to form a second pin structure (224), the second pin structure (224) is inserted into the second connecting hole (211), and the fourth connecting part (223) is connected to the second connecting bracket (42).

6. The vehicle stability system of claim 1, wherein The vehicle stability system includes a third connecting bracket (43), and a third connecting hole (112) is formed on the other side of the first stabilizer bar (11). The first link (13) includes a first link body (131), a first ball head (132), and a second ball head (133). The first ball head (132) and the second ball head (133) are located at both ends of the first link body (13). The first ball head (132) is inserted into the third connecting hole (112), and the second ball head (133) is connected to the third connecting bracket (43).

7. The vehicle stability system according to claim 1, characterized in that The vehicle stability system includes a fourth connecting bracket (44), and a fourth connecting hole (212) is formed on the other side of the second stabilizer bar (21). The second link (23) includes a second link body (231), a third ball head (232), and a fourth ball head (233). The third ball head (232) and the fourth ball head (233) are located at both ends of the second link body (23). The third ball head (232) is inserted into the fourth connecting hole (212), and the fourth ball head (233) is connected to the fourth connecting bracket (44).

8. The vehicle stability system according to claim 1, characterized in that The vehicle stability system further includes at least one first mounting bushing (51) and at least one second mounting bushing (52); the first mounting bushing (51) forms a first snap-fit ​​hole (511) and a first locking hole (512), the first stabilizer bar (11) snaps into the first snap-fit ​​hole (511), and the first locking hole (512) is used to connect to the vehicle frame (1); the second mounting bushing (52) forms a second snap-fit ​​hole (521) and a second locking hole (522), the second stabilizer bar (21) snaps into the second snap-fit ​​hole (521), and the second locking hole (522) is used to connect to the vehicle frame (1).

9. The vehicle stability system according to claim 1, characterized in that The vehicle stability system includes a first connecting bracket (41), a second connecting bracket (42), a third connecting bracket (43), and a fourth connecting bracket (44). The first connecting bracket (41) includes a first snap-fit ​​portion (411) and a first connecting seat (412) disposed opposite to each other. The first connecting seat (412) is connected to the first control cylinder (12), and the first snap-fit ​​portion (411) is used to snap onto the vehicle frame (1). The third connecting bracket (43) includes a second snap-fit ​​portion (431) and a second connecting seat (432) disposed opposite to each other. The second connecting seat (432) is connected to the first connecting rod (13), and the second snap-fit ​​portion (431) is used to snap onto the vehicle frame. (1); The second connecting bracket (42) includes a first fixed seat (421) and a first mounting seat (422). The first fixed seat (421) is used to connect the frame (1). The first mounting seat (422) protrudes to the side away from the frame (1). The first fixed seat (421) is connected to the second control cylinder (22); The fourth connecting bracket (44) includes a second fixed seat (441) and a second mounting seat (442). The second fixed seat (441) is used to connect the frame (1). The second mounting seat (442) protrudes to the side away from the frame (1). The second mounting seat (442) is connected to the second connecting rod (23).

10. A vehicle characterized by comprising: Includes the vehicle stability system as described in any one of claims 1 to 9.

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