Stabilizer bar structure, chassis system and vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a stabilizer bar structure, a chassis system and a vehicle. The stabilizer bar structure comprises a stabilizer bar body, two side rods and two first connecting pieces. Two mounting pieces are arranged on the stabilizer bar body, and the two mounting pieces are used for being connected to two connecting positions of an axle in one-to-one correspondence respectively. The two side rods are connected to two ends of the stabilizer bar body respectively. The two first connecting pieces are arranged on the two side rods correspondingly, and the two first connecting pieces are located between the two mounting pieces along the extension direction of the stabilizer bar body. The first connecting piece is used for being connected to a vehicle frame. The stabilizer bar structure, the chassis system and the vehicle provided by the application solve the problem that the stabilizer bar structure is prone to interfering with the tire of a wheel.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a stabilizer bar structure, chassis system, and vehicle. Background Technology

[0002] The chassis system of a commercial vehicle includes components such as a frame, axles, at least one pair of leaf springs, and multiple wheels. The frame, leaf springs, and axles are arranged sequentially along the height direction. The paired leaf springs are hinged to two longitudinal beams of the frame, and each pair is secured to two connection points on the axle with U-bolts to absorb vibrations. The wheels are mounted on both ends of the axle via hub bearings. To reduce body roll, stabilizer bars are also installed on the chassis system.

[0003] In the prior art, the stabilizer bar includes a crossbar and connecting rods disposed at both ends of the crossbar. The connecting rods are perpendicular to the crossbar. The crossbar is connected to the axle through a mounting base, and the connecting rods are connected to the vehicle frame through a hanger. The hanger is located on the side of the leaf spring closer to the wheel.

[0004] However, existing stabilizer bar suspensions are prone to interfering with the tires of the wheels. Utility Model Content

[0005] This application provides a stabilizer bar structure, chassis system, and vehicle, which solves the problem that the stabilizer bar structure is prone to interference with the tires of the wheels.

[0006] In a first aspect, this application provides a stabilizer bar structure, including: a stabilizer bar body, two side bars and two first connecting members, wherein the stabilizer bar body is provided with two mounting members, which are respectively connected to two connection positions of the axle.

[0007] The two side bars are connected to both ends of the stabilizer bar body.

[0008] Two first connectors are respectively disposed on the two side bars. Along the extension direction of the stabilizer bar body, the two first connectors are located between the two mounting parts. The first connectors are used to connect to the frame.

[0009] In one possible implementation, the stabilizer bar structure provided in this application includes a side bar comprising a first bar portion and a second bar portion connected to the first bar portion, wherein the end of the first bar portion away from the second bar portion is connected to the end of the stabilizer bar body.

[0010] The first connector is correspondingly installed on the second rod.

[0011] In one possible implementation, the stabilizer bar structure provided in this application has two first rods located on the same side of the stabilizer bar body, and two second rods located between the two first rods.

[0012] In one possible implementation, the stabilizer bar structure provided in this application has the stabilizer bar body, the first bar portion, and the second bar portion all located in the same plane, and the stabilizer bar body and the second bar portion are both perpendicular to the first bar portion.

[0013] In one possible implementation, the stabilizer bar structure provided in this application further includes a second connector, wherein the end of the first connector away from the side bar is connected to the second connector, and the second connector is used to connect to the vehicle frame.

[0014] In one possible implementation, the stabilizer bar structure provided in this application includes a second connector comprising a first connector and a second connector connected to the first connector, with an included angle between the first connector and the second connector.

[0015] The first connecting part is connected to the first connecting member, and the second connecting part is used to connect to the lower wing surface of the frame.

[0016] In one possible implementation, the stabilizer bar structure provided in this application further includes a third connecting part in the second connecting part. The third connecting part is connected to the side of the second connecting part away from the first connecting part, and there is an angle between the second connecting part and the third connecting part. The third connecting part is used to connect to the web surface of the frame.

[0017] In one possible implementation, the stabilizer bar structure provided in this application has two mounting portions on the mounting component, which are used to connect to the connection position on the axle.

[0018] Secondly, this application provides a chassis system, including a chassis system body and a stabilizer bar structure provided in the first aspect above, which is disposed on the chassis system body.

[0019] Thirdly, this application provides a vehicle, including a vehicle body and a chassis system provided in the second aspect disposed on the vehicle body.

[0020] This application provides a stabilizer bar structure, chassis system, and vehicle. The stabilizer bar structure comprises a stabilizer bar body, two side bars, and two first connecting members. The stabilizer bar body has two mounting members, each for connecting to one of the two connection points of the axle. The two side bars are connected to both ends of the stabilizer bar body. The two first connecting members are correspondingly disposed on the two side bars, located between the two mounting members along the extension direction of the stabilizer bar body, i.e., between the two connection points of the axle. The first connecting members are used to connect to the vehicle frame. Since the paired leaf springs are respectively fastened to the two connection points of the axle, the two first connecting members are located between the paired leaf springs, i.e., on the side of the leaf springs away from the wheel. This avoids interference between the first connecting members and the tire, thus solving the problem of easy interference between the stabilizer bar structure and the tire. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the stabilizer bar structure provided in the embodiments of this application;

[0023] Figure 2 for Figure 1 A structural diagram from another angle;

[0024] Figure 3 A diagram showing the usage state of the stabilizer bar structure provided in the embodiments of this application;

[0025] Figure 4 for Figure 3 Enlarged structural diagram of part A.

[0026] Explanation of reference numerals in the attached figures:

[0027] 10-Frame; 11-Longitudinal beam; 20-Leaf spring; 30-Axle; 31-U-bolt; 32-Connecting position;

[0028] 100 - Stabilizer bar body; 110 - Mounting component; 111 - Mounting body; 1111 - Mounting part; 112 - Bushing; 113 - Pressure plate;

[0029] 200 - Side bar; 201 - First end; 202 - Second end; 210 - First bar section; 220 - Second bar section;

[0030] 300 - First connector;

[0031] 310 - First nut; 320 - First retaining ring; 330 - Second nut; 340 - Second retaining ring;

[0032] 400 - Second connector; 410 - First connector; 420 - Second connector; 430 - Third connector; 440 - Support.

[0033] 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

[0034] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0035] Secondly, it should be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or 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 application according to the specific circumstances.

[0036] Furthermore, it should be noted that in the description of this application, the terms "upper," "lower," "front," "back," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0037] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0038] As shown in the background section, in the prior art, the stabilizer bar includes a crossbar and connecting rods disposed at both ends of the crossbar. The connecting rods are perpendicular to the crossbar. The crossbar is connected to the axle via a mounting base, and the connecting rods are connected to the vehicle frame via a hanger. The hanger is located on the side of the leaf spring closer to the wheel.

[0039] However, existing stabilizer bar suspensions are prone to interfering with the tires of the wheels.

[0040] Based on this, the stabilizer bar structure, chassis system, and vehicle provided in this application include a stabilizer bar structure comprising a stabilizer bar body, two side bars, and two first connecting members. The stabilizer bar body has two mounting members, each for connecting to one of the two connection points of the axle. The two side bars are connected to both ends of the stabilizer bar body. The two first connecting members are correspondingly disposed on the two side bars, located between the two mounting members along the extension direction of the stabilizer bar body, i.e., between the two connection points of the axle. The first connecting members are used to connect to the vehicle frame. Since the paired leaf springs are respectively fastened to the two connection points of the axle, the two first connecting members are located between the paired leaf springs, i.e., on the side of the leaf springs furthest from the wheel. This avoids interference between the first connecting members and the tire, thus solving the problem of easy interference between the stabilizer bar structure and the tire.

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0042] Reference Figures 1 to 4 As shown, the stabilizer bar structure provided in this application includes: a stabilizer bar body 100, two side bars 200 and two first connectors 300. The stabilizer bar body 100 is provided with two mounting parts 110, which are respectively connected to the two connection positions 32 of the axle 30.

[0043] Two side bars 200 are respectively connected to both ends of the stabilizer bar body 100.

[0044] Two first connectors 300 are respectively disposed on two side bars 200. Along the extension direction of the stabilizer bar body 100, the two first connectors 300 are located between two mounting members 110. The first connectors 300 are used to connect to the frame 10.

[0045] It should be noted that, referring to Figure 3 and Figure 4As shown, the pair of leaf springs 20 are hinged to the two longitudinal beams 11 of the frame 10 below, and the pair of leaf springs 20 are fastened to the two connection positions 32 of the lower axle 30 by U-bolts 31. The connection position 32 of the axle 30 can be a connecting seat with bolt holes.

[0046] By setting two mounting parts 110 on the stabilizer bar body 100, the mounting parts 110 are connected to the connection positions 32 on the axle 30. Specifically, the two mounting parts 110 can be connected to the two connection positions 32 of the axle 30 one-to-one by two U-bolts 31, so that the U-bolts 31 simultaneously realize the connection between the leaf spring 20, the axle 30 and the mounting parts 110.

[0047] Two side rods 200 are respectively connected to both ends of the stabilizer bar body 100, and two first connecting members 300 are correspondingly disposed on the two side rods 200. For example, refer to Figure 1 As shown, the first ends 201 of the two side rods 200 are respectively connected to the two ends of the stabilizer body 100. The two first connectors 300 can be respectively connected to the second ends 202 of the two side rods 200. The two first connectors 300 can also be connected to other positions of the two side rods 200. As long as the two first connectors 300 are located between the two mounting parts 110 along the extension direction of the stabilizer body 100, this application embodiment does not impose too many restrictions on this.

[0048] Since the two mounting pieces 110 are used to connect one-to-one with the two connection positions 32 of the axle 30, the two first connecting pieces 300 are located between the two mounting pieces 110, that is, between the two connection positions 32 of the axle 30, along the extension direction of the stabilizer bar body 100. Furthermore, since the two leaf springs 20 are fastened to the two connection positions 32 of the axle 30 by U-bolts 31, the two first connecting pieces 300 are located between the two U-bolts 31, that is, between the two leaf springs 20. In other words, the first connecting pieces 300 are located on the side of the leaf springs 20 furthest from the wheel, which avoids interference between the first connecting pieces 300 and the tire, thus solving the problem of the stabilizer bar easily interfering with the tire.

[0049] It should also be noted that a steering tie rod is connected to the axle 30 of the chassis system. The steering tie rod is located on the side of the leaf spring 20 closest to the wheel. In the prior art, the stabilizer bar's suspension rod is prone to interference with the steering tie rod. The first connector 300 of the stabilizer bar structure provided in this application embodiment is located on the side of the leaf spring 20 furthest from the wheel, which can also avoid interference between the first connector 300 and the steering tie rod.

[0050] Understandably, since the wheels are mounted on both ends of the axle 30 via hub bearings, and the stabilizer bar body 100 is connected to the axle 30 via mounting bracket 110, the stabilizer bar body 100 can sense the difference in suspension movement between the wheels at both ends of the axle 30. When the vehicle turns or one side of the wheel bumps, the left and right suspensions move asynchronously, the stabilizer bar body 100 is twisted, and the torsional force is transmitted to the axle 30 through the mounting bracket 110, causing the suspension on the other side to generate a counterforce, thereby suppressing body roll.

[0051] It should also be noted that the two side bars 200 are connected to the frame 10 through the first connector 300. The first connector 300 can convert the torsional force transmitted from the stabilizer bar body 100 to the side bars 200 into a tensile and compressive force on the frame 10, forming a force couple with the force rectangle at the end of the axle 30, balancing the body roll moment and enhancing the anti-roll capability.

[0052] In some embodiments, refer to Figure 1 As shown, the side bar 200 includes a first bar portion 210 and a second bar portion 220 connected to the first bar portion 210. The end of the first bar portion 210 away from the second bar portion 220 is connected to the end of the stabilizer bar body 100.

[0053] The first connector 300 is correspondingly disposed on the second rod 220.

[0054] Understandably, by providing the first rod portion 210 to connect the second rod portion 220 to the stabilizer body 100, the second rod portion 220 and the stabilizer body 100 can be connected to the same side of the first rod portion 210, so that at least part of the second rod portion 220 can be located between the two mounting members 110 along the extension direction of the stabilizer body 100, and thus the first connecting member 300 provided on the second rod portion 220 can be located between the two mounting members 110.

[0055] It should be noted that by setting the first rod portion 210 to connect the second rod portion 220 and the stabilizer bar body 100, a gap is created between the second rod portion 220 and the stabilizer bar body 100, thereby creating a gap between the mounting part 110 on the stabilizer bar body 100 and the first connecting part 300 on the second rod portion 220, which facilitates the connection of the mounting part 110 and the first connecting part 300 to the connection position 32 and the frame 10, respectively.

[0056] In some embodiments, refer to Figure 1 As shown, the two first rod portions 210 are located on the same side of the stabilizer body 100, and the two second rod portions 220 are located between the two first rod portions 210.

[0057] This optimizes the spatial layout of the stabilizer bar structure, reduces the space it occupies in the vehicle's chassis system, avoids interference between the stabilizer bar structure and other components of the chassis system, and improves the reliability of the stabilizer bar structure.

[0058] In some embodiments, refer to Figure 1 As shown, the stabilizer body 100, the first rod portion 210, and the second rod portion 220 are all located in the same plane, and the stabilizer body 100 and the second rod portion 220 are both perpendicular to the first rod portion 210.

[0059] It should be noted that the stabilizer bar body 100, the first bar portion 210 and the second bar portion 220 are all located in the same plane, which can reduce the superposition of bending stress caused by non-coplanarity, thereby resisting vehicle body roll more effectively.

[0060] The first rod 210 is vertically positioned between the stabilizer bar body 100 and the second rod 220. When the vehicle tilts, the torsional force of the stabilizer bar body 100 can be transmitted vertically to the first rod 210, and then the first rod 210 transmits it vertically to the second rod 220, reducing torque loss and improving the response speed and anti-tilt effect of the stabilizer bar structure.

[0061] The first rod portion 210 is perpendicular to the stabilizer body 100 and the second rod portion 220, which can avoid stress concentration problems caused by acute or obtuse angles, and is less prone to fatigue cracking due to repeated torsion, thereby extending the service life of the stabilizer structure.

[0062] It should also be noted that the vertical setting facilitates standardized production and quality control, and can be adapted to the chassis layout of most vehicles. No additional angle adjustment is required during installation, which reduces assembly complexity.

[0063] In some embodiments, refer to Figure 1 As shown, the stabilizer bar body 100, the first bar portion 210, and the second bar portion 220 are integrally formed.

[0064] Understandably, one-piece molding avoids problems such as stress concentration, weld fatigue, or loosening that may result from welding or bolted connections, making the overall stress distribution of the stabilizer body 100, the first rod portion 210, and the second rod portion 220 more uniform. This reduces weak points and improves torsional stiffness and fatigue life.

[0065] In some embodiments, refer to Figure 1 As shown, it also includes a second connector 400. The end of the first connector 300 away from the side bar 200 is connected to the second connector 400. The second connector 400 is used to connect to the frame 10.

[0066] Specifically, by setting the first connector 300 and the second connector 400, the side bar 200 can be connected to the frame 10. The first connector 300 and the second connector 400 can convert the torsional force transmitted from the stabilizer bar body 100 to the side bar 200 into a tensile and compressive force on the frame 10, forming a force couple with the force rectangle at the end of the axle 30, balancing the body roll moment and enhancing the anti-roll capability.

[0067] In the specific implementation, refer to Figure 1 As shown, the first connector 300 also includes a first nut 310 and two first retaining rings 320. A first insertion hole can be provided at the end of the first connector 300 away from the second connector 400, and a first external thread section is provided at the end of the side rod 200. A first insertion portion is provided on the side of the first external thread section near the stabilizer body 100. The first connector 300 is inserted into the first insertion portion of the side rod 200 through the first insertion hole, and the first nut 310 is connected to the first external thread section. The two first retaining rings 320 are respectively provided on both sides of the first connector 300. One of the two first retaining rings 320 abuts against the edge of the first insertion portion, and the other abuts against the first nut 310, so as to restrict the first connector 300 to the side rod 200.

[0068] In some embodiments, refer to Figure 1 and Figure 2 As shown, the second connector 400 includes a first connector 410 and a second connector 420 connected to the first connector 410, and there is an angle between the first connector 410 and the second connector 420.

[0069] The first connecting part 410 is connected to the first connecting member 300, and the second connecting part 420 is used to connect to the lower wing surface of the frame 10.

[0070] It should be noted that since the extension direction of the first connector 300 has an angle with the lower wing surface of the frame 10, an angle is set between the first connector 410 and the second connector 420, which makes it easy to connect the first connector 410 to the first connector 300 and the second connector 420 to the lower wing surface of the frame 10.

[0071] For example, the included angle between the first connecting part 410 and the second connecting part 420 can be 89°, 90° or 91°, or other angles, as long as the first connecting part 410 and the second connecting part 420 can be connected to the first connecting member 300 and the frame 10 respectively. This application embodiment does not impose too many restrictions on this.

[0072] In the specific implementation, refer to Figure 1As shown, the first connector 300 also includes a second nut 330 and a second retaining ring 340. The end of the first connector 300 away from the side rod 200 is provided with a second insertion hole. A second insertion part is provided on the first connecting part 410. A second external thread section is provided at the end of the second insertion part. The first connector 300 is inserted into the second insertion part through the second insertion hole. The second nut 330 is connected to the second external thread section. The second retaining ring 340 abuts between the second nut 330 and the first connector 300 to restrict the first connecting part 410 on the first connector 300.

[0073] It should also be noted that the second connecting part 420 can be bolted to the lower wing surface of the frame 10, or it can be connected in other ways. This application embodiment does not impose too many restrictions on this.

[0074] In some embodiments, refer to Figure 1 and Figure 2 As shown, the second connector 400 also includes a third connector 430, which is connected to the side of the second connector 420 away from the first connector 410. The second connector 420 and the third connector 430 have an included angle, and the third connector 430 is used to connect to the belly surface of the frame 10.

[0075] It should be noted that since there is an angle between the belly surface of the frame 10 and the lower wing surface of the frame 10, an angle is set between the second connecting part 420 and the third connecting part 430, which makes it easy to connect the second connecting part 420 to the lower wing surface of the frame 10 and the third connecting part 430 to the belly surface of the frame 10.

[0076] For example, the included angle between the second connecting part 420 and the third connecting part 430 can be 89°, 90° or 91°, or other angles, as long as the second connecting part 420 and the third connecting part 430 can be connected to the lower wing surface and the belly surface of the frame 10 respectively. This application embodiment does not impose too many restrictions on this.

[0077] In specific implementation, the second connecting part 420 can be bolted to the lower wing surface of the frame 10, or it can be connected in other ways. This application embodiment does not impose too many restrictions on this.

[0078] In some embodiments, the second connector 400 further includes a support 440, which connects the first connector 410 and the second connector 420, thereby increasing the strength of the first connector 410 and the second connector 420 and improving the reliability of the second connector 400. For example, the support 440 may be a reinforcing rib.

[0079] In some embodiments, refer to Figure 1As shown, the mounting part 110 is provided with two mounting parts 1111, which are used to connect with the connection position 32 on the axle 30.

[0080] In practical implementation, the mounting part 1111 can be a mounting hole, as shown in the reference. Figure 3 and Figure 4 As shown, the U-bolt 31 is sleeved on the leaf spring 20, and then connected to the nut through the connection position 32 and the mounting hole in sequence. Thus, the U-bolt 31 simultaneously connects the leaf spring 20, the axle 30 and the mounting part 110.

[0081] In some embodiments, refer to Figure 2 As shown, the mounting component 110 includes a mounting body 111, a bushing 112, and a pressure plate 113. The bushing 112 is sleeved on the stabilizer bar body 100, and the mounting body 111 and the pressure plate 113 are press-fitted onto the bushing 112. For example, the mounting body 111 and the pressure plate 113 can be connected by bolts.

[0082] It should be noted that the mounting component 110, by setting the bushing 112, can serve as a buffer, vibration isolation, and flexible connection. When the vehicle is in motion, the bushing 112 absorbs high-frequency vibrations and impacts (such as road bumps or torsional forces when cornering) between the stabilizer bar body 100 and the axle 30 through elastic deformation, reducing noise and vibration transmitted through rigid contact and improving ride comfort.

[0083] This application also provides a chassis system, including a chassis system body and a stabilizer bar structure disposed on the chassis system body.

[0084] It should be noted that, referring to Figure 3 and Figure 4 As shown, the chassis system includes a frame 10, an axle 30, at least one pair of leaf springs 20, and multiple wheels (not shown in the figure). The frame 10, leaf springs 20, and axle 30 are arranged sequentially along the height direction. The pairs of leaf springs 20 are hinged to the two longitudinal beams 11 of the frame 10, and the pairs of leaf springs 20 are fastened to the two connection positions 32 of the axle 30 by U-bolts 31 to buffer vibration. The wheels are mounted on both ends of the axle 30 through wheel hub bearings.

[0085] This application also provides a vehicle, including a vehicle body and a chassis system mounted on the vehicle body.

[0086] It should be noted that the vehicle body includes components such as the body frame, roof, doors, windows, and front and rear windshields.

[0087] Those skilled in the art will understand that the stabilizer bar structure, chassis system, and vehicle provided in this application include a stabilizer bar structure comprising a stabilizer bar body 100, two side bars 200, and two first connecting members 300. The stabilizer bar body 100 has two mounting members 110, which are respectively connected to two connection positions 32 of the axle 30. The two side bars 200 are respectively connected to both ends of the stabilizer bar body 100. The two first connecting members 300 are correspondingly disposed on the two side bars 200, and along the extending direction of the stabilizer bar body 100, both first connecting members 300 are located between the two mounting members 110, that is, between the two connection positions 32 of the axle 30. The first connecting members 300 are used to connect to the vehicle frame 10. Since the two leaf springs 20 are fastened to the two connecting positions 32 of the axle 30 respectively, the two first connecting members 300 are located between the two leaf springs 20, that is, the first connecting members 300 are located on the side of the leaf springs 20 away from the wheel, which can avoid interference between the first connecting members 300 and the tire, thus solving the problem that the stabilizer bar structure is prone to interference with the tire of the wheel.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0089] It is understood that the various numerical designations used in the embodiments of this application are merely for descriptive convenience and are not intended to limit the scope of the embodiments of this application.

[0090] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A stabilizer bar structure, characterized in that, include: The stabilizer bar body has two mounting parts, which are respectively connected to two connection positions of the axle. Two side bars, each of which is connected to one end of the stabilizer bar body; Two first connectors are respectively disposed on the two side bars. Along the extension direction of the stabilizer bar body, the two first connectors are located between the two mounting members. The first connectors are used to connect to the vehicle frame.

2. The stabilizer bar structure according to claim 1, characterized in that, The side bar includes a first bar portion and a second bar portion connected to the first bar portion, wherein the end of the first bar portion away from the second bar portion is connected to the end of the stabilizing bar body; The first connector is correspondingly disposed on the second rod.

3. The stabilizer bar structure according to claim 2, characterized in that, The two first rod sections are located on the same side of the stabilizer body, and the two second rod sections are located between the two first rod sections.

4. The stabilizer bar structure according to claim 2, characterized in that, The stabilizer body, the first rod portion, and the second rod portion are all located in the same plane, and the stabilizer body and the second rod portion are both perpendicular to the first rod portion.

5. The stabilizer bar structure according to any one of claims 1 to 4, characterized in that, It also includes a second connector, the end of the first connector away from the side bar being connected to the second connector, the second connector being used to connect to the frame.

6. The stabilizer bar structure according to claim 5, characterized in that, The second connector includes a first connecting portion and a second connecting portion connected to the first connecting portion, wherein the first connecting portion and the second connecting portion have an included angle. The first connecting part is connected to the first connecting member, and the second connecting part is used to connect to the lower wing surface of the vehicle frame.

7. The stabilizer bar structure according to claim 6, characterized in that, The second connector further includes a third connecting portion, which is connected to the side of the second connecting portion opposite to the first connecting portion. The second connecting portion and the third connecting portion have an included angle, and the third connecting portion is used to connect to the belly surface of the frame.

8. The stabilizer bar structure according to any one of claims 1 to 4, characterized in that, The mounting component has two mounting parts, which are used to connect with the connection positions on the axle.

9. A chassis system, characterized in that, It includes a chassis system body and a stabilizer bar structure as described in any one of claims 1 to 8 disposed on the chassis system body.

10. A vehicle, characterized in that, It includes a vehicle body and a chassis system as described in claim 9, which is mounted on the vehicle body.

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