Connection structure of subframe and stabilizer bar and vehicle

Abstract

The application provides a connecting structure of a subframe and a stabilizer bar and a vehicle. According to an example of the application, the connecting structure of the subframe and the stabilizer bar comprises: a subframe comprising a mounting portion, the mounting portion being provided with a limiting guide channel, an inner wall of the limiting guide channel being provided with a plurality of limiting surfaces; and a stabilizer bar being fixed to the subframe and penetrating through the limiting guide channel, the stabilizer bar being provided with a plurality of limiting matching surfaces, the plurality of limiting surfaces and the plurality of limiting matching surfaces corresponding to each other, and the limiting surface and the corresponding limiting matching surface being limited and matched in the circumferential direction of the limiting guide channel. The scheme can improve the connection reliability of the stabilizer bar and the subframe.

Description

Technical Field

[0001] This application relates to the field of stabilizer bar technology, and more specifically, to a connection structure between a subframe and a stabilizer bar, and a vehicle. Background Technology

[0002] In a vehicle's chassis system, the subframe, as a key component for load bearing and connection, plays a vital role in supporting and transmitting loads, while the stabilizer bar effectively reduces body roll during cornering, improving driving stability and handling performance. The reliable connection between the two directly affects the dynamic performance and driving experience of the entire vehicle.

[0003] In related technologies, stabilizer bars are often fixed to the subframe using simple bolt connections. During vehicle operation, due to road bumps and other conditions, the stabilizer bar may wobble relative to the subframe, affecting the reliability of the connection between the stabilizer bar and the subframe. Utility Model Content

[0004] This application provides a connection structure between a subframe and a stabilizer bar, as well as a vehicle, which can improve the connection reliability between the stabilizer bar and the subframe.

[0005] In a first aspect, this application provides a connection structure between a subframe and a stabilizer bar, comprising:

[0006] The subframe includes a mounting section, the mounting section having a limiting guide channel, the inner wall of the limiting guide channel being provided with multiple limiting surfaces;

[0007] A stabilizer bar is fixed to the subframe and passes through the limiting guide channel. The stabilizer bar has multiple limiting mating surfaces, and the multiple limiting surfaces and the multiple limiting mating surfaces correspond one-to-one. The limiting surfaces and the corresponding limiting mating surfaces are in a circumferential limiting fit along the limiting guide channel.

[0008] Optionally, the plurality of limiting surfaces include at least a first limiting surface and a second limiting surface, the first limiting surface and the second limiting surface being symmetrical about the center of the limiting guide channel, and the plurality of limiting mating surfaces include at least a first limiting mating surface and a second limiting mating surface, the first limiting mating surface abutting and mating with the first limiting surface, and the second limiting mating surface abutting and mating with the second limiting surface.

[0009] Optionally, the plurality of limiting surfaces further include a third limiting surface and a fourth limiting surface, the third limiting surface and the fourth limiting surface being symmetrical about the center of the limiting guide channel, and the plurality of limiting mating surfaces further include a third limiting mating surface and a fourth limiting mating surface, the third limiting surface abutting and mating with the third limiting mating surface, and the fourth limiting surface abutting and mating with the fourth limiting mating surface.

[0010] Optionally, the stabilizer bar is an active stabilizer bar, which includes a drive housing for housing the drive structure. The drive housing passes through the limiting guide channel and includes the limiting mating surface.

[0011] Optionally, the drive housing includes a first end and a second end disposed opposite to each other along a first direction, the first direction being parallel to the length direction of the limiting guide channel, and the limiting mating surface connecting the first end and the second end;

[0012] The minimum distance between the first end and the center of the limiting guide channel is L1, and the minimum distance between the second end and the center of the limiting guide channel is L2, where L1 is equal to L2.

[0013] Optionally, both the first end and the second end are located outside the limiting guide channel.

[0014] Optionally, the active stabilizer bar further includes at least two mounting ears extending outward from a portion of the drive housing, and the mounting portion further includes at least two mounting holes, with the at least two mounting ears and the at least two mounting holes corresponding one-to-one;

[0015] Each of the mounting ears is provided with a connecting through hole, and the connecting through hole and the corresponding mounting hole are used to pass through a connector to fix the active stabilizer bar to the subframe.

[0016] Optionally, in the orthographic projection along the length of the limiting guide channel, the distance between the center of the connecting through hole and the center of the drive housing is L3, and the minimum tensile load of the connector is F1. F1 and L3 satisfy the following inequality:

[0017] F1≥1400N.m÷L3.

[0018] Optionally, the length of the limiting guide channel extends in a direction parallel to the width direction of the subframe.

[0019] Optionally, the subframe includes a subframe body, and the limiting guide channel protrudes from the subframe body along the height direction of the subframe.

[0020] Optionally, there are two stabilizer bars, both of which are active stabilizer bars. The two active stabilizer bars are used to connect two opposite suspension systems of the vehicle. There are two limiting guide channels, which are spaced apart along the width direction of the subframe.

[0021] The two active stabilizer bars correspond one-to-one with the two limiting guide channels, and each active stabilizer bar passes through the corresponding limiting guide channel.

[0022] Secondly, this application provides a vehicle, including:

[0023] The subframe and stabilizer bar connection structure as described in any of the above items.

[0024] This application provides a subframe and stabilizer bar connection structure, and the vehicle has at least the following advantages:

[0025] The subframe's limiting guide channel has multiple limiting surfaces on its inner wall, forming a circumferential limiting relationship with the stabilizer bar's limiting mating surface. This limiting mating relationship also provides circumferential torsional resistance, preventing the stabilizer bar from rotating slightly around a single fastening point, thereby improving the connection reliability between the stabilizer bar and the subframe. Furthermore, the limiting guide channel also has a guiding and positioning function; the stabilizer bar can be first inserted into the guide channel and then fixed to the subframe. This eliminates the need for operators to repeatedly adjust the stabilizer bar's position, shortening the assembly time between the stabilizer bar and the subframe. Additionally, because the stabilizer bar passes through the limiting guide channel, the channel also provides some support for the stabilizer bar, further improving its installation stability. Attached Figure Description

[0026] Figure 1 This is an exploded structural diagram of the subframe and stabilizer bar as shown in one embodiment;

[0027] Figure 2 This is a schematic diagram of the assembly structure of the subframe and stabilizer bar according to one embodiment;

[0028] Figure 3 This is a cross-sectional view of the connection structure between the subframe and the stabilizer bar as shown in one embodiment;

[0029] Figure 4 This is a partial schematic diagram of the limiting guide channel of the subframe;

[0030] Figure 5 This is a partial schematic diagram of the stabilizer bar at the electric drive housing.

[0031] Explanation of reference numerals in the attached drawings: 10, subframe; 11, mounting section; 111, limiting guide channel; 1111, limiting surface; 1112, first limiting surface; 1113, second limiting surface; 1114, third limiting surface; 1115, fourth limiting surface; 112, mounting hole; 12, subframe body; 20, stabilizer bar; 20a, active stabilizer bar; 21, drive housing; 211, limiting mating surface; 212, first limiting mating surface; 213, second limiting mating surface; 214, third limiting mating surface; 215, fourth limiting mating surface; 216, first end; 217, second end; 22, stabilizer bar body; 23, mounting lug; 231, connecting through hole; 30, connector; 40, bushing structure. Detailed Implementation

[0032] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0033] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0034] This application provides a connection structure between a subframe and a stabilizer bar, as well as a vehicle. The connection structure between the subframe and the stabilizer bar, as well as the vehicle, will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features in the following embodiments and implementations can be combined with each other.

[0035] Please refer to Figures 1 to 3 In a first aspect, embodiments of this application provide a connection structure between a subframe and a stabilizer bar, the connection structure including a subframe 10 and a stabilizer bar 20.

[0036] The aforementioned subframe 10 can be an independent metal or composite material frame, connected to the vehicle's main body structure (main frame or monocoque body) by bolts or welding, and is used to install and support key components such as the suspension system, steering mechanism, and powertrain. The aforementioned stabilizer bar 20 is an important component of the vehicle's suspension system, and its core function is to suppress body roll during cornering through its own torsional stiffness, thereby improving driving stability and handling.

[0037] The subframe 10 includes a mounting section 11, which has a limiting guide channel 111. The inner wall of the limiting guide channel 111 is provided with multiple limiting surfaces 1111. The stabilizer bar 20 is fixed to the subframe 10 and passes through the limiting guide channel 111. The fixing method includes, but is not limited to, bolt connection. The stabilizer bar 20 has multiple limiting mating surfaces 211, which correspond one-to-one with the multiple limiting surfaces 1111. The limiting surfaces 1111 and their corresponding limiting mating surfaces 211 engage in a limiting fit along the circumference of the limiting guide channel 111.

[0038] It is easy to understand that in related technologies, the stabilizer bar 20 is fixed to the subframe 10 using simple bolt connections or snap-fits. Traditional bolt connections or snap-fits rely on a single fastening point. Under alternating loads (such as when a vehicle travels over a bumpy road), the stabilizer bar 20 is prone to slight circumferential rotation (wobbling) around this single fastening point, leading to loosening or wear. In the solution provided in this embodiment, the inner wall of the limiting guide channel 111 of the subframe 10 is provided with multiple limiting surfaces 1111, which form circumferential limiting with the limiting mating surface 211 of the stabilizer bar 20. This limiting mating relationship can also provide anti-torsional force along the circumference, preventing the stabilizer bar 20 from slight circumferential rotation around a single fastening point, thereby improving the connection reliability between the stabilizer bar 20 and the subframe 10. Furthermore, the limiting guide channel 111 also has a guiding and positioning function. The stabilizer bar 20 can be first inserted into the guide channel and then fixed to the subframe 10. In this way, the operator does not need to repeatedly adjust the position of the stabilizer bar 20, shortening the assembly time between the stabilizer bar 20 and the subframe 10. In addition, since the stabilizer bar 20 is inserted into the limiting guide channel 111, the limiting guide channel 111 also provides a certain degree of support for the stabilizer bar 20, further improving the installation stability of the stabilizer bar 20.

[0039] It should be noted that both the limiting surface 1111 and the limiting mating surface 211 are planar surfaces to facilitate processing, but are not limited to this. For example, in some other embodiments, the limiting surface 1111 can be a curved surface or a curved-straight mating surface, and the limiting mating surface 211 corresponds to the limiting surface 1111. The limiting surface 1111 and the limiting mating surface 211 can abut or fit together.

[0040] Please refer to Figure 4 and Figure 5 and combined Figures 1 to 3 In one embodiment, the plurality of limiting surfaces 1111 include at least a first limiting surface 1112 and a second limiting surface 1113. The first limiting surface 1112 and the second limiting surface 1113 are symmetrical about the center of the limiting guide channel 111. The plurality of limiting mating surfaces 211 include at least a first limiting mating surface 212 and a second limiting mating surface 213. The first limiting mating surface 212 abuts against the first limiting surface 1112, and the second limiting mating surface 213 abuts against the second limiting surface 1113.

[0041] The symmetrically arranged limiting surface 1111 and limiting mating surface 211 form a bidirectional constraint in the circumferential direction. The two symmetrical first limiting surface 1112 and second limiting surface 1113 can firmly hold the symmetrical sides of the stabilizer bar 20, which can more effectively restrict the circumferential rotation of the stabilizer bar 20 compared with the asymmetrical limiting design.

[0042] like Figure 4 and Figure 5In the illustrated embodiment, the plurality of limiting surfaces 1111 further includes a third limiting surface 1114 and a fourth limiting surface 1115. The third limiting surface 1114 and the fourth limiting surface 1115 are symmetrical about the center of the limiting guide channel 111. The plurality of limiting mating surfaces 211 further includes a third limiting mating surface 214 and a fourth limiting mating surface 215. The third limiting surface 1114 abuts against the third limiting mating surface 214, and the fourth limiting surface 1115 abuts against the fourth limiting mating surface 215.

[0043] The newly added third limiting surface 1114 and fourth limiting surface 1115, together with the first limiting surface 1112 and the second limiting surface 1113, enable the load on the stabilizer bar 20 to be more evenly distributed onto the subframe 10 through the four sets of symmetrical limiting surfaces 1111 and limiting mating surfaces 211 when subjected to external forces. When the vehicle encounters sudden bumps at high speeds, or when performing intense operations such as emergency braking or rapid acceleration, the complex external forces borne by the stabilizer bar 20 will be decomposed by these four sets of symmetrical limiting surfaces 1111 and limiting mating surfaces 211, minimizing the occurrence of excessively high local stress peaks.

[0044] It should be noted that, since the first limiting mating surface 212 corresponds to the first limiting surface 1112 and the second limiting mating surface 213 corresponds to the second limiting surface 1113, the first limiting mating surface 212 and the second limiting mating surface 213 are naturally symmetrical about the center of the limiting guide channel 111. Similarly, the third limiting mating surface 214 and the fourth limiting mating surface 215 are also symmetrical about the center of the limiting guide channel 111. This application will not elaborate further on this.

[0045] In one embodiment, the stabilizer bar 20 is an active stabilizer bar 20a. The active stabilizer bar 20a can actively adjust its torsional stiffness through an internal drive structure. For example, when the vehicle is cornering at low speed, the active stabilizer bar 20a can reduce its torsional stiffness to ensure comfort; while during high-speed cornering or emergency lane changes, the system rapidly increases its torsional stiffness to effectively suppress body roll and improve handling stability. The drive structure can be an electric motor, hydraulic system, or electromagnetic system.

[0046] The active stabilizer bar 20a includes a stabilizer bar body 22 and a drive housing 21 for housing a drive structure. The stabilizer bar body 22 is drive-connected to the drive structure in the drive housing 21 so that the drive structure can drive the stabilizer bar body 22 to adjust the stiffness of the stabilizer bar body 22.

[0047] The drive housing 21 passes through the limiting guide channel 111 and includes the aforementioned limiting mating surface 211. Integrating the limiting mating surface 211 into the drive housing 21 combines the connection structure of the drive housing 21 of the active stabilizer bar 20a with that of the subframe 10, reducing the need for additional connecting parts. The drive housing 21 directly serves as the component that mates with the limiting guide channel 111 of the subframe 10, eliminating the need for a separate, complex structure for the limiting function, effectively reducing space requirements and achieving a compact structure.

[0048] For further details, please refer to section 1 and... Figure 2 The drive housing 21 includes components along the first direction ( Figure 2 The first end 216 and the second end 217 are arranged opposite each other in the Y direction. The first direction is parallel to the length direction of the limiting guide channel 111. The limiting mating surface 211 is located between the first end 216 and the second end 217, connecting the first end 216 and the second end 217. The minimum distance between the first end 216 and the center of the limiting guide channel 111 is L1, and the minimum distance between the second end 217 and the center of the limiting guide channel 111 is L2. L1 equals L2.

[0049] In other words, the minimum distance between the first end 216 and the second end 217 of the drive housing 21 and the center of the limiting guide channel 111 is equal (i.e., L1 = L2). This makes the drive housing 21 symmetrical about the limiting guide channel 111. When the active stabilizer bar 20a is working, whether it is the impact force from road bumps or the internal force generated by the drive structure, it can contact and transmit relatively evenly with the inner wall of the limiting guide channel 111, avoiding local stress concentration caused by uneven force.

[0050] Furthermore, both the first end 216 and the second end 217 are located outside the limiting guide channel 111. In this way, the operator can more easily access the first end 216 and the second end 217 of the drive housing 21, which facilitates maintenance and the arrangement of transmission components, etc.

[0051] Please continue to refer to this. Figure 4 and Figure 5 and combined Figures 1 to 3 In one embodiment, the active stabilizer bar 20a further includes at least two mounting ears 23 extending partially outward from the self-driving housing 21, and the subframe 10 further includes at least two mounting holes 112, with each mounting ear 23 corresponding to one of the mounting holes 112. Each mounting ear 23 has a connecting through hole 231, and the connecting through hole 231 and the corresponding mounting hole 112 are used to pass through a connector 30 to fix the active stabilizer bar 20a to the subframe 10. The connector 30 can be a bolt structure, but is not limited thereto.

[0052] Thus, the fixing structure (mounting ear 23) of the active stabilizer bar 20a and the subframe 10 is also integrated on the drive housing 21, and the mounting ear 23 extends outward from a part of the drive housing 21, which can reduce the space occupied while achieving connection with the subframe 10.

[0053] Furthermore, in the orthographic projection along the length of the limiting guide channel 111, the distance between the center of the connecting through hole 231 and the center of the drive housing 21 is L3, and the minimum tensile load of the connector 30 is F1. F1 and L3 satisfy the following inequality: F1≥1400N.m÷L3.

[0054] It is easy to understand that when the active stabilizer bar 20a is working, especially during the dynamic adjustment of its torsional stiffness, it generates complex torque and lateral forces. A larger L3 (the distance between the center of the connecting through-hole 231 and the center of the drive housing 21) means a stronger leverage effect generated by the active stabilizer bar 20a under force, and thus higher requirements for the tensile load of the connecting member 30. By limiting F1 to ≥ 1400 N·m / L3, it can be ensured that the connecting member 30 has sufficient tensile strength under different L3 values, preventing the active stabilizer bar 20a from loosening or falling off due to the connection point being unable to withstand the tensile force, effectively avoiding a decrease in vehicle handling performance or even safety accidents caused by connection failure. The value of 1400 N·m can be regarded as the ultimate torque threshold that the connection part of the active stabilizer bar 20a needs to withstand after comprehensively considering various extreme conditions during vehicle operation (such as high-speed sharp turns, emergency braking, and bumpy road surfaces). By calculating the tensile load of the connecting member 30 in relation to L3, it is ensured that the connection structure can reserve sufficient safety margin under any design dimensions.

[0055] Since L3 (the distance between the center of the connecting through hole 231 and the center of the drive housing 21) is different on different specifications of active stabilizer bars 20a or subframes 10, this application does not impose specific restrictions on L3 and F1. Those skilled in the art can set them as needed, as long as they satisfy the above inequalities.

[0056] In one embodiment, the length of the limiting guide channel 111 extends parallel to the width direction of the subframe 10. Extending along the width direction of the subframe 10 allows for better utilization of the subframe 10's lateral space. Within the limited space of the vehicle chassis, the stabilizer bar 20 can be compactly arranged in the width direction of the subframe 10, avoiding interference with other longitudinally arranged chassis components (such as drive shafts, exhaust pipes, etc.) and saving longitudinal space in the vehicle.

[0057] Furthermore, the subframe 10 includes a subframe body 12, and a limiting guide channel 111 protrudes from the subframe body 12 along the height direction of the subframe 10. The limiting guide channel 111 protrudes along the height direction of the subframe 10, further saving longitudinal space.

[0058] In one embodiment, please refer to Figure 1 and Figure 2 The connection structure between the subframe and the stabilizer bar also includes a bushing structure 40, which is fitted around the outer periphery of the stabilizer bar body 22. The stabilizer bar 20 can also be mounted on the subframe 10 via the bushing structure 40, further improving installation stability. The specific design of the bushing structure 40 can be found in related technologies, and this application does not impose any specific limitations on it.

[0059] In one embodiment, please refer to Figures 1 to 5 There are two stabilizer bars 20, both of which are active stabilizer bars 20a. The two active stabilizer bars 20a are used to connect the two opposite suspension systems of the vehicle to more effectively control vehicle roll. Correspondingly, there are two limiting guide channels 111, which are spaced apart along the width direction of the subframe 10. The two active stabilizer bars 20a correspond one-to-one with the two limiting guide channels 111, and each active stabilizer bar 20a passes through the corresponding limiting guide channel 111. For details, please refer to the above embodiment, which will not be repeated here.

[0060] The “two suspension systems of the vehicle” here refers to the left and right suspension systems of a single axle of the vehicle, that is, the left suspension system and the right suspension system acting on the same axle.

[0061] It's easy to understand that in related technologies, a single stabilizer bar needs to simultaneously balance the roll moments of both the left and right suspensions of a vehicle. When one side of the wheel encounters a bump, the single stabilizer bar will transfer the vehicle's bounce on that side to the other side's wheel, potentially interfering with the other side's wheel and suspension. In the solution provided in this embodiment, the single stabilizer bar is replaced with two active stabilizer bars 20a, with one active stabilizer bar 20a corresponding to each of the left and right suspensions. This allows for independent adjustment of torsional stiffness through the drive structure of each active stabilizer bar 20a based on the real-time load on both sides of the wheel, enabling more precise matching of load changes between the left and right wheels (such as uneven load or unilateral bumps). Furthermore, since each active stabilizer bar 20a has an independent drive structure, the two active stabilizer bars 20a will not interfere with each other, allowing each active stabilizer bar to provide greater torque.

[0062] Furthermore, a single active stabilizer bar has only one drive structure, and can only generate equal and opposite forces at the left and right suspension connection points. Therefore, a single active stabilizer bar cannot simultaneously lift the chassis. In this design, however, both active stabilizer bars 20a have independent drive structures, which can simultaneously provide upward (or downward) forces to the left and right suspensions to lift (or lower) the chassis.

[0063] Furthermore, active stabilizer bars in related technologies typically require multiple bushings or bearings for fixation to the subframe. When the active stabilizer bar is fixed to the subframe via multiple bushings, the space required for these bushings is substantial. Additionally, in the active stabilizer bar, the outer diameter of the drive housing 21 is generally larger than the outer diameter of the drive bar body; fitting bushings onto the drive housing 21 occupies even more space, reducing the overall vehicle's space utilization. Conversely, when the active stabilizer bar is fixed to the subframe via bearing housings, the space required for the bearing housings is also substantial, which is detrimental to the bearing's lifespan.

[0064] In this design, the inner wall of the limiting guide channel 111 of the subframe 10 is provided with multiple limiting surfaces 1111, which form a circumferential limiting with the limiting mating surface 211 of the stabilizer bar 20. This limiting mating relationship can provide anti-torsional force along the circumference, improving the connection reliability between the active stabilizer bar 20a and the subframe 10. In addition, mounting holes 112 can be opened on the wall of the limiting guide channel 111. The active stabilizer bar 20a can be fixed to the limiting guide channel 111 by bolts or other connecting parts 30 passing through the mounting holes 112, further improving the connection reliability. Furthermore, the mounting holes 112 are directly set on the wall of the limiting guide channel 111, occupying less space and helping to save space.

[0065] In addition, the limiting guide channel 111 and multiple limiting surfaces 1111 can be formed by processing equipment such as casting hole machine on the original subframe 10 structure, without the need for additional bushings or other installation structures. Therefore, this solution can also reduce the space occupied.

[0066] Secondly, this application also provides a vehicle including the connection structure between the subframe and the stabilizer bar as described in any of the above embodiments or implementations.

[0067] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A connection structure between a subframe and a stabilizer bar, characterized in that, include: The subframe includes a mounting section, the mounting section having a limiting guide channel, the inner wall of the limiting guide channel being provided with multiple limiting surfaces; A stabilizer bar is fixed to the subframe and passes through the limiting guide channel. The stabilizer bar has multiple limiting mating surfaces, and the multiple limiting surfaces and the multiple limiting mating surfaces correspond one-to-one. The limiting surfaces and the corresponding limiting mating surfaces are in a circumferential limiting fit along the limiting guide channel.

2. The connection structure between the subframe and the stabilizer bar according to claim 1, characterized in that, The plurality of limiting surfaces include at least a first limiting surface and a second limiting surface, the first limiting surface and the second limiting surface being symmetrical about the center of the limiting guide channel, and the plurality of limiting mating surfaces include at least a first limiting mating surface and a second limiting mating surface, the first limiting mating surface abutting and mating with the first limiting surface, and the second limiting mating surface abutting and mating with the second limiting surface.

3. The connection structure between the subframe and the stabilizer bar according to claim 2, characterized in that, The plurality of limiting surfaces further include a third limiting surface and a fourth limiting surface, the third limiting surface and the fourth limiting surface being symmetrical about the center of the limiting guide channel. The plurality of limiting mating surfaces further include a third limiting mating surface and a fourth limiting mating surface, the third limiting surface abutting and mating with the third limiting mating surface, and the fourth limiting surface abutting and mating with the fourth limiting mating surface.

4. The connection structure between the subframe and the stabilizer bar according to claim 1, characterized in that, The stabilizer bar is an active stabilizer bar, which includes a drive housing for housing the drive structure. The drive housing passes through the limiting guide channel and includes the limiting mating surface.

5. The connection structure between the subframe and the stabilizer bar according to claim 4, characterized in that, The drive housing includes a first end and a second end disposed opposite to each other along a first direction, the first direction being parallel to the length direction of the limiting guide channel, and the limiting mating surface connecting the first end and the second end; The minimum distance between the first end and the center of the limiting guide channel is L1, and the minimum distance between the second end and the center of the limiting guide channel is L2, where L1 is equal to L2.

6. The connection structure between the subframe and the stabilizer bar according to claim 5, characterized in that, Both the first end and the second end are located outside the limiting guide channel.

7. The connection structure between the subframe and the stabilizer bar according to claim 4, characterized in that, The active stabilizer bar also includes at least two mounting ears extending outward from a portion of the drive housing, and the mounting portion also includes at least two mounting holes, with the at least two mounting ears and the at least two mounting holes corresponding one-to-one; Each of the mounting ears is provided with a connecting through hole, and the connecting through hole and the corresponding mounting hole are used to pass through a connector to fix the active stabilizer bar to the subframe.

8. The connection structure between the subframe and the stabilizer bar according to claim 7, characterized in that, In the orthographic projection along the length of the limiting guide channel, the distance between the center of the connecting through hole and the center of the drive housing is L3, and the minimum tensile load of the connector is F1. F1 and L3 satisfy the following inequality: F1≥1400N.m÷L3.

9. The connection structure between the subframe and the stabilizer bar according to any one of claims 1 to 8, characterized in that, The length of the limiting guide channel extends in a direction parallel to the width direction of the subframe.

10. The connection structure between the subframe and the stabilizer bar according to claim 9, characterized in that, The subframe includes a subframe body, and the limiting guide channel protrudes from the subframe body along the height direction of the subframe.

11. The connection structure between the subframe and the stabilizer bar according to any one of claims 1 to 8 and 10, characterized in that, The number of stabilizer bars is two, both of which are active stabilizer bars. The two active stabilizer bars are used to connect two opposite suspension systems of the vehicle. The number of limiting guide channels is two, and the two limiting guide channels are spaced apart along the width direction of the subframe. The two active stabilizer bars correspond one-to-one with the two limiting guide channels, and each active stabilizer bar passes through the corresponding limiting guide channel.

12. A vehicle, characterized in that, include: The connection structure between the subframe and the stabilizer bar as described in any one of claims 1 to 11.

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