A stabilizer bar assembly

Abstract

The utility model discloses a stabilizer bar assembly, include: stabilizer bar, bush and support, stabilizer bar fixed connection is in the inner surface of bush, and the support is wrapped on the outside of bush, is used for fixing the position of bush, is provided with a plurality of array arrangement's friction protruding on the outer surface of bush and support contact part, and friction protruding and support inner surface directly contact cooperation, to increase the friction coefficient between bush and support, through above -mentioned mode, the utility model can effectively increase the friction coefficient between bush and support, reduce the possibility that bush slips in axial direction, twist direction and support, whether high temperature or low temperature's use environment can reduce or avoid the noise that bush surface and support produce.

Description

Technical Field

[0001] This utility model relates to the field of automotive chassis components technology, and in particular to a stabilizer bar assembly. Background Technology

[0002] The stabilizer bar assembly, also known as an anti-roll bar or balance bar, is an auxiliary elastic element in a car's suspension.

[0003] In automotive stabilizer bar systems, bushings are key components connecting the stabilizer bar and the bracket, and their performance directly affects the vehicle's NVH (noise, vibration, and harshness) performance. Currently, there are two main technologies for manufacturing stabilizer bar bushings: one is to use a secondary vulcanization process to bond the molded bushing to the stabilizer bar, and then assemble it with the clamps; the other is to directly inject raw rubber onto the stabilizer bar, and then assemble it with the bracket.

[0004] However, both technologies produce bushings with smooth molded outer surfaces, which have significant drawbacks: when the bushing's compression is insufficient or the interference fit with the support is inadequate, relative slippage can easily occur between the bushing and the support, generating noise. On the other hand, due to the properties of natural rubber, the main material of the bushing, it is not heat-resistant. The inner surface of the bushing is bonded to the stabilizer bar, and the outer surface is wrapped by the support. Due to the inherent properties of rubber, significant permanent deformation will occur during long-term wrapping under stress and during the bonding and heating process. When the designed compression of the bushing and support is too large, the permanent deformation of the bushing will increase during the bonding and heating process, resulting in greater deformation after bonding. Consequently, the permanent deformation of the bushing will continue to increase, the interference fit of the rubber will gradually decrease, and noise problems will slowly emerge. Therefore, excessive interference design cannot fundamentally solve the NVH problem.

[0005] Although there are some improvement solutions on the market, such as Figure 1 As shown, there is a protrusion on the bushing, the purpose of which is only to position the bushing, prevent the bushing from moving axially, and fix the bracket. It is a local point positioning. The outer contour of the bushing is a normal design and does not play a role in reducing noise.

[0006] Or such as Figure 2 or Figure 3 The grooved positioning shown is primarily designed to prevent axial displacement of the bushing and to prevent any movement of the bushing relative to the mounting bracket in the axial direction of the stabilizer bar. However, the main working direction of the bushing is torsion, with the bushing rotating along the axial direction of the stabilizer bar. Its outer surface still relies mainly on the interference fit between the smooth surface and the bracket for slip resistance. When the interference fit is low or the coefficient of friction decreases under high / low temperature conditions, the risks of slippage and noise still exist.

[0007] With the increasing demands for NVH in new energy vehicles, there is an urgent need for a solution that can effectively prevent relative slippage between bushings and brackets in the axial and torsional directions, thereby avoiding noise, without significantly changing the production process or increasing costs. Utility Model Content

[0008] The main technical problem solved by this utility model is to provide a stabilizer assembly that can effectively increase the friction coefficient between the bushing and the bracket, reduce the possibility of relative slippage between the bushing and the bracket in the axial and torsional directions, and reduce or avoid noise generated between the bushing surface and the bracket regardless of high or low temperature operating environments.

[0009] To solve the above-mentioned technical problems, the present invention provides a stabilizer bar assembly, comprising a stabilizer bar, a bushing, and a bracket. The stabilizer bar is fixedly connected to the inner surface of the bushing, and the bracket is wrapped around the outer surface of the bushing to fix the position of the bushing. Multiple arrayed friction protrusions are provided on the outer surface of the part of the bushing that contacts the bracket. The friction protrusions directly contact and cooperate with the inner surface of the bracket to increase the friction coefficient between the bushing and the bracket.

[0010] Preferably, the friction protrusions are raised dots.

[0011] Preferably, the friction protrusions are elongated protrusions arranged along the axial direction of the bushing.

[0012] Preferably, the friction protrusions are interconnected rhomboid protrusions.

[0013] Preferably, the friction protrusions are mesh-like protrusions.

[0014] Preferably, the friction protrusions cover the entire outer surface of the area where the bushing contacts the support.

[0015] Preferably, the bushing is made of natural rubber, and the friction protrusions are integrally injection molded with the bushing body.

[0016] Preferably, the support has wrapping portions extending on both sides that engage with the end faces of the bushing on both sides. The wrapping portions contact the end faces of the bushing on both sides and restrict the axial displacement of the bushing relative to the support.

[0017] This application also provides a vehicle that includes a chassis assembly, the chassis assembly including the aforementioned stabilizer bar assembly.

[0018] The beneficial effects of this invention are as follows: By setting an array of friction protrusions on the outer surface of the bushing in contact with the bracket, the physical friction coefficient between the bushing and the bracket is significantly increased. This non-smooth surface design fundamentally solves the problem of relative slippage between the bushing and the bracket caused by improper compression or interference fit design of traditional smooth bushings (insufficient compression leads to slippage noise, excessive interference fit leads to permanent deformation and decay) or the decrease in friction coefficient under high and low temperature environments, effectively avoiding the noise generated thereby. In particular, it provides uniform and stable high friction force for the critical axial movement and torsional slippage directions during bushing operation, ensuring reliable fixation of the bushing within the bracket. At the same time, the bushing can be directly formed in one step by injection molding, without changing the existing production process or increasing additional equipment investment, resulting in low cost. In addition, the wrapping parts extending on both sides of the bracket further restrict the bushing end face, preventing axial movement and enhancing overall stability. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of a bushing with a protrusion in the prior art;

[0020] Figure 2 This is a schematic diagram of a bushing with a positioning groove in the prior art;

[0021] Figure 3 This is a schematic diagram of another structure in the prior art where the bushing has a positioning groove;

[0022] Figure 4 This is a schematic cross-sectional view of the overall structure of this utility model;

[0023] Figure 5 This is a schematic diagram of the structure of the present invention when the friction protrusion is a raised point;

[0024] Figure 6 This is a schematic diagram of the structure of the friction protrusion of this utility model when it is a long strip-shaped protrusion;

[0025] Figure 7 This is a schematic diagram of the structure of the friction protrusion of this utility model when it is a rhomboid protrusion;

[0026] Figure 8 This is a schematic diagram of the structure of the friction protrusion of this utility model when it is a mesh-like protrusion.

[0027] The components in the attached diagram are labeled as follows:

[0028] 1. Stabilizer bar; 2. Bushing; 21. Raised dot; 22. Raised strip; 23. Diamond-shaped protrusion; 24. Mesh-shaped protrusion; 3. Bracket; 31. Wrap-up section. Detailed Implementation

[0029] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a full understanding of this utility model. However, this utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed below.

[0030] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0031] 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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0032] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0033] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0034] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0035] Unless otherwise specified, physical quantities in formulas should be understood as basic quantities of SI base units, or derived quantities derived from basic quantities through mathematical operations such as multiplication, division, differentiation, or integration.

[0036] Example:

[0037] refer to Figures 4-8A stabilizer bar assembly includes: a stabilizer bar 1, a bushing 2, and a bracket 3. The stabilizer bar 1 is fixedly connected to the inner surface of the bushing 2, such as by adhesive bonding, thereby fixing the stabilizer bar 1 to the bushing 2. The bracket 3 covers the outer surface of the bushing 2 to fix the position of the bushing 2. Multiple arrayed friction protrusions extend from the outer surface of the portion of the bushing 2 that contacts the bracket 3. The friction protrusions directly contact and engage with the inner surface of the bracket 3 to increase the coefficient of friction between the bushing 2 and the bracket 3. The friction protrusions cover the entire outer surface of the contact area between the bushing 2 and the bracket 3. The bushing 2 is made of natural rubber, and the friction protrusions are integrally injection molded with the bushing 2 body. It should be noted that a conventional smooth bushing 2 cannot increase the coefficient of friction between the bushing 2 and the bracket 3 by increasing the interference fit. This is because the bushing 2 is made of ordinary rubber material. Increasing the interference fit of the bushing 2 would cause the increased interference to overflow during heating, having the opposite effect in practice. That is, excessively increasing the interference fit of the bushing 2 would result in a lower coefficient of friction between the bushing 2 and the bracket 3 due to overflow during heating, compared to a bushing 2 without increased interference fit. However, by adding friction protrusions to the surface of the bushing 2, making its surface non-smooth, the coefficient of friction between the bushing 2 and the bracket 3 is effectively increased. This prevents relative slippage between the bushing 2 and the bracket 3 in the axial and torsional directions, and reduces or eliminates noise generated between the bushing surface and the bracket in both high and low temperature operating environments.

[0038] refer to Figure 5 The friction protrusions can be protrusions 21, thereby uniformly increasing the friction between the bushing 2 and the support 3 through the dense array of protrusions 21, and effectively preventing the bushing 2 and the support 3 from slipping relative to each other in the axial and torsional directions.

[0039] refer to Figure 6 The friction protrusions are long strips 22 arranged along the axial direction of the bushing 2. The densely arranged protrusions 22 uniformly increase the friction between the bushing 2 and the support 3, thereby effectively preventing the bushing 2 and the support 3 from slipping relative to each other in the axial and torsional directions.

[0040] refer to Figure 7 The friction protrusions are interconnected rhomboid protrusions 23, which uniformly increase the friction between the bushing 2 and the support 3 through the dense array of rhomboid protrusions 23, thereby effectively preventing the bushing 2 and the support 3 from slipping relative to each other in the axial and torsional directions.

[0041] refer to Figure 8The friction protrusions are mesh-like protrusions 24, which uniformly increase the friction between the bushing 2 and the support 3 through the dense array of mesh-like protrusions 24, thereby effectively preventing the bushing 2 and the support 3 from slipping relative to each other in the axial and torsional directions.

[0042] refer to Figure 4 In order to further increase the stability between the bushing 2 and the bracket 3 and to further prevent the bushing 2 from moving between the bushing 2 and the bracket 3, the bracket 3 has wrapping parts 31 extending on both sides that engage with the end faces of the bushing 2. The wrapping parts 31 contact the end faces of the bushing 2 and restrict the axial displacement of the bushing 2 relative to the bracket 3, thereby preventing the bushing 2 from moving on the bracket 3.

[0043] This application also provides a specific embodiment of a vehicle, which includes a chassis assembly, and the chassis assembly includes the above-mentioned stabilizer bar assembly. Since the specific embodiment of the stabilizer bar assembly has been described in detail, it will not be repeated here.

[0044] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A stabilizer bar assembly, characterized in that, include: The stabilizer (1), bushing (2), and bracket (3) are provided. The stabilizer (1) is fixedly connected to the inner surface of the bushing (2). The bracket (3) is wrapped around the outer surface of the bushing (2) to fix the position of the bushing (2). Multiple arrayed friction protrusions are provided on the outer surface of the part of the bushing (2) that contacts the bracket (3). The friction protrusions directly contact and cooperate with the inner surface of the bracket (3) to increase the friction coefficient between the bushing (2) and the bracket (3).

2. A stabilizer bar assembly according to claim 1, characterized in that: The friction protrusion is a protrusion (21).

3. A stabilizer bar assembly according to claim 1, characterized in that: The friction protrusions are elongated protrusions (22) arranged along the axial direction of the bushing (2).

4. A stabilizer bar assembly according to claim 1, characterized in that: The friction protrusions are interconnected rhomboid protrusions (23).

5. A stabilizer bar assembly according to claim 1, characterized in that: The friction protrusions are mesh-like protrusions (24).

6. A stabilizer bar assembly according to claim 1, characterized in that: The friction protrusions cover the entire outer surface of the contact area between the bushing (2) and the bracket (3).

7. A stabilizer bar assembly according to claim 1, characterized in that: The bushing (2) is made of natural rubber, and the friction protrusion is integrally injection molded with the bushing (2) body.

8. A stabilizer bar assembly according to claim 1, characterized in that: The bracket (3) has wrapping portions (31) extending on both sides that engage with the end faces of the bushing (2). The wrapping portions (31) contact the end faces of the bushing (2) and restrict the axial displacement of the bushing (2) relative to the bracket (3).

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