Lightweight stabilizer, bending die thereof and vehicle suspension system
Patent Information
- Application Number
- CN202521809724.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-25
- Publication Date
- 2026-09-22
- Estimated Expiration
- 2035-08-25
AI Technical Summary
然而，随着汽车轻量化需求的日益迫切及整车疲劳寿命标准的不断提升，这种传统单一半径折弯方式的固有缺陷逐渐凸显：首先，在折弯处极易形成严重的应力集中，成为疲劳裂纹萌生的高风险区域，尤其是在为达成减重目标而减小杆径或壁厚时，该处应力水平会进一步升高，常常无法满足更为苛刻的客户疲劳寿命要求；其次，为保证疲劳性能，往往难以对杆体进行深度的轻量化设计，致使产品材料成本无法有效降低
[0010]本实用新型的有益效果是：通过采用由曲率中心位于同一侧的连续多段圆弧构成折弯部，并限定第一圆弧段半径大于第二圆弧段半径且半径比值为1.5-5.0，这种复合曲线结构从根本上优化了折弯部位的应力分布状态：如图3所示，最大疲劳应力由传统设计的520.4MPa显著降至420.6MPa，降幅达19.2%，使疲劳寿命提升至2.8倍，彻底消除了应力集中导致的早期断裂风险；更重要的是，应力水平的显著降低为深度轻量化创造了技术前提，如图4所示，在保持与原设计等效刚度（D25mm）和满足疲劳寿命要求的前提下，成功实现减重11.8%（重量由5.52kg降至4.87kg），大幅降低材料成本；同时，经过验证的半径比值范围为不同车型平台提供了既科学又灵活的设计窗口，而专用弯管模具的设计保障了该结构的精确实现和产业化应用，最终通过悬架系统的集成应用全面提升了车辆的操控性与可靠性。
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Figure CN224781676U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive stabilizer bar technology, and in particular to a lightweight stabilizer bar, its bending mold, and a vehicle suspension system. Background Technology
[0002] The stabilizer bar (also known as an anti-roll bar) in a vehicle's suspension system is a key component for improving vehicle handling stability and comfort. It uses its torsional elasticity to suppress excessive body roll when cornering or on bumpy roads. Traditional stabilizer bars typically use a solid or hollow bar combined with a specific geometry. In order to avoid components such as the engine and exhaust pipe in the chassis, the bar needs to be designed with various bends.
[0003] Currently, the industry commonly uses a single, constant radius circular arc structure for the bending section of stabilizer bars. This method is simple to manufacture, has low mold costs, and can meet basic usage requirements under certain operating conditions. However, with the increasing urgency of automotive lightweighting and the continuous improvement of vehicle fatigue life standards, the inherent defects of this traditional single-radius bending method are becoming increasingly apparent: First, severe stress concentration easily forms at the bending point, becoming a high-risk area for fatigue crack initiation. Especially when reducing the bar diameter or wall thickness to achieve weight reduction goals, the stress level at this point will further increase, often failing to meet more stringent customer fatigue life requirements. Second, to ensure fatigue performance, it is often difficult to carry out in-depth lightweight design of the bar body, resulting in the inability to effectively reduce product material costs. Although there are attempts to optimize this through the use of high-strength materials or integral hollowing, none of these methods have fundamentally solved the core problem of stress concentration at the bending point, or have brought about new problems of significantly increased costs. Utility Model Content
[0004] The main technical problem solved by this utility model is to provide a lightweight stabilizer bar, its bending mold and vehicle suspension system, which can reduce the fatigue stress of the stabilizer bar, reduce the fatigue risk of the stabilizer bar, provide greater weight reduction space, and thus reduce the material cost of the product.
[0005] To solve the above-mentioned technical problems, the present invention provides a lightweight stabilizer bar, comprising: a bar body and at least one bent portion disposed on the bar body for avoiding chassis components. The outline of the bent portion is composed of at least two continuous arcs with their curvature centers located on the same side. The continuous arcs include a first arc segment close to the bar body and a second arc segment connected to the first arc segment. The bending radius of the first arc segment is greater than that of the second arc segment, which is used to optimize the stress distribution of the bent portion and reduce the maximum fatigue stress. The bending radius of the first arc segment is 80mm-200mm, and the bending radius of the second arc segment is 30mm-120mm.
[0006] Preferably, the ratio of the bending radius of the first arc segment to the bending radius of the second arc segment satisfies: 1.5 ≤ bending radius of the first arc segment / bending radius of the second arc segment ≤ 5.
[0007] Preferably, the bending radius of the first arc segment is 120mm, and the bending radius of the second arc segment is 40mm.
[0008] Preferably, the rod body is a hollow tubular structure.
[0009] This utility model also provides a bending mold for a lightweight stabilizer bar. The cavity contour of the bending mold matches the geometry of the multi-segment continuous arc of the bending part. The cavity includes a first forming section corresponding to the first arc segment and a second forming section corresponding to the second arc segment. The radius of curvature of the first forming section is greater than the radius of curvature of the second forming section. This utility model also provides a vehicle suspension system, including the lightweight stabilizer bar described above.
[0010] The beneficial effects of this invention are: by using multiple continuous arc segments with their curvature centers on the same side to form the bending section, and limiting the radius of the first arc segment to be greater than the radius of the second arc segment with a radius ratio of 1.5-5.0, this composite curve structure fundamentally optimizes the stress distribution at the bending point. Figure 3 As shown, the maximum fatigue stress was significantly reduced from 520.4 MPa in the traditional design to 420.6 MPa, a decrease of 19.2%, increasing fatigue life by 2.8 times and completely eliminating the risk of early fracture caused by stress concentration. More importantly, the significant reduction in stress level created the technical prerequisite for deep lightweighting, such as... Figure 4 As shown, while maintaining the equivalent stiffness (D25mm) of the original design and meeting fatigue life requirements, a weight reduction of 11.8% (from 5.52kg to 4.87kg) was successfully achieved, significantly reducing material costs. At the same time, the verified radius ratio range provides a scientific and flexible design window for different vehicle platforms, while the design of the special tube bending mold ensures the accurate realization and industrial application of the structure. Ultimately, the integrated application of the suspension system comprehensively improves the vehicle's handling and reliability. Attached Figure Description
[0011] Figure 1 This is a schematic diagram of the structure of the bent part of the stabilizer bar of this utility model; Figure 2 It is the conventional shape of the bend of the stabilizer bar and its CAE calculation results; Figure 3 It shows the shape of the optimized stabilizer bar bend and its CAE calculation results; Figure 4 This is the CAE calculation result after adjusting the diameter of the stabilizer bar's bent section.
[0012] The components in the attached diagram are labeled as follows: R1, first arc segment; R2, second arc segment; 1, rod body; 2, bending section. Detailed Implementation
[0013] 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.
[0014] 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.
[0015] 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.
[0016] 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.
[0017] 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.
[0018] 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.
[0019] 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.
[0020] Example: A lightweight stabilizer bar includes: a bar body 1 and at least one bent portion 2 disposed on the bar body 1 for avoiding chassis components. The bar body 1 is a hollow tubular structure. The profile of the bent portion 2 is composed of at least two continuous arcs with their curvature centers located on the same side. The continuous arcs include a first arc segment R1 near the bar body and a second arc segment R2 connected to the first arc segment R1. The bending radius of the first arc segment R1 is larger than the bending radius of the second arc segment R2, which is used to optimize the stress distribution of the bent portion 2 and reduce the maximum fatigue stress. The bending radius of the first arc segment R1 is 80mm-200mm, and the bending radius of the second arc segment R2 is 30mm-120mm. Preferably, when the original fixed bending radius is 50mm, the optimized bending radius of the first arc segment R1 is 120mm, and the bending radius of the second arc segment R2 is 40mm. By employing a continuous circular arc with the center of curvature on the same side to form the bending section 2, and specifically limiting the bending radius of the first circular arc segment R1 to be greater than that of the second circular arc segment R2, this composite curve structure with a large radius smoothly transitioning to a small radius effectively optimizes the stress distribution of the bending section 2, significantly reducing the maximum fatigue stress and fundamentally eliminating the risk of early fatigue fracture. At the same time, the significant reduction in stress level creates sufficient safety margin for product lightweighting, achieving a weight reduction of over 10% while ensuring equivalent stiffness and fatigue life, effectively reducing material costs.
[0021] The ratio of the bending radius of the first arc segment R1 to the bending radius of the second arc segment R2 satisfies: 1.5 ≤ bending radius of the first arc segment R1 / bending radius of the second arc segment R2 ≤ 5. By limiting the ratio of the bending radius of the first arc segment R1 to the bending radius of the second arc segment R2 to the range of 1.5 to 5, experiments have verified that this specific ratio range can optimally coordinate the stress smoothing effect of the large radius segment and the compact layout requirements of the small radius segment, so that the stress dispersion effect of the composite curve structure reaches the best balance. When the bending radius of the first arc segment R1 / bending radius of the second arc segment R2 < 1.5, the stress optimization effect is significantly weakened, while when the bending radius of the first arc segment R1 / bending radius of the second arc segment R2 > 5, stress abrupt change in the transition zone is likely to occur. This application ensures a smooth transition of the stress gradient in the bending part 2 through this ratio limitation, and the maximum stress reduction is stably maintained within the range. At the same time, it provides a scientific and flexible design window for structural adaptation to different vehicle platforms.
[0022] Figure 2 The conventional shape of the stabilizer bar's bent section and its CAE calculation results show that the radius of the bent section is R50mm, the equivalent solid diameter is D25mm, the weight is 5.52kG, and the maximum stress at the inner wall bend is 520.4Mpa. This meets the requirement of 1.0 times the fatigue life, and further weight reduction is not possible.
[0023] Figure 3 Based on the optimized shape of the stabilizer bar bending section 2 and its CAE calculation results, the first arc segment R1 is 120mm, the second arc segment R2 is 40mm, and the maximum stress at the inner wall bending section 2 is reduced to 420.6Mpa, which can meet 2.8 times the fatigue life. This state has a large space for weight reduction.
[0024] It is evident that the design of the bending portion 2 in this application can effectively reduce the maximum stress.
[0025] Figure 4The CAE calculation results for the optimized stabilizer bar bending section 2 and the adjusted diameter of the bar body 1 are based on the following: the outer diameter and wall thickness of the bar body 1 were adjusted, but the equivalent solid diameter is still D25mm and the weight is 4.87kG. At this time, the stabilizer bar is reduced by 0.65Kg, which is 11.8% lighter than the conventional design. The maximum stress at the bending point is 518.6Mpa, which can meet 1.05 times the fatigue life requirement.
[0026] Therefore, by designing the bending part 2 in this application, it is possible to achieve a maximum stress similar to that of a conventional stabilizer bar while reducing weight, thus greatly reducing production costs.
[0027] This utility model also discloses a bending mold for a lightweight stabilizer bar. The cavity contour of the bending mold matches the multi-segment continuous arc geometry of the bending part 2. The cavity includes a first forming section corresponding to the first arc segment R1 and a second forming section corresponding to the second arc segment R2. The radius of curvature of the first forming section is greater than the radius of curvature of the second forming section.
[0028] This utility model also discloses a vehicle suspension system, including the lightweight stabilizer bar mentioned above.
[0029] 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 lightweight stabilizer bar, comprising: A rod body (1) and at least one bend (2) provided on the rod body (1) for avoiding chassis components, characterized in that the outline of the bend (2) is composed of at least two continuous arcs with the curvature centers located on the same side, the continuous arcs including a first arc segment (R1) close to the rod body and a second arc segment (R2) connected to the first arc segment (R1), the bending radius of the first arc segment (R1) being greater than the bending radius of the second arc segment (R2), for optimizing the stress distribution of the bend (2) and reducing the maximum fatigue stress, the bending radius of the first arc segment (R1) being 80mm-200mm, and the bending radius of the second arc segment (R2) being 30mm-120mm.
2. The lightweight stabilizer bar according to claim 1, characterized in that: The ratio of the bending radius of the first arc segment (R1) to the bending radius of the second arc segment (R2) satisfies: 1.5 ≤ bending radius of the first arc segment (R1) / bending radius of the second arc segment (R2) ≤ 5.
3. A lightweight stabilizer bar according to claim 2, characterized in that: The bending radius of the first arc segment (R1) is 120mm, and the bending radius of the second arc segment (R2) is 40mm.
4. A lightweight stabilizer bar according to claim 1, characterized in that: The rod (1) is a hollow tubular structure.
5. A bending die for manufacturing the lightweight stabilizer bar according to any one of claims 1-4, characterized in that: The cavity profile of the bending mold matches the multi-segment continuous arc geometry of the bending part (2). The cavity includes a first forming section corresponding to the first arc segment (R1) and a second forming section corresponding to the second arc segment (R2). The radius of curvature of the first forming section is greater than the radius of curvature of the second forming section.
6. A vehicle suspension system, characterized in that: Includes the lightweight stabilizer bar according to any one of claims 1-4.