CN107139673B - Motor type initiative transverse stabilizer bar - Google Patents

Motor type initiative transverse stabilizer bar Download PDF

Info

Publication number
CN107139673B
CN107139673B CN201611199667.4A CN201611199667A CN107139673B CN 107139673 B CN107139673 B CN 107139673B CN 201611199667 A CN201611199667 A CN 201611199667A CN 107139673 B CN107139673 B CN 107139673B
Authority
CN
China
Prior art keywords
motor
stabilizer bar
sleeve
swing arm
transmission mechanism
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201611199667.4A
Other languages
Chinese (zh)
Other versions
CN107139673A (en
Inventor
皮大伟
李姣
王洪亮
王显会
王尔烈
孔振兴
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nanjing University of Science and Technology
Original Assignee
Nanjing University of Science and Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nanjing University of Science and Technology filed Critical Nanjing University of Science and Technology
Priority to CN201611199667.4A priority Critical patent/CN107139673B/en
Publication of CN107139673A publication Critical patent/CN107139673A/en
Application granted granted Critical
Publication of CN107139673B publication Critical patent/CN107139673B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • B60G2204/1431—Mounting of suspension arms on the vehicle body or chassis of an L-shaped arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B60G2400/412—Steering angle of steering wheel or column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/182—Active control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/019—Inclination due to load distribution or road gradient
    • B60G2800/0192—Inclination due to load distribution or road gradient longitudinal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/20—Stationary vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9122—ARS - Anti-Roll System Control

Abstract

The invention discloses a motor type active transverse stabilizer bar, which comprises an L-shaped left bar (1), an L-shaped right bar (2), a transmission mechanism (3) and a motor (5), wherein the motor (5) drives an output shaft of the transmission mechanism (3) to move through a coupler (4), a lower swing arm (21) which is movably connected with the output shaft of the transmission mechanism (3) is fixedly arranged at the left end of the right bar (2), and when the output shaft of the transmission mechanism (3) moves, the lower swing arm (21) drives the free end of the right bar (2) to swing to provide a balance force. The motor type active transverse stabilizer bar has the advantages of simple structure, low cost and convenient maintenance and installation.

Description

Motor type initiative transverse stabilizer bar
Technical Field
The invention belongs to the technical field of vehicle stabilizing rods, and particularly relates to a motor type active transverse stabilizing rod device which is simple in structure, low in cost and convenient to maintain and install.
Background
Rollover is one of the most serious accidents that threatens occupant safety during driving of automobiles. Investigation shows that vehicle rollover accidents account for 40% of all traffic accidents worldwide. There are two reasons for causing the rollover of automobiles: one is stumbling due to an obstacle on the road surface "stumbling" against it by side impact; the other is rollover caused by excessive lateral acceleration during curvilinear motion. In order to improve the anti-roll performance of a vehicle, a passive stabilizer bar is generally mounted on a vehicle to improve the roll stiffness of a suspension system, so that an anti-roll moment is applied to the vehicle body when the vehicle rolls, thereby restraining the roll. According to investigation, under the conditions of poor road conditions and sharp turns, if a transverse stabilizer bar is arranged on a vehicle, the rollover probability of the vehicle is reduced by 60-80%.
The existing transverse stabilizer bar is described in Chinese patent application 'transverse stabilizer bar' (application number: 201110248371.8, publication date: 2013.3.6), and generally comprises a bar body, wherein a clamping ring is arranged on the bar body, and a limiting cylinder and a clamping hoop are arranged outside the clamping ring. However, the transverse stabilizer bar is fixed in a single structural form, the rigidity cannot be adjusted, and the requirements of the automobile on running under different working conditions cannot be well met.
The active stabilizer bar system is an improvement on the basis of the traditional stabilizer bar, can change the torque applied to the two ends of the stabilizer bar in real time, and actively and effectively realizes the adjustment of the contralateral tilt rigidity. Currently used active stabilizer bars are of two types, namely hydraulic type and motor type. The hydraulic active stabilizer bar uses a hydraulic cylinder as an actuator, and can improve the roll stability of a vehicle to a certain extent, but the hydraulic active stabilizer bar is difficult to meet the requirement of changing larger working conditions due to complex structure and slower response speed. And the displacement of the piston mechanism is limited, so the system is relatively suitable for large vehicles.
Compared with a hydraulic active stabilizer bar, the motor type active stabilizer bar has the advantages that the motor is used as an actuator, the actuating mechanism is relatively simple and easy to control, the output torque value can be adjusted according to different working conditions, and the energy consumption is small. The motor type active stabilizer bar for the automobile (application number: 2015168444. X, publication date: 2015.12.02) comprises a left stabilizer bar, a right stabilizer bar, a motor, a locking mechanism and a speed reducing mechanism, wherein the left stabilizer bar is connected with the locking mechanism, the right stabilizer bar is connected with a shell of the motor, one end of the speed reducing mechanism is connected with the motor, and the other end of the speed reducing mechanism is connected with the locking mechanism. The stabilizer bar generates an anti-roll moment by driving a rotation direction and an output torque of the stabilizer bar by a motor.
However, the active stabilizer bar has the problems of complex structure, high cost and inconvenient maintenance and installation.
Disclosure of Invention
The invention aims to provide a motor type active transverse stabilizer bar which is simple in structure, low in cost and convenient to maintain and install.
The technical solution for realizing the purpose of the invention is as follows:
the utility model provides a motor formula initiative stabilizer bar, includes L type left pole, L type right pole, drive mechanism and motor, and the motor passes through shaft coupling drive mechanism output shaft motion, the right pole left end has set firmly the lower swing arm that links to each other with the activity of drive mechanism output shaft, when the motion of drive mechanism output shaft, the free end swing of lower swing arm drive right pole provides balancing force.
Compared with the prior art, the invention has the remarkable advantages that:
1. the structure is simple: the motor actuator and the speed reducing mechanism are used as independent mechanisms and are connected through a shaft, so that no complex coordination exists.
2. The cost is low: no complex precision mechanism.
3. Maintenance and installation are convenient: the bevel gear can bear high load by adopting a pair of meshed bevel gear reducers, has the advantages of noise reduction and vibration reduction, is easy to maintain in the later period, and most importantly, can realize the transmission of two vertical shafts, and has lower requirements on the processing precision of open gear transmission, convenient installation and lower lubrication requirements.
The invention is described in further detail below with reference to the drawings and the detailed description.
Drawings
Fig. 1 is a schematic structural view of a motor-type active stabilizer bar according to the present invention.
Fig. 2 is a schematic view of the structure of the left and right rods and the sleeve portion of fig. 2.
Fig. 3 is a schematic structural view of the cylindrical casing of the transmission mechanism in fig. 2.
Fig. 4 is a schematic view of the structure of the ball screw nut of the transmission mechanism in fig. 2.
Fig. 5 is a schematic diagram of the operation of the reduction mechanism with the motor and the coupling.
Fig. 6 is a control flow chart of the motor type active stabilizer bar of the present invention.
In the figure, a left lever 1, a right lever 2, a lower swing arm 21, a connection hole 22, a transmission mechanism 3, a cylindrical housing 31, a ball screw nut 32, a connection post 33, an axial groove 34, a coupling 4, a motor 5, a sleeve 7, a fixed arm 71, and a reduction mechanism 6.
Detailed Description
As shown in fig. 2, the motor type active transverse stabilizer bar comprises an L-shaped left bar 1, an L-shaped right bar 2, a transmission mechanism 3 and a motor 5, wherein the motor 5 drives an output shaft of the transmission mechanism 3 to move through a coupler 4, a lower swing arm 21 movably connected with the output shaft of the transmission mechanism 3 is fixedly arranged at the left end of the right bar 2, and when the output shaft of the transmission mechanism 3 moves, the lower swing arm 21 drives the free end of the right bar 2 to swing to provide a balance force.
As shown in fig. 2 and 3, the transmission mechanism further comprises a sleeve 7, the left rod 1 is inserted into the right end of the sleeve 7 and fixedly connected with the sleeve 7, the left end of the right rod 2 is inserted into the left end of the sleeve 7 in a clearance fit manner, the lower swing arm 21 of the lower swing arm extends out of a circumferential groove at the lower end of the sleeve 7, the transmission mechanism 3 comprises a cylindrical shell 31 fixedly connected with the sleeve 7 and a ball screw nut 32 capable of axially moving along the inner wall of the cylindrical shell 31, the front end of the ball screw nut 32 is hinged with the movable end of the lower swing arm 21 of the right rod 2, and the rear end of the ball screw nut 32 is connected with the coupler 4.
When the coupler 4 and the ball screw nut 32 are output, the ball screw nut 32 moves back and forth in the cylindrical shell 31 of the transmission mechanism 3, and the lower swing arm 21 hinged with the ball screw nut 32 drives the right rod 2 to swing by taking the axis of the sleeve 7 as an axis, so that balance force is provided.
As shown in fig. 3, as a preferable solution, the lower swing arm 21 is two parallel cantilevers, the cantilever heads are provided with connecting holes 22, as shown in fig. 4 and 5, the left and right sides of the front part of the ball screw nut 32 are respectively provided with a connecting column 33 extending out of the cylindrical shell 31, the connecting holes 22 are respectively sleeved on the connecting columns 33 close to each other to form a hinge joint, and the two sides of the cylindrical shell 31 are provided with axial grooves 34 for the connecting columns 33 to move back and forth.
As shown in fig. 3, an L-shaped fixing arm 71 is fixedly connected to the lower portion of the sleeve 7 near two ends, and the other end of the L-shaped fixing arm 71 is fixedly connected to the cylindrical housing 31 of the transmission mechanism 3.
As shown in fig. 5, a speed reducing mechanism 6 is arranged between the motor 5 and the coupling 4, an input end of the speed reducing mechanism 6 is connected with an output end of the motor 5, and an output end of the speed reducing mechanism is connected with an input end of the coupling 4.
The working principle of the invention is as follows:
the motor provides power to the driving wheel of the speed reducing mechanism through the input shaft, and the driving wheel drives the driven wheel to rotate. The transmission ratio of the motor is selected as
In the power transmission process, the power of the output shaft of the speed reducing mechanism is rotary power, the rotary power is transmitted to the ball screw nut through the coupler, the ball screw nut converts the rotary power into linear motion, the extending arm moves linearly in the sliding groove of the shell, and the lower swing arm is nested on the extending arm of the ball screw nut, so that the linear motion of the ball screw nut drives the lower swing arm to swing.
Because the lower swing arm is fixedly connected with the right stabilizer bar, the through hole at the lower end of the right end mechanism of the left stabilizer bar is fixedly connected with the extending arm of the ball screw shell. When the ball screw nut moves linearly, the lower swing arm swings back and forth, the left stabilizer bar is fixed, the left stabilizer bar and the right stabilizer bar are twisted in opposite directions, and torque with opposite directions is generated and provided for a vehicle body to restrain the rolling of the vehicle body.
The working process of the invention is as shown in fig. 6, which is:
signals such as vehicle speed, steering angle, roll angle speed, lateral acceleration and the like are acquired through a sensor and are input into an electronic control system ECU, the ECU analyzes and processes the signals to calculate the magnitude M of the anti-roll moment required by the front axle and the rear axle ARC ，
Assuming that the torque transmitted to the stabilizer bar after the motor is decelerated and torque is increased is M T Then
M ARC /M T ＝L/b (1)
Wherein L is half length of the rod, and b is length of the extending arm of the stabilizer rod.
The torque provided by the motor is M Motor with a motor housing Is arranged to obtain
Assuming a torsional stiffness of K φ The given motor rotation angle should be
According to the calculation, the corresponding control quantity is output to control the operation of the motor, and the motor output torque is transmitted to the front and rear axle stabilizer bars, so that the stabilizer bars generate the corresponding anti-roll moment, and the roll of the vehicle body is restrained.

Claims (2)

1. The utility model provides a motor type initiative stabilizer bar, includes L type left pole (1), L type right pole (2), drive mechanism (3) and motor (5), and motor (5) are through shaft coupling (4) drive mechanism (3) output shaft motion, its characterized in that:
the left end of the right rod (2) is fixedly provided with a lower swing arm (21) movably connected with an output shaft of the transmission mechanism (3), and when the output shaft of the transmission mechanism (3) moves, the lower swing arm (21) drives the free end of the right rod (2) to swing to provide balance force;
the left rod (1) is inserted into the right end of the sleeve (7) and fixedly connected with the sleeve (7), the left end of the right rod (2) is inserted into the left end of the sleeve (7) in a clearance fit manner, and the lower swing arm (21) of the left rod extends out of a circumferential groove at the lower end of the sleeve (7);
the transmission mechanism (3) comprises a cylindrical shell (31) fixedly connected with the sleeve (7) and a ball screw nut (32) capable of axially moving along the inner wall of the cylindrical shell (31), the front end of the ball screw nut (32) is hinged with the movable end of the lower swing arm (21) of the right rod (2), and the rear end of the ball screw nut (32) is connected with the coupler (4);
the lower swing arm (21) is two cantilevers which are parallel to each other, the head of the cantilever is provided with a connecting hole (22), the left side and the right side of the front part of the ball screw nut (32) are respectively provided with a connecting column (33) which extends out of the cylindrical shell (31), the connecting holes (22) are respectively sleeved on the connecting columns (33) which are close to each other to form a hinge joint, and the two sides of the cylindrical shell (31) are provided with axial grooves (34) for the connecting columns (33) to move forwards and backwards;
the lower part of the sleeve (7) is fixedly connected with an L-shaped fixing arm (71) at the positions close to two ends respectively, and the other end of the L-shaped fixing arm (71) is fixedly connected with a cylindrical shell (31) of the transmission mechanism (3).
2. The electromechanical active stabilizer bar according to claim 1, characterized in that:
a speed reducing mechanism (6) is arranged between the motor (5) and the coupler (4), the input end of the speed reducing mechanism (6) is connected with the output end of the motor (5), and the output end of the speed reducing mechanism is connected with the input end of the coupler (4).
CN201611199667.4A 2016-12-22 2016-12-22 Motor type initiative transverse stabilizer bar Active CN107139673B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201611199667.4A CN107139673B (en) 2016-12-22 2016-12-22 Motor type initiative transverse stabilizer bar

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201611199667.4A CN107139673B (en) 2016-12-22 2016-12-22 Motor type initiative transverse stabilizer bar

Publications (2)

Publication Number Publication Date
CN107139673A CN107139673A (en) 2017-09-08
CN107139673B true CN107139673B (en) 2023-10-13

Family

ID=59783290

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201611199667.4A Active CN107139673B (en) 2016-12-22 2016-12-22 Motor type initiative transverse stabilizer bar

Country Status (1)

Country Link
CN (1) CN107139673B (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109572344A (en) * 2017-09-29 2019-04-05 上海领景智能科技有限公司 A kind of vehicle with active stabilizing device
CN109572891A (en) * 2017-09-29 2019-04-05 上海领景智能科技有限公司 A kind of vehicle with automatic balancing arrangement
CN109572418A (en) * 2017-09-29 2019-04-05 上海领景智能科技有限公司 A kind of vehicle with active balancing device
CN109572346A (en) * 2017-09-29 2019-04-05 上海领景智能科技有限公司 A kind of vehicle with built-in stabilizers
CN109109805B (en) * 2018-09-03 2019-09-24 山东交通学院 The anti-rolling device of vehicle based on dynamic adjustment
CN114132138B (en) * 2021-12-20 2023-10-27 中国第一汽车股份有限公司 Active anti-roll mechanism and vehicle

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0891035A (en) * 1994-09-28 1996-04-09 Nissan Diesel Motor Co Ltd Stabilizer for vehicle
WO2001053121A1 (en) * 2000-01-21 2001-07-26 Bayerische Motoren Werke Aktiengesellschaft Anti-roll bar assembly for the chassis of a motor vehicle
JP2006027552A (en) * 2004-07-21 2006-02-02 Nissan Motor Co Ltd Rigidity controlling mechanism of suspension device
CN101088787A (en) * 2006-06-14 2007-12-19 丰田自动车株式会社 Device for changing distance between wheel and vehicle body, and system including the device
CN201380735Y (en) * 2009-05-25 2010-01-13 宋有涛 Traverse adjustment hydraulic lift hitch of tractor
CN105834921A (en) * 2016-05-21 2016-08-10 上海金箭水射流设备制造有限公司 Pushed oscillation type direct-driven ultrahigh-pressure fluid power system
CN106143043A (en) * 2016-06-07 2016-11-23 南通航运职业技术学院 A kind of harmonic gear-type active lateral stabilizer bar device
CN206456200U (en) * 2016-12-22 2017-09-01 南京理工大学 Electric motor type active lateral stabiliser bar

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0891035A (en) * 1994-09-28 1996-04-09 Nissan Diesel Motor Co Ltd Stabilizer for vehicle
WO2001053121A1 (en) * 2000-01-21 2001-07-26 Bayerische Motoren Werke Aktiengesellschaft Anti-roll bar assembly for the chassis of a motor vehicle
JP2006027552A (en) * 2004-07-21 2006-02-02 Nissan Motor Co Ltd Rigidity controlling mechanism of suspension device
CN101088787A (en) * 2006-06-14 2007-12-19 丰田自动车株式会社 Device for changing distance between wheel and vehicle body, and system including the device
CN201380735Y (en) * 2009-05-25 2010-01-13 宋有涛 Traverse adjustment hydraulic lift hitch of tractor
CN105834921A (en) * 2016-05-21 2016-08-10 上海金箭水射流设备制造有限公司 Pushed oscillation type direct-driven ultrahigh-pressure fluid power system
CN106143043A (en) * 2016-06-07 2016-11-23 南通航运职业技术学院 A kind of harmonic gear-type active lateral stabilizer bar device
CN206456200U (en) * 2016-12-22 2017-09-01 南京理工大学 Electric motor type active lateral stabiliser bar

Also Published As

Publication number Publication date
CN107139673A (en) 2017-09-08

Similar Documents

Publication Publication Date Title
CN107139673B (en) Motor type initiative transverse stabilizer bar
US10647350B2 (en) Steering gear for a vehicle, vehicle, method for controlling a steering gear and method for steering a vehicle
CN101391620B (en) Gear box-typed active front steering system in vehicle
CN109986922A (en) Roll control method, vehicle and the lateral stability rod driving device of vehicle
CN101698416A (en) Alignment assistance and ultimate damping type steering gear
CN108674115B (en) A kind of ISD suspension system for being used to container comprising being used to the variable slipper block connecting bar type of matter coefficient
KR20090098039A (en) Active stabilizer of vehicle
CN110949498B (en) Electric automobile and wheel hub structure of integrated steering and suspension
CN113581290A (en) Automatic adjusting device and method for vehicle toe-in
CN105015618B (en) A kind of Electric Motor Wheel suspension active rotary transform tensor system
JP2013121813A (en) Active roll control device
US20030178243A1 (en) Steering-shaft train
CN203318495U (en) Hydraulic power assisted integral automobile power steering gear
CN103171397A (en) Variable-stiffness semi-active horizontal stabilizer bar of passenger car
CN206456200U (en) Electric motor type active lateral stabiliser bar
JP2016147513A (en) Rear wheel steering device
MX2012014960A (en) Variable length vehicle stabiliser and vehicle with the variable length stabiliser.
CN207942900U (en) Vehicle and lateral stability rod driving device
CN107235073A (en) Active rear steer mechanism based on toggle
CN113650466A (en) Automatic vehicle height adjusting device
CN202107016U (en) Back wheel assist system for four-wheel steering automobile
CN104960568A (en) Rear wheel steering and returning mechanism for commercial vehicle
CN107176003B (en) Active anti-roll suspension system
JP5491930B2 (en) Vehicle power steering device
CN111137122A (en) Omnidirectional mobile robot chassis mechanism based on hub motor

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant