CN107878140B - Vehicle with a steering wheel - Google Patents
Vehicle with a steering wheel Download PDFInfo
- Publication number
- CN107878140B CN107878140B CN201710943231.XA CN201710943231A CN107878140B CN 107878140 B CN107878140 B CN 107878140B CN 201710943231 A CN201710943231 A CN 201710943231A CN 107878140 B CN107878140 B CN 107878140B
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- China
- Prior art keywords
- stabilizer bar
- vehicle
- suspension
- vehicle body
- frame
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Classifications
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- 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
- B60G21/045—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 different axles on the same side of the vehicle, i.e. the left or the right side
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- 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
- B60G21/023—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 longitudinally
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- 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
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/41—Elastic mounts, e.g. bushings
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- 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
Abstract
The invention discloses a vehicle, which comprises a vehicle body and a vehicle frame; the stabilizer bar is longitudinally extended, and two ends of the stabilizer bar are respectively movably connected with the vehicle body, the middle of the stabilizer bar is rotatably connected with the vehicle frame, or two ends of the stabilizer bar are respectively movably connected with the vehicle frame, and the middle of the stabilizer bar is rotatably connected with the vehicle body, so that the stabilizer bar is driven to be twisted and deformed when the vehicle body tilts vertically relative to the vehicle frame. By applying the vehicle provided by the invention, when the cab jumps up and down or inclines, the stabilizer bar does not generate torsional deformation, and the stabilizer bar does not work at the moment. When the automobile is braked, the automobile body leans forward under the action of inertia force, and the automobile body generates pitching relative to the automobile frame, so that the stabilizer bar is pulled to generate torsional deformation and generate opposite torque, the pitching rigidity can be improved, the pitching movement of the automobile body is reduced, the discomfort of a driver and a passenger caused by the fact that the emergency brake body leans forward too much is avoided, the comfort of the automobile is obviously improved, and the user experience is improved.
Description
Technical Field
The invention relates to the technical field of vehicle suspensions, in particular to a vehicle.
Background
With the improvement of comfort requirements, the vertical rigidity of the cab suspension is smaller and smaller, so that the roll rigidity and the pitch rigidity of the vehicle body are reduced.
For a common medium and heavy truck with high requirement on comfort in the prior art, a cab is mostly suspended by four points, namely front, rear, left and right. Each suspension point uses a coil spring or an air spring and a damper. The suspension rigidity is little, can effectively keep apart the vibration, improves the travelling comfort. However, if the suspension stiffness is too low, the roll and pitch stiffness tends to be too low. If the pitch stiffness is too low, the vehicle body tilts forward too much at the time of emergency braking, which also causes discomfort to the driver and passengers.
In summary, how to effectively solve the problems that the pitch stiffness of the vehicle is difficult to meet the requirement of comfort and the like is a problem which needs to be solved urgently by those skilled in the art at present.
Disclosure of Invention
In view of the above, the present invention aims to provide a vehicle having a structural design that can effectively solve the problem that the vehicle pitch stiffness is difficult to satisfy the comfort requirement.
In order to achieve the purpose, the invention provides the following technical scheme:
a vehicle includes a vehicle body and a vehicle frame; the stabilizer bar is longitudinally extended, two ends of the stabilizer bar are respectively movably connected with the vehicle body, the middle of the stabilizer bar is rotatably connected with the vehicle frame, or two ends of the stabilizer bar are respectively movably connected with the vehicle frame, and the middle of the stabilizer bar is rotatably connected with the vehicle body, so that the vehicle body drives the stabilizer bar to be twisted and deformed when the vehicle body tilts relative to the vehicle frame.
Preferably, in the vehicle, two ends of the stabilizer bar are movably connected with the front suspension and the rear suspension respectively.
Preferably, in the vehicle, the front end of the stabilizer bar is movably connected with the upper assembly of the front suspension elastic element of the front suspension; the rear end of the stabilizer bar is movably connected with the upper assembly of the rear suspension elastic element of the rear suspension.
Preferably, in the vehicle, the front end of the stabilizer bar is hinged to the upper assembly of the front suspension elastic element of the front suspension; the rear end of the stabilizer bar is hinged with the upper assembly of the rear suspension elastic element of the rear suspension.
Preferably, in the vehicle, a hinge point of the front end of the stabilizer bar and the front suspension is located on an axis of a cab roll-over shaft of the vehicle; and the hinged point of the rear end of the stabilizer bar and the rear suspension is positioned below the rear suspension locking mechanism of the vehicle.
Preferably, in the vehicle, a hinge point of the rear end of the stabilizer bar and the rear suspension is located on a rear bracket of the rear suspension, and the rear bracket is connected between the rear suspension locking mechanism and the rear suspension elastic element.
Preferably, in the vehicle, the front end of the stabilizer bar is hinged to the front mount of the front suspension.
Preferably, in the vehicle, the stabilizer bar has a middle portion rotatably connected to the frame through an elastic bushing or a bearing.
Preferably, in the above vehicle, the stabilizer bar includes a stabilizer bar body, and a front hanging arm and a rear hanging arm respectively hinged to the front end and the rear end of the stabilizer bar body, the front hanging arm and the rear hanging arm are respectively movably connected to the vehicle body, the stabilizer bar body is rotatably connected to the vehicle frame, or the front hanging arm and the rear hanging arm are respectively movably connected to the vehicle frame, and the middle of the stabilizer bar body is rotatably connected to the vehicle body.
Preferably, in the vehicle, the stabilizer bar is a length-adjustable bar.
The invention provides a vehicle comprising a vehicle body, a frame and a stabilizer bar. The stabilizer bar extends longitudinally, one of the vehicle body and the vehicle frame is movably connected with two ends of the stabilizer bar, the other one of the vehicle body and the vehicle frame is rotatably connected with the middle part of the stabilizer bar, namely two ends of the stabilizer bar are respectively movably connected with the vehicle body, the middle part of the stabilizer bar is rotatably connected with the vehicle frame, or two ends of the stabilizer bar are respectively movably connected with the vehicle frame, and the middle part of the stabilizer bar is rotatably connected with the vehicle body, so that the vehicle body drives the stabilizer bar to be twisted and deformed when the vehicle body tilts relative to.
By applying the vehicle provided by the invention, when the cab jumps up and down or inclines, the stabilizer bar does not generate torsional deformation, and the stabilizer bar does not work at the moment. When the automobile is braked, the automobile body leans forward under the action of inertia force, and the automobile body generates pitching relative to the automobile frame, so that the stabilizer bar is pulled to generate torsional deformation and generate opposite torque, the pitching rigidity can be improved, the pitching movement of the automobile body is reduced, the discomfort of a driver and a passenger caused by the fact that the emergency brake body leans forward too much is avoided, the comfort of the automobile is obviously improved, and the user experience is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic illustration of a partial structure of a vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic top view of the structure of FIG. 1;
FIG. 3 is a three-dimensional schematic view of a stabilizer bar;
FIG. 4 is a schematic view of the front suspension and tilting mechanism of the vehicle cab;
fig. 5 is a schematic mechanism diagram of the rear suspension and locking mechanism of the vehicle cab.
The drawings are numbered as follows:
Detailed Description
The embodiment of the invention discloses a vehicle, which aims to increase the trim rigidity of the vehicle and improve the comfort of the vehicle.
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1-3, fig. 1 is a schematic structural diagram of a vehicle according to an embodiment of the invention; FIG. 2 is a schematic top view of the structure of FIG. 1; fig. 3 is a three-dimensional schematic view of a stabilizer bar.
In one embodiment, the present invention provides a vehicle including a body 6, a frame 4, and a stabilizer bar.
The stabilizer bar extends longitudinally, and it should be noted that the longitudinal direction here is a vehicle longitudinal direction. In particular along the longitudinal beams of the frame 4.
One of the vehicle body 6 and the vehicle frame 4 is movably connected with two ends of the stabilizer bar, and the other one is rotatably connected with the middle part of the stabilizer bar. Namely, two ends of the stabilizer bar are respectively movably connected with the vehicle body 6, the middle part of the stabilizer bar is rotatably connected with the vehicle frame 4, or two ends of the stabilizer bar are respectively movably connected with the vehicle frame 4, and the middle part of the stabilizer bar is rotatably connected with the vehicle body 6, so that the vehicle body 6 drives the stabilizer bar to be twisted and deformed when being vertically tilted relative to the vehicle frame 4. It should be noted that the middle portion herein refers to a portion located between the connection points of the two ends of the stabilizer bar, and is not limited to the middle portion in a strict geometric sense. The two ends and the middle part of the stabilizer bar are respectively connected with the vehicle body 6 and the vehicle frame 4, so that when the vehicle body 6 and the vehicle frame 4 generate relative up-and-down movement in the longitudinal direction, the stabilizer bar is twisted and deformed along with the relative up-and-down movement, force for blocking continuous twisting is generated, and the longitudinal rigidity of the vehicle is improved. The specific structure and material of the stabilizer bar can be set according to the rigidity requirement, so as to generate enough torque when twisting. For a vehicle with a reversible cab, it is preferable that both ends of the stabilizer bar are movably connected to the vehicle body 6, and the middle portion of the stabilizer bar is rotatably connected to the vehicle frame 4.
By applying the vehicle provided by the invention, when the cab jumps up and down or inclines, the stabilizer bar does not generate torsional deformation, and the stabilizer bar does not work at the moment. When braking, the automobile body 6 leans forward under the effect of inertia force, produces the trim relative to frame 4 to the pulling stabilizer bar takes place torsional deformation, produces the moment of torsion opposite to it, and then can improve the trim rigidity, reduces the 6 pitching motions of automobile body, avoids because of the urgent brake body 6 leans forward too big driver and passenger's uncomfortable sense that causes, is showing the travelling comfort that has promoted the vehicle, has promoted user experience.
Specifically, two ends of the stabilizer bar are respectively movably connected with the front suspension and the rear suspension. The front and rear of the vehicle cab are typically provided with a four-point suspension, the front suspension being connected between the vehicle body 6 and the front end of the frame 4, and the rear suspension being connected between the vehicle body 6 and the rear end of the frame 4. Through with the both ends of stabilizer bar respectively with front suspension and rear suspension swing joint, the setting of the stabilizer bar of being convenient for. And when the cab is bouncing up and down or heeling, the suspension part of the cab on the left and right sides of the vehicle body 6 synchronously bounces, the stabilizer bar connected between the front suspension and the rear suspension does not generate torsional deformation, and the stabilizer bar does not play a role at the moment. When the vehicle is braked, the vehicle body 6 tilts forwards under the action of inertia force, the front suspension part of the vehicle body 6 moves downwards, the rear suspension part moves upwards, the front end of the stabilizer bar is driven to move downwards, the rear end of the stabilizer bar moves upwards, the stabilizer bar is pulled to generate torsional deformation, and opposite torque is generated, so that the pitching rigidity of the cab can be improved, and the pitching motion of the vehicle body 6 is reduced.
Further, the front end of the stabilizer bar is movably connected with the upper component of the front suspension elastic element 13 of the front suspension; the rear end of the stabilizer bar is movably connected with the upper assembly of the rear suspension elastic element 10 of the rear suspension. Referring to fig. 4, fig. 4 is a schematic structural view of a front suspension and tilting mechanism of a cab of a vehicle. The front suspension generally comprises a front support 12, a front suspension elastic element 13 and a front bracket 16 which are connected from top to bottom in sequence, wherein the front support 12 is connected with the vehicle body 6, and the front bracket 16 is connected with the vehicle frame 4. The upper assembly of the front suspended elastic element generally comprises a front seat 12 and preferably the front end of the stabilizer bar is articulated to the front seat 12 so that the pitching of the body 6 is able to bring about a good movement of the front end of the stabilizer bar. The vehicle may be provided with a front stabilizer bar 14 as needed, and the detailed structure refers to the prior art.
Referring to fig. 5, fig. 5 is a schematic diagram of the mechanism of the rear suspension and locking mechanism of the cab of the vehicle. For a vehicle with a tiltable cab, the rear suspension generally includes a rear upper bracket 7, a rear suspension lock mechanism 8, a rear seat 9, a rear suspension elastic element 10, and a rear lower bracket 11, which are connected in this order from top to bottom. The rear end of the stabilizer bar is movably connected to an upper assembly, such as a rear bracket 9 and a rear upper bracket 7, provided at the rear suspension elastic member 10. Preferably, the rear end of the stabilizer bar is movably connected to the rear mount 9, so that it is not necessary to disconnect the stabilizer bar from the rear mount 9 when the cab is turned over. When the stabilizer bar is connected to the rear upper bracket 7, the stabilizer bar needs to be disconnected from the rear upper bracket 7 when the cab is turned over.
Further, the front end of the stabilizer bar is hinged with the upper assembly of the front suspended front suspension elastic element 13; the rear end of the stabilizer bar is hinged to the upper assembly of the rear suspended resilient element 10 of the rear suspension. In the running state, the upper assembly of the elastic element moves synchronously with the vehicle body 6 to realize the function of stabilizing the front and back torsional deformation when the vehicle body 6 is subjected to the pitching, and improving the pitching rigidity of the vehicle body 6. Of course, the hinged positions of the front and rear stabilizer bars with the front suspension and the rear suspension can be adjusted according to needs, and the stabilizer bars can move synchronously with the front suspension and the rear suspension.
For a vehicle with a turnable cab, it is preferable that the hinge point of the front end of the stabilizer bar and the front suspension is located on the axis of the cab-turning shaft of the vehicle; the hinge point of the rear end of the stabilizer bar and the rear suspension is located below the rear suspension locking mechanism 8 of the vehicle, and comprises the rear suspension locking mechanism 8. It should be noted that, for the cab suspension with the tilting function, it is generally through tilting mechanism 15 drive the cab to tilt around the cab tilting shaft, as shown in fig. 5, when the cab is tilted, the connection between rear upper bracket 7 and rear suspension locking mechanism 8 is disconnected, tilting mechanism 15 drives the cab to tilt around the cab tilting shaft, rear upper bracket 7 is tilted synchronously with the cab, and then suspension locking mechanism 8 and each component below it are not tilted with the cab. For the specific flip structure, please refer to the prior art, which is not described herein. The pin joint of stabilizer bar front end is located the axis of driver's cabin trip shaft, and then can not drive the horizontal direction displacement of stabilizer bar front end when the driver's cabin overturns. Of course, the hinge point is located on the axis of the cab turnover shaft, the hinge point completely falls into the axis of the cab turnover shaft, and the condition that the axial interval between the hinge point and the cab turnover shaft is within an allowable error range is included, and the size of the specific allowable error range can be set as required, so that the stabilizer bar does not interfere with the turnover of the cab. And then to the driver's cabin suspension that has the upset function, when the driver's cabin upset, because the pin joint of the rear end of stabilizer bar and rear suspension is located rear suspension locking mechanism 8's below, the event does not turn up along with the driver's cabin, therefore the stabilizer bar also need not the disconnection, has further promoted user experience. In conclusion, for the cab suspension system with the overturning function, the stabilizer bar device does not need to be provided with a disconnecting and locking mechanism independently, and has better universality. For a vehicle in which the cab is not inverted, the above definition is not necessary.
Preferably, the hinge point of the rear end of the stabilizer bar and the rear suspension is located on the rear mount 9 of the rear suspension, i.e. the rear end of the stabilizer bar is hinged with the rear mount 9, and the rear mount 9 is connected between the rear suspension locking mechanism 8 and the rear suspension elastic element 10. Further, the front end of the stabilizer bar is hinged to the front suspended front mount 12.
The front suspension elastic element 13 and the rear suspension elastic element 10 may be specifically air springs, or may be other elastic elements such as coil springs, and are not particularly limited.
In the above embodiments, the stabilizer bar has its middle portion rotatably connected to the frame 4 by the elastic bush or bearing 5. The stabilizer bar is limited through the elastic bushing, so that the two ends of the stabilizer bar are subjected to torsional deformation when stressed. Or the stabilizer bar is hinged with the frame 4 through the bearing 5, and when the cab jumps up and down or inclines, the longitudinal stabilizer bar does not generate torsional deformation and only rotates around the hinged point connected with the frame 4, and the longitudinal stabilizer bar does not work at the moment. When the vehicle is braked, the vehicle body 6 tilts forwards under the action of inertia force, the stabilizer bar is pulled to be twisted and deformed, and opposite torque is generated.
On the basis of each embodiment, the stabilizer bar comprises a stabilizer bar body 1, and a front hanging arm 2 and a rear hanging arm 3 which are respectively hinged at the front end and the rear end of the stabilizer bar body 1, wherein the front hanging arm 2 and the rear hanging arm 3 are respectively movably connected with a vehicle body 6, the stabilizer bar body 1 is rotatably connected with the vehicle frame 4, or the front hanging arm 2 and the rear hanging arm 3 are respectively movably connected with the vehicle frame 4, and the middle part of the stabilizer bar body 1 is rotatably connected with the vehicle body 6. That is, both ends of the stabilizer bar body 1 are connected to the vehicle body 6 or the vehicle frame 4 through the front suspension arm 2 and the rear suspension arm 3. Preferably, the front suspension arm 2 is hinged with the front suspension of the cab, the rear suspension arm 3 is hinged with the rear suspension of the cab, the front suspension arm 2 is hinged with the front end of the stabilizer bar body 1, and the rear suspension arm 3 is hinged with the rear end of the stabilizer bar body 1. Of course, the front suspension arm 2 does not coincide with the hinge point of the front suspension and stabilizer bar body 1, respectively, and the rear suspension arm 3 does not coincide with the hinge point of the rear suspension and stabilizer bar body 1, respectively. Specifically, the upper part of the front vertical arm 2 is hinged with the front suspension, and the lower part is hinged with the front end of the stabilizer bar body 1; the upper part of the rear suspension arm 3 is hinged with the rear suspension, and the lower part is hinged with the rear end of the stabilizer bar body 1. The structures of the front and rear suspension arms 2 and 3 may be set according to the rigidity requirement and the space of the frame 4, and are not limited in detail. The front end and the rear end of the stabilizer bar body 1 are respectively connected between the front suspension and the rear suspension through the front suspension arm 2 and the rear suspension arm 3, and then the stabilizer bar body 1 is driven to be twisted and deformed when the front suspension and the rear suspension move up and down relatively, so that force for blocking continuous twisting is generated, and the longitudinal rigidity of a vehicle is improved. The stabilizer body 1 may be configured according to the rigidity requirement, so as to generate sufficient torque when twisted.
When the cab is jumping up and down or rolling, the suspension part of the cab on one side of the left side and the right side of the vehicle body 6 is jumping synchronously. The stabilizer bar body 1 connected between the front suspension and the rear suspension by the front suspension arm 2 and the rear suspension arm 3 is not torsionally deformed, and at this time, the stabilizer bar body 1 does not function. When braking, the vehicle body 6 tilts forwards under the action of inertia force, the front suspension part of the vehicle body 6 moves downwards, the rear suspension part moves upwards, and then the front suspension arm 2 is driven to move downwards, and the rear suspension arm 3 moves upwards. The motion pulling stabilizer bar body 1 of preceding arm 2 that hangs down and back arm 3 that hangs down takes place torsional deformation, produces the moment of torsion opposite with it, and then can improve driver's cabin trim rigidity, reduces 6 pitching motions of automobile body, avoids because of sharp brake body 6 leans forward too big driver and passenger's uncomfortable sense that causes, is showing the travelling comfort that has promoted the vehicle, has promoted user experience.
In each of the above embodiments, the stabilizer bar is a length-adjustable bar. That is, the length of the stabilizer bar can be adjusted according to the installation requirements of different vehicle types, and then the stabilizer bar can be suitable for installation of different vehicle types, thereby reducing the production cost. Of course, the length adjustable section of the stabilizer bar is generally arranged between the hinge points of the front and rear suspension arms 2 and 3 respectively so as to meet the installation requirements of the front suspension and the rear suspension with different distances.
Further, the stabilizer bar comprises a plurality of sections of split rods, and the adjacent two sections of split rods are fixedly connected in a detachable mode. Preferably, each section of the split rod can be detachably and fixedly connected with each other. Specifically, can include the unequal multistage components of a whole that can function independently pole of length, and then can choose for use the components of a whole that can function independently pole of connecting different length as required to the length of adjustment stabilizer bar. Or the number of the split rods can be increased or decreased according to the length requirement so as to meet the installation requirements of different vehicle types. While the above description has been made only for the preferred embodiment in which the length of the stabilizer bar is adjustable, other length-adjustable bars may be used as necessary.
In conclusion, the vehicle provided by the invention increases the trim rigidity of the vehicle body 6, reduces the rapid acceleration, particularly the forward tilting of the vehicle body 6 during braking, and improves the comfort. During the overturning of the vehicle body 6, there is no need to break or link the stabilizer bar. The occupied space is small, the structure is simple, and the cost is low.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (6)
1. A vehicle comprises a vehicle body (6) and a vehicle frame (4); the stabilizer is characterized by further comprising a stabilizer bar, wherein the stabilizer bar extends longitudinally, two ends of the stabilizer bar are movably connected with the vehicle body (6) respectively, the middle part of the stabilizer bar is rotatably connected with the vehicle frame (4) so as to drive the stabilizer bar to be twisted and deformed when the vehicle body (6) tilts in pitch relative to the vehicle frame (4), and the front end of the stabilizer bar is hinged with an upper component of a front suspension elastic element (13) of a front suspension; the rear end of the stabilizer bar is hinged with an upper component of a rear suspension elastic element (10) of a rear suspension, and the hinged point of the front end of the stabilizer bar and the front suspension is positioned on the axis of a cab turnover shaft of the vehicle; and the hinged point of the rear end of the stabilizer bar and the rear suspension is positioned below a rear suspension locking mechanism (8) of the vehicle.
2. Vehicle according to claim 1, characterized in that the point of articulation of the rear end of the stabilizer bar with the rear suspension is located on the rear seat (9) of the rear suspension, the rear seat (9) being connected between the rear suspension locking mechanism (8) and the rear suspension elastic element (10).
3. Vehicle according to claim 1, characterized in that the front end of the stabilizer bar is hinged with the front suspension front mount (12).
4. Vehicle according to claim 1, characterized in that the stabilizer bar is in its middle part rotationally connected to the frame (4) by means of an elastic bushing or bearing (5).
5. The vehicle according to any one of claims 1 to 4, wherein the stabilizer bar comprises a stabilizer bar body (1) and a front hanging arm (2) and a rear hanging arm (3) which are hinged to the front end and the rear end of the stabilizer bar body (1) respectively, the front hanging arm (2) and the rear hanging arm (3) are movably connected with the vehicle body (6) respectively, and the stabilizer bar body (1) is rotatably connected with the vehicle frame (4).
6. The vehicle of claim 1, characterized in that the stabilizer bar is a length adjustable bar.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710943231.XA CN107878140B (en) | 2017-10-11 | 2017-10-11 | Vehicle with a steering wheel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710943231.XA CN107878140B (en) | 2017-10-11 | 2017-10-11 | Vehicle with a steering wheel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107878140A CN107878140A (en) | 2018-04-06 |
| CN107878140B true CN107878140B (en) | 2020-12-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710943231.XA Active CN107878140B (en) | 2017-10-11 | 2017-10-11 | Vehicle with a steering wheel |
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| CN (1) | CN107878140B (en) |
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|---|---|---|---|---|
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| US20120061934A1 (en) * | 2010-09-11 | 2012-03-15 | Onofrio Scaduto | Anti-roll vehicle suspension |
| CN102275478B (en) * | 2011-05-31 | 2012-11-14 | 中国重汽集团济南动力有限公司 | Suspension system for mine trucks |
| CN103376087B (en) * | 2012-04-13 | 2015-07-29 | 广州汽车集团股份有限公司 | Pitch angle of vehicle body detection system, control system and corresponding automobile |
| CN202641304U (en) * | 2012-06-13 | 2013-01-02 | 上汽依维柯红岩商用车有限公司 | Front horizontal stabilizer installation structure for heavy automobile |
| CN204196650U (en) * | 2014-11-05 | 2015-03-11 | 长春孔辉汽车科技有限公司 | Crosslinked disappearing turns round active lateral stabilizer rod system |
| CN105128620A (en) * | 2015-08-19 | 2015-12-09 | 上海燃料电池汽车动力系统有限公司 | Automobile rear motor type connecting rod integrated rear axle suspension |
| CN205745040U (en) * | 2016-06-07 | 2016-11-30 | 中国汽车工程研究院股份有限公司 | Separate frame construction Torsional Vibration Control mechanism |
| CN206030992U (en) * | 2016-08-30 | 2017-03-22 | 常州市金凌达汽车零部件有限公司 | Car hang mechanism |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPH02197473A (en) * | 1989-01-27 | 1990-08-06 | Hino Motors Ltd | Pitching suppressing mechanism for cab |
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| CN107878140A (en) | 2018-04-06 |
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