CN108556588B - Stabilizer bar device for vehicle - Google Patents
Stabilizer bar device for vehicle Download PDFInfo
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- CN108556588B CN108556588B CN201810031471.7A CN201810031471A CN108556588B CN 108556588 B CN108556588 B CN 108556588B CN 201810031471 A CN201810031471 A CN 201810031471A CN 108556588 B CN108556588 B CN 108556588B
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- pull rod
- positioning
- stabilizer bar
- seat body
- locking
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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
- B60G21/05—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
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
-
- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The present invention discloses a stabilizer bar apparatus for a vehicle, including: the lower control arm, stabilizer bar, pull rod subassembly and pull rod locking structure. The lower control arms are arranged at intervals left and right along the width of the vehicle; the both ends of stabilizer bar respectively with two be connected with pull rod assembly down between the control arm, pull rod assembly includes: an upper pull rod and a lower pull rod. The upper pull rod is connected with the stabilizer bar; the lower pull rod is connected with the lower control arm, and the upper pull rod is in nested fit with the lower pull rod; and the pull rod locking structure is arranged between the upper pull rod and the lower pull rod and used for unlocking or locking the upper pull rod and the lower pull rod, the upper pull rod is fixed relative to the lower pull rod when the pull rod locking structure is in a locking state, and the upper pull rod can slide relative to the lower pull rod along the axial direction of the lower pull rod when the pull rod locking structure is in an unlocking state. The stabilizer bar device can realize two modes of the stabilizer bar intervening suspension motion and the stabilizer bar not intervening suspension motion so as to meet different working condition requirements of vehicles.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a stabilizer bar device for a vehicle.
Background
The stabilizer bar is one of the components constituting the suspension system of the automobile, and functions to prevent the vehicle body from undergoing excessive lateral rolling during cornering, with the object of preventing the vehicle from rolling laterally and improving the ride comfort. And when vehicle chassis regulation was taught, operating personnel need decide whether need increase stabilizer bar mechanism according to the matching demand of different suspensions, and is comparatively inconvenient, has the improvement space.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the above-mentioned problems in the prior art. Therefore, the invention provides a stabilizer bar device for a vehicle, which can realize two modes of stabilizer bar intervening suspension motion and stabilizer bar non-intervening suspension motion so as to meet different working condition requirements of the vehicle and improve the comfort and the stability of the vehicle.
A stabilizer bar apparatus for a vehicle according to an embodiment of the present invention includes: lower control arms disposed in spaced left-right relation along a width of the vehicle; the stabilizer bar, the both ends of stabilizer bar respectively with two be connected with pull rod assembly between the control arm down, pull rod assembly includes: the upper pull rod is connected with the stabilizing rod; the lower pull rod is connected with the lower control arm, and the upper pull rod is in nested fit with the lower pull rod; the pull rod locking structure is arranged between the upper pull rod and the lower pull rod and used for unlocking or locking the upper pull rod and the lower pull rod, the upper pull rod is fixed relative to the lower pull rod when the pull rod locking structure is in a locking state, and the upper pull rod can slide relative to the lower pull rod along the axial direction of the lower pull rod when the pull rod locking structure is in an unlocking state.
According to the stabilizer bar device for the vehicle, two modes of stabilizer bar intervening suspension motion and stabilizer bar non-intervening suspension motion can be realized, so that different working condition requirements of the vehicle are met, and the comfort and the stability of the vehicle are improved.
In addition, the stabilizer bar device for a vehicle according to the embodiment of the invention may further have the following additional technical features:
according to some embodiments of the invention, the drawbar locking arrangement comprises: the upper pull rod locking part is used for locking the upper pull rod, the lower pull rod locking part is used for locking the lower pull rod, and the lower pull rod locking part unlocks the lower pull rod and/or the upper pull rod locking part unlocks the upper pull rod when the pull rod locking structure is in the unlocking state.
According to some embodiments of the invention, the housing comprises: the first seat body and the second seat body can be relatively close to each other and in butt joint with each other and relatively far away from each other and separated from each other, the pull rod locking structure is in the locking state when the first seat body and the second seat body are in butt joint, and the pull rod locking structure is in the unlocking state after the first seat body and the second seat body are separated from each other.
According to some embodiments of the present invention, the first seat is provided with a first positioning groove, the second seat is provided with a second positioning groove, the first positioning groove and the second positioning groove form an annular positioning groove after the first seat and the second seat are butted, and the annular positioning groove is configured as the lower link locking portion.
According to some embodiments of the invention, the first detent and the second detent are each semi-circular, and the lower link comprises: the lower pull rod comprises a lower pull rod body and an annular flange arranged at the upper end of the lower pull rod body, wherein the annular flange is positioned in the annular positioning groove.
According to some embodiments of the present invention, the first seat body is further provided with a first positioning protrusion, the second seat body is further provided with a second positioning protrusion, the first positioning protrusion and the second positioning protrusion are adjacent to each other after the first seat body and the second seat body are butted to form a strip-shaped positioning protrusion, and the strip-shaped positioning protrusion is configured as the upper pull rod locking portion.
According to some embodiments of the invention, the upper tie rod comprises: the upper pull rod positioning plate is provided with an upper pull rod positioning groove, and the first positioning bulge and the second positioning bulge are slidably matched in the upper pull rod positioning groove and limit the upper pull rod to axially move relative to the base body.
According to some embodiments of the present invention, the first positioning protrusions are disposed on two opposite sidewalls of the first seat, the second positioning protrusions are disposed on two opposite sidewalls of the second seat, and the upper rod positioning grooves are respectively formed on two opposite sides of the upper rod positioning plate.
According to some embodiments of the invention, the length of the upper tie rod positioning groove is greater than the sum of the lengths of the first positioning projection and the second positioning projection.
According to some embodiments of the invention, the drawbar locking arrangement further comprises: the drive division, the drive division sets to be used for driving first pedestal and second pedestal syntropy or motion dorsad, be provided with first screw hole in the first pedestal, be provided with the second through-hole on the second pedestal, the drive division includes: the motor is connected with the screw rod and fixed on the second seat body, and the screw rod is sequentially penetrated and matched with the second through hole and the first threaded hole.
Drawings
Fig. 1 is a schematic structural view of a stabilizer bar device for a vehicle according to an embodiment of the present invention;
fig. 2 is an exploded view of a stabilizer bar device for a vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic structural view of a drawbar locking arrangement according to an embodiment of the invention;
fig. 4 is a schematic structural view of a stabilizer bar according to an embodiment of the present invention;
FIG. 5 is a schematic perspective view of an upper drawbar according to an embodiment of the present invention;
FIG. 6 is a schematic perspective view of another direction of the upper drawbar according to the embodiment of the present invention;
FIG. 7 is a schematic structural view of a lower link according to an embodiment of the present invention;
fig. 8 is a schematic structural view of the first seat according to the embodiment of the invention;
fig. 9 is a schematic structural view of the second seat according to the embodiment of the invention;
fig. 10 is a schematic structural view of a driving part according to an embodiment of the present invention.
Reference numerals:
the stabilizer bar device 100, the lower control arm 1, the stabilizer bar 2, the pull rod assembly 3, the upper pull rod 31, the lower pull rod 32, the pull rod locking structure 4, the base body 41, the upper pull rod locking portion 411, the lower pull rod locking portion 412, the first base body 413, the second base body 414, the first positioning groove 4121, the second positioning groove 4122, the lower pull rod body 321, the annular flange 322, the first positioning protrusion 4111, the second positioning protrusion 4112, the upper pull rod body 311, the upper pull rod positioning plate 312, the upper pull rod positioning groove 3121, the driving portion 42, the first threaded hole 4131, the second through hole 4132, the screw 421, the motor 422, the subframe 5, the ball 313, the limiting flange 314, the telescopic groove 323, and the mounting bushing 324.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
A stabilizer bar device 100 for a vehicle according to an embodiment of the present invention is described below with reference to fig. 1 to 10.
A stabilizer bar apparatus 100 for a vehicle according to an embodiment of the present invention may include: the lower control arm 1, the stabilizer bar 2, the pull rod assembly 3 and the pull rod locking structure 4.
As shown in fig. 1 and 2, the lower control arms 1 are arranged at a left-right spacing along the width of the vehicle. One end of the lower control arm 1 is connected with the auxiliary frame 5, and the other end is connected with the steering knuckle, and the lower control arm is used as a guide and force transmission element of an automobile suspension system, transmits various forces acting on wheels to an automobile body, and simultaneously ensures that the wheels move according to a certain track, thereby ensuring the normal running of the automobile.
Further, referring to fig. 4, a pull rod assembly 3 is connected between each of the two ends of the stabilizer bar 2 and the two lower control arms 1. The stabilizer bar 2 is in fact a transverse torsion bar spring, which can be considered functionally as a special elastic element. When the vehicle body only moves vertically, the suspensions on both sides deform the same, and the stabilizer bar 2 does not work. When the automobile turns, the automobile body inclines, the suspensions on the two sides jump inconsistently, the suspensions on the outer sides press the stabilizer bar 2, the stabilizer bar 2 is twisted, and the elastic force of the rod body can prevent the wheels from being lifted, so that the automobile body is kept balanced as much as possible, and the transverse stabilizing effect is achieved.
With reference to the embodiments shown in fig. 1, 2, 5, 6 and 7, the drawbar assembly 3 includes: an upper tie rod 31 and a lower tie rod 32. Specifically, the pull rod assembly 3 is disposed between the stabilizer bar 2 and the lower control arm 1, wherein the upper pull rod 31 is connected to the stabilizer bar 2, and the lower pull rod 32 is connected to the lower control arm 1, wherein the upper pull rod 31 and the lower pull rod 32 are nested and matched.
Further, a ball 313 is provided at an upper end of the upper link 31, and the upper link 31 is rotatably connected to the stabilizer bar 2 via the ball 313. The bottom of the upper pull rod 31 is provided with a limiting flange 314, a telescopic groove 323 is formed in the lower pull rod 32, the upper pull rod 31 is telescopically arranged in the telescopic groove 323 to form nested matching, the limiting flange 314 is used for limiting, and the separation of the upper pull rod 31 and the lower pull rod 32 is avoided. The bottom of the lower pull rod 32 is provided with a mounting bush 324, and is rotatably connected with the middle part of the lower control arm 1 through the mounting bush 324.
Referring to fig. 1 to 3, the tie rod locking structure 4 is disposed between the upper tie rod 31 and the lower tie rod 32 and is used for unlocking or locking the upper tie rod 31 and the lower tie rod 32, the upper tie rod 31 is fixed relative to the lower tie rod 32 when the tie rod locking structure 4 is in a locked state, and the upper tie rod 31 can slide relative to the lower tie rod 32 along an axial direction of the lower tie rod 32 when the tie rod locking structure 4 is in an unlocked state.
When the vehicle runs on different running roads, in order to improve the comfort and stability of the vehicle, sometimes the stabilizer bar 2 needs to intervene in the suspension movement, and sometimes the stabilizer bar 2 does not need to intervene in the suspension movement, therefore, the embodiment of the invention realizes two states of the stabilizer bar 2 through the cooperation of the pull rod assembly 3 and the pull rod locking structure 4. When the stabilizer bar 2 is required to intervene in the suspension movement, the pull rod locking structure 4 can be controlled to unlock the pull rod assembly 3, so that the upper pull rod 31 and the lower pull rod 32 can move relatively to meet the working condition at the moment. When the stabilizer bar 2 is not needed to intervene in the motion of the suspension, the pull rod assembly 3 can be locked by the controllable pull rod locking structure 4, so that the upper pull rod 31 and the lower pull rod 32 are relatively static and can not move relatively to meet the working conditions at the moment, and therefore the stabilizer bar 2 can meet different vehicle running working conditions to improve the comfort and the stability of the vehicle.
According to the stabilizer bar device 100 for the vehicle, the stabilizer bar device 100 can realize two modes of the stabilizer bar 2 intervening suspension motion and the stabilizer bar 2 not intervening suspension motion according to different driving road surfaces of the vehicle, meet different working condition requirements of the vehicle, and improve the comfort and the stability of the vehicle.
Referring to fig. 1, 2, 3, 8 and 9, the drawbar locking structure 4 includes: the base body 41 is provided with an upper pull rod locking portion 411 and a lower pull rod locking portion 412 formed on the base body 41, the upper pull rod locking portion 411 is used for locking the upper pull rod 31, the lower pull rod locking portion 412 is used for locking the lower pull rod 32, when the pull rod locking structure 4 is in a locking state, the upper pull rod locking portion 411 locks the upper pull rod 31, and the lower pull rod locking portion 412 locks the lower pull rod 32, so that the upper pull rod 31 is locked relative to the lower pull rod 32 under the combined action of the upper pull rod locking portion 411 and the lower pull rod locking portion 412, the upper pull rod 31 is not movable relative to the lower pull rod 32, and then the stabilizer bar 2 is involved in suspension motion, so as to meet the operation condition of the automobile at the moment.
The lower link locking portion 412 unlocks the lower link 32 and/or the upper link locking portion 411 unlocks the upper link 31 when the link locking structure 4 is in the unlocked state. At this time, the upper tie rod 31 can move relative to the lower tie rod 32, so that the stabilizer bar 2 can intervene in the suspension movement to meet the running condition of the automobile at this time. Here, when the pull rod locking structure 4 is in the unlocked state, only one pull rod locking portion may unlock the corresponding pull rod, and of course, two pull rod locking portions may simultaneously unlock the corresponding two pull rods.
Further, the seat body 41 includes: a first seat 413 and a second seat 414. Specifically, the first seat 413 and the second seat 414 have the same shape, and when the pull rod locking structure 4 is changed from the unlocked state to the locked state, the first seat 413 and the second seat 414 are relatively close to each other and are abutted, and finally the upper pull rod 31 and the lower pull rod 32 are locked. When the pull rod locking structure 4 is changed from the locked state to the unlocked state, the first seat 413 and the second seat 414 are relatively separated and separated, so that the upper pull rod 31 and the lower pull rod 32 can move relatively.
In summary, the pull rod locking structure 4 is in a locked state when the first seat 413 and the second seat 414 are butted, and the pull rod locking structure 4 is in an unlocked state after the first seat 413 and the second seat 414 are separated.
Further, as shown in fig. 3, 8 and 9, the first seat 413 is provided with a first positioning groove 4121, and the second seat 414 is provided with a second positioning groove 4122. Specifically, the first positioning groove 4121 is disposed on the inner surface of the first seat 413, the second positioning groove 4122 is disposed on the inner surface of the second seat 414, and the first positioning groove 4121 is opposite to the second positioning groove 4122, so that the first positioning groove 4121 and the second positioning groove 4122 form an annular positioning groove after the first seat 413 and the second seat 414 are butted, and the annular positioning groove is configured as the lower link locking portion 412.
Specifically, the first and second positioning grooves 4121 and 4122 are both semicircular, and the first and second positioning grooves 4121 and 4122 have the same shape. Referring to fig. 2 and 7, the lower link 32 includes: when the pull rod locking structure 4 is in a locking state, the annular flange 322 is positioned in the annular positioning groove, so that the seat body 41 can be fixed with the pull rod 32, and the locking of the pull rod locking structure 4 is facilitated.
Preferably, the annular flange 322 can follow the shape of the annular positioning groove, so that the lower link 32 can be combined with the seat body 41 more tightly and firmly, and the vehicle operation accident caused by the separation of the seat body 41 and the lower link 32 when in a locking state can be avoided.
Referring to fig. 3, fig. 8 and fig. 9, a first positioning protrusion 4111 is further disposed on the first seat body 413, a second positioning protrusion 4112 is further disposed on the second seat body 414, the shape of the first positioning protrusion 4111 is the same as that of the second positioning protrusion 4112, and the longitudinal cross section of the first positioning protrusion 4111 and the longitudinal cross section of the second positioning protrusion 4112 are both i-shaped, so that the stress area of the first positioning protrusion 4111 and the stress area of the second positioning protrusion 4112 can be increased, and the fixing effect is better.
Further, the first positioning protrusion 4111 is axially opposite to the second positioning protrusion 4112, and the first positioning protrusion 4111 and the second positioning protrusion 4112 are adjacent to each other to form a bar-shaped positioning protrusion when the first seat 413 and the second seat 414 are in butt joint, that is, the pull rod locking structure 4 is in a locking state, and the bar-shaped positioning protrusion is configured as the upper pull rod locking portion 411.
Referring to fig. 1, 2, 5 and 6, the upper link 31 includes: an upper pull rod body 311 and an upper pull rod positioning plate 312 disposed on the upper pull rod body 311. Specifically, the upper tie rod positioning plate 312 is a rectangular parallelepiped plate-shaped structure, the upper tie rod positioning plate 312 is disposed between the ball head 313 and the limiting flange 314, and the upper tie rod body 311 is disposed perpendicular to the upper tie rod positioning plate 312. Preferably, the upper pull rod body 311 and the upper pull rod positioning plate 312 can be integrally formed, so that the structure of the upper pull rod 31 can be more compact, and the influence on the normal running of the vehicle caused by the separation of the upper pull rod body 311 and the upper pull rod positioning plate 312 is avoided.
Further, the upper rod positioning plate 312 is provided with an upper rod positioning groove 3121, and the first positioning protrusion 4111 and the second positioning protrusion 4112 are slidably fitted in the upper rod positioning groove 3121 and limit the axial movement of the upper rod 31 relative to the seat body 41. When the pull rod locking structure 4 is changed from the locking state to the unlocking state, the first seat 413 is separated from the second seat 414, so that the first positioning protrusion 4111 and the second positioning protrusion 4112 are relatively separated and move along the axial direction of the upper pull rod positioning groove 3121, and when the pull rod locking structure 4 is changed from the unlocking state to the locking state, the first seat 413 and the second seat 414 approach each other, so that the first positioning protrusion 4111 and the second positioning protrusion 4112 move along the axial direction of the upper pull rod positioning groove 3121, and are finally engaged with each other.
Still further, two opposite side walls of the first seat body 413 are respectively provided with a first positioning protrusion 4111, two opposite side walls of the second seat body 414 are respectively provided with a second positioning protrusion 4112, and the upper rod positioning grooves 3121 are respectively formed on two opposite side surfaces of the upper rod positioning plate 312. The two first positioning protrusions 4111 of the first seat 413 are respectively engaged with the two upper rod positioning slots 3121 of the upper rod positioning plate 312, and the two second positioning protrusions 4112 of the second seat 414 are respectively engaged with the two upper rod positioning slots 3121 of the upper rod positioning plate 312. Therefore, the first positioning protrusion 4111 and the second positioning protrusion 4112 are limited in the upper rod positioning groove 3121, and it can be ensured that the first seat 413 and the second seat 414 are opposite to each other, so that the locking and unlocking of the rod locking structure 4 can be smoothly performed.
Specifically, referring to fig. 1, the length of the upper rail seating groove 3121 is greater than the sum of the lengths of the first and second seating protrusions 4111 and 4112. Therefore, the first positioning protrusion 4111 and the second positioning protrusion 4112 can be ensured to move relatively in the upper rod positioning groove 3121, so that the first seat 413 and the second seat 414 can move away from each other, and the rod locking structure 4 can be unlocked.
In summary, when the tie bar locking structure 4 is in the locked state, the upper tie bar locking portion 411 cooperates with the upper tie bar positioning groove 3121 to combine the upper tie bar 31 and the tie bar locking structure 4 together, and the lower tie bar locking portion 412 and the annular flange 322 are locked together and are not movable, so that the tie bar locking structure 4 functions as an intermediate connector to fix the upper tie bar 31 and the lower tie bar 32 together, so that the upper tie bar 31 and the lower tie bar 32 are not movable relative to each other, and at this time, the stabilizer bar 2 intervenes in the suspension movement. When the link locking structure 4 is in the unlocked state, the upper link locking portion 411 is relatively separated from the upper link positioning groove 3121, and the lower link locking portion 412 is separated from the annular flange 322, so that the upper link 31 and the lower link 32 can relatively move in the axial direction, and at this time, the stabilizer bar 2 does not intervene in the suspension movement. Therefore, two modes of the stabilizer bar 2 intervening in suspension motion and the stabilizer bar 2 not intervening in suspension motion are realized, so that the requirements of the vehicle on different operation conditions are met.
As shown in fig. 3 and 10, the tie rod locking structure 4 further includes: and the driving part 42, wherein the driving part 42 is configured to drive the first seat 413 and the second seat 414 to move in the same direction or in the opposite direction. Specifically, when the pull rod locking structure 4 is changed from the locked state to the unlocked state, the driving portion 42 drives the first seat 413 and the second seat 414 to move back and forth, so as to separate from each other, and the upper pull rod 31 and the lower pull rod 32 can move relatively. When the pull rod locking structure 4 is changed from the unlocked state to the locked state, the driving portion 42 drives the first seat 413 and the second seat 414 to move towards each other, and are combined with each other, so as to finally lock the upper pull rod 31 and the lower pull rod 32, so that the upper pull rod 31 and the lower pull rod 32 cannot move towards each other.
Specifically, as shown in fig. 8 and 9, a first threaded hole 4131 is provided in the first seat 413, a second threaded hole 4132 is provided in the second seat 414, and the driving portion 42 includes: screw 421 and motor 422, motor 422 link to each other with screw 421 and motor 422 fixes on second pedestal 414, and screw 421 wears to establish the cooperation in proper order in second through-hole 4132 and first screw hole 4131. The screw 421 is driven by the motor 422 to rotate and is matched with the first threaded hole 4131 to realize the combination and separation of the first seat 413 and the second seat 414, so as to realize the locking state and the unlocking state of the pull rod locking structure 4.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (7)
1. A stabilizer bar device for a vehicle, characterized by comprising:
lower control arms disposed in spaced left-right relation along a width of the vehicle;
the stabilizer bar, the both ends of stabilizer bar respectively with two be connected with pull rod assembly between the control arm down, pull rod assembly includes:
the upper pull rod is connected with the stabilizing rod;
the lower pull rod is connected with the lower control arm, and the upper pull rod is in nested fit with the lower pull rod; and
the pull rod locking structure is arranged between the upper pull rod and the lower pull rod and used for unlocking or locking the upper pull rod and the lower pull rod, the upper pull rod is fixed relative to the lower pull rod when the pull rod locking structure is in a locking state, and the upper pull rod can slide relative to the lower pull rod along the axial direction of the lower pull rod when the pull rod locking structure is in an unlocking state;
the draw bar locking structure includes: the base body is provided with an upper pull rod locking part and a lower pull rod locking part, the upper pull rod locking part is used for locking the upper pull rod, the lower pull rod locking part is used for locking the lower pull rod, and the lower pull rod locking part unlocks the lower pull rod and/or the upper pull rod locking part unlocks the upper pull rod when the pull rod locking structure is in the unlocking state;
the pedestal includes: the first seat body and the second seat body can be relatively close to each other and in butt joint with each other and relatively far away from each other and separated from each other, the pull rod locking structure is in the locking state when the first seat body and the second seat body are in butt joint with each other, and the pull rod locking structure is in the unlocking state after the first seat body and the second seat body are separated from each other;
the pull rod locking structure further comprises: the drive division, the drive division sets to be used for driving first pedestal and second pedestal syntropy or motion dorsad, be provided with first screw hole in the first pedestal, be provided with the second through-hole on the second pedestal, the drive division includes: the motor is connected with the screw rod and fixed on the second seat body, and the screw rod is sequentially penetrated and matched with the second through hole and the first threaded hole.
2. The stabilizer bar device for a vehicle according to claim 1, wherein a first positioning groove is provided on the first seat body, a second positioning groove is provided on the second seat body, the first positioning groove and the second positioning groove constitute an annular positioning groove after the first seat body and the second seat body are butted, the annular positioning groove being configured as the pull-down lever locking portion.
3. The stabilizer bar apparatus for a vehicle according to claim 2, wherein the first and second positioning grooves are each semicircular, and the down link includes: the lower pull rod comprises a lower pull rod body and an annular flange arranged at the upper end of the lower pull rod body, wherein the annular flange is positioned in the annular positioning groove.
4. The stabilizer bar device for a vehicle according to claim 1, wherein a first positioning protrusion is further provided on the first seat body, a second positioning protrusion is further provided on the second seat body, the first positioning protrusion and the second positioning protrusion abut against each other after the first seat body and the second seat body are butted to constitute a bar-shaped positioning protrusion, and the bar-shaped positioning protrusion is configured as the upper tie bar locking portion.
5. The stabilizer bar apparatus for a vehicle according to claim 4, wherein the upper link includes: the upper pull rod positioning plate is provided with an upper pull rod positioning groove, and the first positioning bulge and the second positioning bulge are slidably matched in the upper pull rod positioning groove and limit the upper pull rod to axially move relative to the base body.
6. A stabilizer bar apparatus for a vehicle according to claim 5, wherein the first positioning protrusions are provided on both opposite side walls of the first seat body, the second positioning protrusions are provided on both opposite side walls of the second seat body, and the upper-link positioning grooves are formed on both opposite sides of the upper-link positioning plate, respectively.
7. The stabilizer bar apparatus for a vehicle according to claim 5, wherein a length of the upper link positioning groove is greater than a sum of lengths of the first positioning projection and the second positioning projection.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810031471.7A CN108556588B (en) | 2018-01-12 | 2018-01-12 | Stabilizer bar device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810031471.7A CN108556588B (en) | 2018-01-12 | 2018-01-12 | Stabilizer bar device for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108556588A CN108556588A (en) | 2018-09-21 |
| CN108556588B true CN108556588B (en) | 2020-06-12 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810031471.7A Active CN108556588B (en) | 2018-01-12 | 2018-01-12 | Stabilizer bar device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108556588B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10504508A (en) * | 1994-08-22 | 1998-05-06 | アクチボラゲット ボルボ | Automotive stabilizer damping device and mounting method |
| CN204821012U (en) * | 2015-07-01 | 2015-12-02 | 北汽福田汽车股份有限公司 | Connecting device and suspension system |
| CN205905704U (en) * | 2016-07-20 | 2017-01-25 | 浙江吉利控股集团有限公司 | Stabilizer bar connecting rod with adjustable |
| CN106394161A (en) * | 2016-10-14 | 2017-02-15 | 吉林大学 | Anti-pitching automobile suspension system |
| CN206501675U (en) * | 2017-02-27 | 2017-09-19 | 安徽江淮汽车集团股份有限公司 | Stabiliser bar assembly fixed structure |
-
2018
- 2018-01-12 CN CN201810031471.7A patent/CN108556588B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10504508A (en) * | 1994-08-22 | 1998-05-06 | アクチボラゲット ボルボ | Automotive stabilizer damping device and mounting method |
| CN204821012U (en) * | 2015-07-01 | 2015-12-02 | 北汽福田汽车股份有限公司 | Connecting device and suspension system |
| CN205905704U (en) * | 2016-07-20 | 2017-01-25 | 浙江吉利控股集团有限公司 | Stabilizer bar connecting rod with adjustable |
| CN106394161A (en) * | 2016-10-14 | 2017-02-15 | 吉林大学 | Anti-pitching automobile suspension system |
| CN206501675U (en) * | 2017-02-27 | 2017-09-19 | 安徽江淮汽车集团股份有限公司 | Stabiliser bar assembly fixed structure |
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| Publication number | Publication date |
|---|---|
| CN108556588A (en) | 2018-09-21 |
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