CN112278088A - Engine compartment stabilizer bar assembly and engine compartment - Google Patents
Engine compartment stabilizer bar assembly and engine compartment Download PDFInfo
- Publication number
- CN112278088A CN112278088A CN202010967414.7A CN202010967414A CN112278088A CN 112278088 A CN112278088 A CN 112278088A CN 202010967414 A CN202010967414 A CN 202010967414A CN 112278088 A CN112278088 A CN 112278088A
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- assembly
- stabilizer bar
- bracket
- nacelle
- front baffle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/082—Engine compartments
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/09—Means for mounting load bearing surfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/082—Engine compartments
- B62D25/085—Front-end modules
Abstract
The application relates to a stabilizer bar assembly of an engine compartment and the engine compartment, wherein the stabilizer bar assembly comprises a stabilizer bar, a support assembly and a connecting rod, and two ends of the stabilizer bar are respectively provided with a first mounting hole which is adaptive to a damping tower assembly; the bracket component is used for connecting the front baffle assembly, and the both ends of connecting rod respectively with the stabilizer bar with the bracket component is connected, and be used for with the torsional force that the stabilizer bar received transmits to the front baffle assembly. The method and the device can solve the problems that in the prior art, after the cross-connection area of the front baffle and the longitudinal beam of the automobile body is twisted frequently, the phenomenon of cracking can occur, and the control performance of the automobile body is reduced after abnormal sound and poor damping effect occur.
Description
Technical Field
The application relates to the technical field of automobile parts, in particular to an engine compartment stabilizer bar assembly and an engine compartment.
Background
The rigidity of the automobile can be divided into static rigidity and dynamic rigidity, wherein the static rigidity comprises bending rigidity and torsional rigidity. If the torsional rigidity of a whole vehicle is low, the torsional deformation of the whole vehicle is large, so that mutual friction among parts of the vehicle in the driving process can be caused, abnormal sound is generated, and the user experience is influenced. In severe cases, the front and rear windshields and door openings of the automobile may be deformed, thereby affecting the sealing performance and safety performance of the automobile.
In the related art, referring to an engine compartment shown in fig. 1, a front windshield lower cross beam 4 ', a water channel 3 ', and three water channel reinforcing plates 2 ' form a cavity structure of a water channel assembly, wherein two ends of the water channel 3 ' extend to the vicinity of the left and right shock absorption tower assemblies 1 ', and the two water channel reinforcing plates 2 ' on the outer side are also close to the vicinity of the shock absorption tower assemblies 1 ', so that the front windshield lower cross beam 4 ' is connected with the left and right shock absorption tower assemblies 1 ', and further the rigidity of the engine compartment is improved. However, in this engine compartment arrangement structure, the dash panel and the shock tower assembly 1 ' are connected at the lower portion by the body side member, and a large U-shaped notch is formed in the horizontal plane, and when the vehicle body is subjected to a torsional force, the shock tower assembly 1 ' is subjected to a force in the direction of the height of the vehicle body, and this force is transmitted downward from the high point of the shock tower assembly 1 ' to the body side member, then transmitted rearward to the rear portion of the body side member (the junction area of the front fender and the body side member), and then transmitted upward along the front fender to the front windshield lower cross member-a pillar-roof. In this way, the transmission path of the torsional force forms a U-shape (as shown by the U-shaped arrow in fig. 1), stress concentration is easily formed at the bottom of the U-shape, and due to the large acting force applied at the bottom, cracking and the like may occur after frequent twisting, and the cracking of the parts may cause abnormal noise of the vehicle body, deterioration of the damping effect or reduction of the handling performance.
Disclosure of Invention
The embodiment of the application provides an engine compartment stabilizer bar assembly and an engine compartment, and aims to solve the problems that in the prior art, after a front baffle and a vehicle body longitudinal beam cross connection area are frequently twisted, a cracking phenomenon possibly occurs, so that the vehicle body generates abnormal sound, the damping effect is reduced, and the control performance is reduced.
In a first aspect, a nacelle stabilizer bar assembly is provided, the stabilizer bar assembly comprising:
the two ends of the stabilizer bar are respectively provided with a first mounting hole which is adaptive to the damping tower assembly;
the bracket assembly is used for connecting the front baffle assembly;
and the two ends of the connecting rod are respectively connected with the stabilizer bar and the bracket component and are used for transmitting the twisting force received by the stabilizer bar to the front baffle assembly.
In some embodiments, the connecting rod includes a first segment substantially parallel to the stabilizing rod and two second segments each having one end connected to each end of the first segment and the other end connected to the stabilizing rod.
In some embodiments, the distance between the ends of the two second segments connected to the stabilization rod is greater than the length of the first segment.
In some embodiments, the bracket assembly comprises:
a stabilizer bar connection plate including a first plate arranged horizontally, and a second plate having a bottom end connected to the first plate;
an upper bracket, the bottom surface of which is connected to the first plate; and the number of the first and second groups,
the connecting rod is connected to the upper bracket.
In some embodiments, the bracket assembly further comprises a lower bracket, one end of the lower bracket is connected to the stabilizing rod, and the other end of the lower bracket is connected to the connecting rod.
In some embodiments, the bracket assembly is coupled to the front fender assembly by a mount assembly comprising:
the upper mounting seat is used for being connected to the front baffle plate assembly;
the lower mounting seat is positioned below the upper mounting seat and comprises a first flanging which is horizontally arranged, one end of the first flanging is bent downwards to form a second flanging which is connected with the front baffle assembly, and an assembly space for installing the support assembly is formed between the first flanging and the upper mounting seat.
In some embodiments, two first mounting holes are respectively formed at two ends of the stabilizer bar, and a sleeve is inserted into each first mounting hole.
In some embodiments, in all of the sleeves, the inner hole of one part of the sleeves is a circular hole, the inner hole of the other part of the sleeves is a kidney-round hole, and the length direction of the kidney-round hole is the same as the length direction of the stabilizing rod.
In a second aspect, there is provided an engine compartment comprising:
the two ends of the front baffle plate assembly are respectively connected with a left front longitudinal beam and a right front longitudinal beam of the vehicle body;
the two damping tower assemblies are respectively arranged on the left front longitudinal beam and the right front longitudinal beam of the vehicle body; and the number of the first and second groups,
the engine compartment stabilizer bar assembly is characterized in that two ends of the stabilizer bar are respectively connected to the two damping tower assemblies, and the bracket assembly is connected with the front baffle assembly.
In some embodiments, the shock tower assembly comprises:
the damping tower is provided with a first binding surface;
a damper mount connected with the damper tower;
the upper surface of the stabilizer bar mounting frame is provided with a second mounting hole matched with the first mounting hole, and the stabilizer bar mounting frame is provided with a second binding surface connected with the first binding surface.
The beneficial effect that technical scheme that this application provided brought includes:
the embodiment of the application provides an engine compartment stabilizer bar assembly and engine compartment, and the stabilizer bar assembly includes stabilizer bar, connecting rod and the three part of bracket component, and the stabilizer bar is connected the shock attenuation tower assembly on both sides about, and the stabilizer bar is connected to connecting rod one end, and the baffle assembly before the other end passes through the bracket component connection, and when the automobile body received the torsional force, the transmission route of torsional force had three:
the first path is a path similar to that in the related art, namely, the path is transmitted from a high point of the shock absorption tower assembly to the vehicle body longitudinal beam downwards, then is transmitted to the intersection area of the rear part of the vehicle body longitudinal beam and the front baffle backwards, and then is transmitted to the front windshield lower cross beam-A column-roof upwards along the front baffle;
the second path is a stabilizer bar, because the stabilizer bar connects the left and right shock absorption tower assemblies into a whole, the torsion force of one side can be transmitted to the other side through the stabilizer bar, and the phenomenon of uneven left and right stress can be improved;
the third path is a connecting rod, and the torsional force can be directly transmitted to the central part of the lower cross beam of the front windshield of the front baffle assembly by means of the connecting rod.
Due to the existence of the second path and the third path, the torsion force transmitted along the first path is greatly dispersed, and the torsion force passing through the first path is reduced, so that the problem that the control performance is reduced after the cross-connection area of the front baffle and the vehicle body longitudinal beam is subjected to frequent torsion and the phenomenon of cracking possibly occurs, so that abnormal sound occurs to the vehicle body, and the damping effect is reduced can be solved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a view of a related art engine compartment layout;
FIG. 2 is a top view of an assembly of a stabilizer bar assembly and a vehicle body provided in an embodiment of the present disclosure;
fig. 3 is a schematic view of a stabilizer bar assembly provided in an embodiment of the present application;
fig. 4 is a schematic view of another perspective view of a stabilizer bar assembly provided in an embodiment of the present application;
FIG. 5 is a schematic view of the stabilizer link plate of FIG. 4 assembled thereon;
fig. 6 is a schematic view of a stabilizer bar connection plate according to an embodiment of the present disclosure;
FIG. 7 is a schematic view of the mount assembly provided by the embodiment of the present application assembled with a vehicle body;
FIG. 8 is a schematic view of an upper mounting base provided in an embodiment of the present application;
FIG. 9 is a schematic view of a lower mounting base provided in an embodiment of the present application;
FIG. 10 is a cross-sectional view of a stabilizer bar assembly assembled with a vehicle body according to an exemplary embodiment of the present disclosure;
FIG. 11 is a sectional view taken along line A-A of FIG. 10;
FIG. 12 is a sectional view taken along line B-B of FIG. 10;
FIG. 13 is a cross-sectional view taken along line C-C of FIG. 10;
fig. 14 is an exploded view of a shock tower assembly according to an embodiment of the present application.
In the figure: 1', a damping tower assembly; 2', a launder reinforcing plate; 3', a flume; 4', a front windshield lower beam;
1. a stabilizer bar assembly; 10. a stabilizer bar; 100. a first mounting hole; 101. a sleeve; 11. a connecting rod; 110. a first segment; 111. a second segment; 12. a bracket assembly; 120. a stabilizer bar connecting plate; 1200. a first plate; 1201. a second plate; 1202. a third mounting hole; 1203. a fourth mounting hole; 121. an upper bracket; 1210. a fifth mounting hole; 122. a lower bracket; 13. mounting a base assembly; 130. an upper mounting seat; 1300. a front surface; 1301. a sixth mounting hole; 1302. third flanging; 1303. a fourth flanging; 131. a lower mounting seat; 1310. a first flanging; 1311. second flanging; 1312. a seventh mounting hole; 2. a shock tower assembly; 20. a shock tower; 200. a first binding surface; 21. a shock absorber mount; 22. a stabilizer bar mounting bracket; 220. a second mounting hole; 221. a second bonding surface; 3. front fender assembly.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all 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 application.
The embodiment of the application provides an engine compartment stabilizer bar assembly and an engine compartment, and can solve the problems that in the prior art, after a front baffle and a vehicle body longitudinal beam cross connection area are frequently twisted, a cracking phenomenon possibly occurs, and the control performance is reduced after abnormal sound and shock absorption effect of a vehicle body are reduced.
Referring to fig. 2, 3 and 4, an embodiment of the present application provides an engine compartment stabilizer bar assembly, in which a stabilizer bar assembly 1 includes a stabilizer bar 10, a connecting rod 11 and a bracket assembly 12, wherein both ends of the stabilizer bar 10 are provided with first mounting holes 100 adapted to the shock absorbing tower assembly 2, the bracket assembly 12 is used for connecting a front baffle assembly 3, and both ends of the connecting rod 11 are respectively connected with the stabilizer bar 10 and the bracket assembly 12, and are used for transmitting a twisting force received by the stabilizer bar 10 to the front baffle assembly 3. It can be seen from fig. 2 that the stabilizer bar 10 and the front fender assembly 3 have a large span in the vehicle body length direction, that is, the stabilizer bar assembly 1 has a large coverage in the vehicle body length direction.
As shown in fig. 2, the principle of the embodiment of the present application is as follows:
the stabilizer bar assembly 1 that this application embodiment provided includes stabilizer bar 10, connecting rod 11 and the three part of bracket component 12, and stabilizer bar 10 connects the shock attenuation tower assembly 2 on both sides about, and connecting rod 11 one end is connected stabilizer bar 10, and the other end passes through bracket component 12 and connects preceding baffle assembly 3, and when the automobile body received the torsional force, the transmission path of torsional force had three:
the first path is a path similar to that in the related art, namely, the path is transmitted from a high point of the shock tower assembly 2 to the body side rail downwards, then transmitted to the intersection area of the rear part of the body side rail and the front baffle plate backwards, and then transmitted to the front windshield lower cross member-a pillar-roof upwards along the front baffle plate (as shown by a U-shaped arrow in fig. 2);
the second path is the stabilizer bar 10, because the stabilizer bar 10 connects the left and right shock absorption tower assemblies 2 into a whole, the torsion force of one side can be transmitted to the other side through the stabilizer bar 10, and the phenomenon of uneven left and right stress can be improved;
the third route is a connecting rod 11, the torsional force can be directly transmitted to the central part of the lower cross beam of the front windshield of the front baffle assembly 3 by means of the connecting rod 11, and the force can be effectively transmitted to the left and right A columns and the parts at the side parts of the vehicle body to the roof because the lower cross beam of the front windshield has higher strength.
Due to the existence of the second path and the third path, the torsion force transmitted along the first path is greatly dispersed, and the torsion force passing through the first path is reduced, so that the problem that the control performance is reduced after the cross-connection area of the front baffle and the vehicle body longitudinal beam is subjected to frequent torsion and the phenomenon of cracking possibly occurs, so that abnormal sound occurs to the vehicle body, and the damping effect is reduced can be solved.
By using the stabilizer bar assembly, the left and right shock absorption tower assemblies and the front baffle assembly can form a frame type connecting structure, so that the rigidity of a vehicle body, particularly the engine compartment area, is greatly improved. CAE analysis shows that the torsional rigidity of the car body is improved by 450N.m/deg after the application is used. Because the frame structure formed by the section bars is used, the light weight gain is obvious, and the structure can realize the weight reduction of 3.2Kg by taking a certain new energy vehicle model as an example, and the weight reduction rate is 40.5%.
Referring to fig. 3, in some preferred embodiments, the connecting rod 11 includes a first segment 110 and two second segments 111, the first segment 110 is substantially parallel to the stabilizing rod 10, and one end of each of the two second segments 111 is connected to both ends of the first segment 110, and the other end is connected to the stabilizing rod 10. In this embodiment, the connecting rod 11 has the two second segments 111, which has the advantages that two torsion force transmission paths (see fig. 2) can be formed to avoid concentration of the torsion force during transmission, and the hollow structures are arranged among the first segment 110, the two second segments 111 and the stabilizing rod 10, so that the manufacturing cost can be reduced and the weight can be reduced.
Referring to fig. 3, the distance between the end points where the two second segments 111 are connected to the stabilization rod 10 is greater than the length of the first segment 110, so that the first segment 110, the two second segments 111, and the stabilization rod 10 have a trapezoidal structure as a whole, preferably an isosceles trapezoid. Compared with the structure that the connecting rod 11 and the stabilizer bar 10 are vertically connected, the obtuse angle between the second segment 111 and the stabilizer bar 10 is favorable for smooth transmission of the twisting force from the stabilizer bar 10 to the second segment 111, and the stress concentration at the connection between the stabilizer bar 10 and the second segment 111 is prevented.
Referring to fig. 4, 5 and 6, in some preferred embodiments, the bracket assembly 12 includes a stabilizer bar connecting plate 120 and an upper bracket 121, the stabilizer bar connecting plate 120 is an L-shaped stamping part, and includes a first plate 1200 horizontally arranged, and a second plate 1201 connected to the first plate 1200 at a bottom end thereof, two third mounting holes 1202 are formed in the first plate 1200, and two fourth mounting holes 1203 are formed in the second plate 1201; two fifth mounting holes 1210 adapted to the third mounting holes 1202 are formed in the upper bracket 121, the bottom surface of the upper bracket 121 is connected to the first plate 1200, and the connecting rod 11 is connected to the upper bracket 121.
Referring to fig. 3, in some preferred embodiments, the bracket assembly 12 further includes a lower bracket 122, and one end of the lower bracket 122 is connected to the stabilizer bar 10 and the other end is connected to the connecting rod 11. In this embodiment, the lower bracket 122 is welded to the stabilizer bar 10 and the connecting rod 11 to integrally connect the stabilizer bar 10 and the connecting rod 11, so as to increase the connection point between the stabilizer bar 10 and the connecting rod 11 and increase the connection strength between the stabilizer bar 10 and the connecting rod 11.
Referring to fig. 2, in some preferred embodiments, the bracket assembly 12 is connected to the front baffle assembly 3 by a mount assembly 13, as shown in fig. 7, 8 and 9, the mount assembly 13 including an upper mount 130 and a lower mount 131, wherein,
referring to fig. 8, the upper mounting base 130 is configured to be connected to the front baffle assembly 3, a front surface 1300 of the upper mounting base 130 is attached to the second plate 1201, the front surface 1300 is a vertical surface, a sixth mounting hole 1301 on the front surface 1300 is matched with a fourth mounting hole 1203, and a third flange 1302 and a fourth flange 1303 are formed at two ends of the front surface 1300 in opposite directions;
referring to fig. 9, the lower mounting seat 131 is located below the upper mounting seat 130, the lower mounting seat 131 includes a first flange 1310 horizontally disposed, the first flange 1310 is provided with a seventh mounting hole 1312 adapted to the third mounting hole 1202, one end of the first flange 1310 is bent downward to form a second flange 1311 connected to the front baffle assembly 3, and an assembly space of the mounting bracket assembly 12 is formed between the first flange 1310 and the upper mounting seat 130.
Referring to fig. 3, two first mounting holes 100 are provided at both ends of the stabilizer bar 10, and a sleeve 101 is inserted into the first mounting holes 100. In all the sleeves 101, the inner hole of one part of the sleeves 101 is a circular hole, and the inner hole of the other part of the sleeves 101 is a kidney-shaped hole, and the length direction of the kidney-shaped hole is the same as the length direction of the stabilizer bar 10.
In this embodiment, the inner diameter of the circular hole sleeve 101 and the outer diameter of the stabilizer bar 10 are in a positioning relationship, that is, the stabilizer bar assembly 1 is positioned in the vehicle length and width directions by the stabilizer bar mounting bolt. The sleeve 101 of the waist circular hole has no positioning relation in the vehicle width direction, and is characterized in that a certain gap is formed between the outer diameter of the mounting bolt and the inner diameter of the sleeve 101, and the gap is arranged to eliminate the vehicle width direction contact caused by the position deviation of the sleeve 101 of the waist circular hole.
The length of the sleeve 101 is larger than the square cross section of the stabilizer bar 10, and the clamping force of the mounting bolt on the stabilizer bar assembly 1 is transmitted to the nut structure which integrally connects the stabilizer bar 10 and the damping tower assembly 2 through the sleeve 101. While the upper and lower surfaces of the square-shaped cross section of the stabilizer bar 10 are not subjected to the bolt clamping force. The purpose is to avoid collapse of the square-shaped cross section of the stabilizer bar 10 during tightening of the stabilizer bar mounting bolt, thereby causing torque attenuation and fastening failure.
Referring to fig. 10, 11 and 12, the upper bracket 121, the first plate 1200 of the stabilizer link plate 120 and the first flange 1310 of the lower mounting seat 131 form a stack of three layers of metal plates, wherein the fifth mounting hole 1210 of the upper bracket 121, the third mounting hole 1202 of the first plate 1200 and the seventh mounting hole 1312 of the first flange 1310 are centered, and the seventh mounting hole 1312 is provided with a weld nut to match a bolt.
With continued reference to fig. 11 and 12, the front baffle assembly 3 includes a front windshield lower cross member 30, a front windshield lower cross member inner panel 31, and a front baffle 32. Second flange 1311 of lower mount 131 and front baffle 32 are welded in place.
Referring to fig. 1, an embodiment of the present application further provides an engine compartment, which includes a stabilizer bar assembly of the engine compartment, a front baffle assembly 3, and two shock tower assemblies 2, where two ends of the front baffle assembly 3 are respectively connected to a left front longitudinal beam and a right front longitudinal beam of a vehicle body; the two damping tower assemblies 2 are respectively arranged on a left front longitudinal beam and a right front longitudinal beam of the vehicle body; the stabilizer bar 10 is connected to the two shock absorption tower assemblies 2 at two ends respectively, and the bracket assembly 12 is connected to the front baffle assembly 3.
Referring to fig. 13 and 14, in some preferred embodiments, the shock tower assembly 2 includes a shock tower 20, a shock absorber mounting seat 21 and a stabilizer bar mounting bracket 22, the shock tower 20 is provided with a first abutting surface 200, the shock absorber mounting seat 21 is connected to the shock tower 20, the stabilizer bar mounting bracket 22 is provided with a second mounting hole 220 adapted to the first mounting hole 100 on an upper surface thereof, and the stabilizer bar mounting bracket 22 is provided with a second abutting surface 221 connected to the first abutting surface 200.
The upper surface of the stabilizer bar mounting bracket 22 is disposed in a horizontal direction, and second mounting holes 220 are formed in the upper surface, and each of the second mounting holes 220 is provided with a weld nut. The second abutting surface 221 is abutted downwards against the first abutting surface 200 of the shock absorbing tower 20 and welded, and the welding form is welding or riveting. The damper mount 21 is attached and welded to the damper tower 20 from bottom to top (in the height direction of the vehicle body). It should be noted that the shock tower 20, the shock absorber mount 21 and the stabilizer bar mount 22 may form an assembly, and the above functions may be integrated by the shock tower in one piece, and in a new energy vehicle model, the reduction of the number of parts and the reduction of the weight may be achieved by using the cast aluminum shock tower in consideration of the light weight.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. 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 application. Thus, the present application 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 (10)
1. An engine compartment stabilizer bar assembly, characterized in that the stabilizer bar assembly (1) comprises:
the two ends of the stabilizer bar (10) are respectively provided with a first mounting hole (100) which is matched with the damping tower assembly (2);
a bracket assembly (12) for connecting the front baffle assembly (3);
and the two ends of the connecting rod (11) are respectively connected with the stabilizer bar (10) and the bracket component (12) and are used for transmitting the twisting force received by the stabilizer bar (10) to the front baffle assembly (3).
2. The nacelle stabilizer bar assembly of claim 1, wherein: the connecting rod (11) comprises a first segment (110) and two second segments (111), the first segment (110) is approximately parallel to the stabilizing rod (10), one ends of the two second segments (111) are respectively connected to two ends of the first segment (110), and the other ends of the two second segments are connected to the stabilizing rod (10).
3. The nacelle stabilizer bar assembly of claim 2, wherein: the distance between the two second segments (111) and the connecting end point of the stabilizing rod (10) is larger than the length of the first segment (110).
4. The nacelle stabilizer bar assembly of claim 1, wherein the bracket assembly (12) comprises:
a stabilizer bar connection plate (120) including a first plate (1200) arranged horizontally, and a second plate (1201) having a bottom end connected to the first plate (1200);
an upper bracket (121) having a bottom surface connected to the first plate (1200); and the number of the first and second groups,
the connecting rod (11) is connected to the upper bracket (121).
5. The nacelle stabilizer bar assembly of claim 4, wherein: the bracket assembly (12) further comprises a lower bracket (122), one end of the lower bracket (122) is connected to the stabilizing rod (10), and the other end of the lower bracket (122) is connected to the connecting rod (11).
6. The nacelle stabilizer bar assembly of claim 1, wherein the bracket assembly (12) is connected to the front fender assembly (3) by a mount assembly (13), the mount assembly (13) comprising:
an upper mounting seat (130) for connecting to the front baffle assembly (3);
the lower mounting seat (131) is positioned below the upper mounting seat (130), the lower mounting seat (131) comprises a first flange (1310) which is horizontally arranged, one end of the first flange (1310) is bent downwards to form a second flange (1311) connected with the front baffle plate assembly (3), and an assembly space for installing the bracket assembly (12) is formed between the first flange (1310) and the upper mounting seat (130).
7. The nacelle stabilizer bar assembly of claim 1, wherein: two ends of the stabilizer bar (10) are respectively provided with two first mounting holes (100), and a sleeve (101) is inserted in each first mounting hole (100).
8. The nacelle stabilizer bar assembly of claim 7, wherein: in all the sleeves (101), the inner hole of one part of the sleeves (101) is a circular hole, the inner hole of the other part of the sleeves (101) is a kidney-shaped hole, and the length direction of the kidney-shaped hole is the same as that of the stabilizer bar (10).
9. An engine compartment, characterized in that it comprises:
the two ends of the front baffle assembly (3) are respectively connected with a left front longitudinal beam and a right front longitudinal beam of the vehicle body;
the two damping tower assemblies (2) are respectively arranged on the left front longitudinal beam and the right front longitudinal beam of the vehicle body; and the number of the first and second groups,
the nacelle stabilizer bar assembly according to claim 1, wherein both ends of the stabilizer bar (10) are connected to two of the damper tower assemblies (2), respectively, and the bracket assembly (12) is connected to the front fender assembly (3).
10. Nacelle according to claim 9, wherein said shock absorbing tower assembly (2) comprises:
the damping tower (20) is provided with a first binding surface (200);
a damper mount (21) connected to the damper tower (20);
the upper surface of the stabilizer bar mounting frame (22) is provided with a second mounting hole (220) matched with the first mounting hole (100), and a second binding surface (221) connected with the first binding surface (200) is arranged on the stabilizer bar mounting frame (22).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010967414.7A CN112278088B (en) | 2020-09-15 | 2020-09-15 | Engine compartment stabilizer bar assembly and engine compartment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010967414.7A CN112278088B (en) | 2020-09-15 | 2020-09-15 | Engine compartment stabilizer bar assembly and engine compartment |
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| CN112278088A true CN112278088A (en) | 2021-01-29 |
| CN112278088B CN112278088B (en) | 2021-09-17 |
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| CN202010967414.7A Active CN112278088B (en) | 2020-09-15 | 2020-09-15 | Engine compartment stabilizer bar assembly and engine compartment |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114954678A (en) * | 2022-07-11 | 2022-08-30 | 浙江吉利控股集团有限公司 | Launder, preceding cabin and vehicle |
| CN115432069A (en) * | 2022-03-25 | 2022-12-06 | 北京车和家汽车科技有限公司 | Tubular beam support for chassis, vehicle chassis and vehicle |
| CN116215670A (en) * | 2023-01-07 | 2023-06-06 | 岚图汽车科技有限公司 | Automobile launder assembly and automobile body front cabin structure |
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| CN116215670A (en) * | 2023-01-07 | 2023-06-06 | 岚图汽车科技有限公司 | Automobile launder assembly and automobile body front cabin structure |
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| Publication number | Publication date |
|---|---|
| CN112278088B (en) | 2021-09-17 |
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Effective date of registration: 20220120 Address after: 430000 No. n3010, 3rd floor, R & D building, building n, Artificial Intelligence Science Park, Wuhan Economic and Technological Development Zone, Hubei Province Patentee after: Lantu Automobile Technology Co.,Ltd. Address before: 430056 No. 1 Dongfeng Avenue, Wuhan economic and Technological Development Zone, Hubei, Wuhan Patentee before: DONGFENG MOTOR Corp. |