CN114248592A - Stabilizer bar assembly, stabilizer bar system and vehicle - Google Patents
Stabilizer bar assembly, stabilizer bar system and vehicle Download PDFInfo
- Publication number
- CN114248592A CN114248592A CN202010994786.9A CN202010994786A CN114248592A CN 114248592 A CN114248592 A CN 114248592A CN 202010994786 A CN202010994786 A CN 202010994786A CN 114248592 A CN114248592 A CN 114248592A
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- China
- Prior art keywords
- stabilizer bar
- friction
- top cover
- clutch
- clutch housing
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- 239000003381 stabilizer Substances 0.000 title claims abstract description 144
- 230000005540 biological transmission Effects 0.000 claims abstract description 20
- 230000002093 peripheral effect Effects 0.000 claims description 6
- 238000005096 rolling process Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000087 stabilizing effect Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
Abstract
The invention discloses a transverse stabilizer bar assembly, a transverse stabilizer bar system and a vehicle, wherein the transverse stabilizer bar assembly comprises a first stabilizer bar, a second stabilizer bar, a clutch mechanism and a driving mechanism, and the clutch mechanism comprises a clutch shell, a friction part and a top cover; the friction part comprises a first friction piece and a second friction piece; the first friction piece is in transmission connection with the clutch shell; the top cover is in transmission connection with one end of the clutch shell; the first stabilizer bar is fixedly connected to the outer end face of the other end of the clutch shell; the second stabilizer bar is in transmission connection with the second friction piece; the driving mechanism is in transmission connection with the top cover, the top cover is driven to rotate relative to the clutch housing through the driving mechanism, and relative movement is generated between the top cover and the clutch housing in the axial direction of the clutch housing, so that the first friction piece and the second friction piece are pressed or loosened. Thereby realize that the moment of torsion of first stabilizer bar and second stabilizer bar output realizes stepless change between 0 and maximum value.
Description
Technical Field
The invention relates to a transverse stabilizer bar assembly, a transverse stabilizer bar system and a vehicle.
Background
The transverse stabilizer bar belongs to an elastic device for preventing the vehicle from excessively rolling in a suspension, and has the function of reducing the rolling tendency of the vehicle body by generating a force difference on the left side and the right side of an axle after self-twisting when the vehicle body rolls; when the vehicle body is not tilted, the torque generated by the stabilizer bar should be as small as possible to improve the comfort of the vehicle during smooth running.
However, the stabilizer bar of the current mainstream vehicle type cannot achieve stepless variation in torque, which results in that stepless adjustment of torque according to actual demands such as the degree of rolling of the vehicle cannot be performed.
Disclosure of Invention
The invention aims to solve the technical problem that the torque of a transverse stabilizer bar cannot be adjusted according to the specific conditions of a vehicle in the prior art. The torque of the transverse stabilizer bar assembly provided by the invention can realize stepless change.
In order to solve the technical problem, the embodiment of the invention discloses a transverse stabilizer bar assembly, which comprises a first stabilizer bar, a second stabilizer bar, a clutch mechanism and a driving mechanism, wherein the clutch mechanism comprises a clutch shell, a friction part and a top cover;
a cavity is formed in the clutch housing, one end of the clutch housing is an opening communicated with the cavity, the friction part comprises a plurality of first friction pieces and a plurality of second friction pieces, and the first friction pieces and the second friction pieces are positioned in the cavity in a staggered mode along the axial direction of the clutch housing; the first friction piece is in transmission connection with the clutch housing;
the top cover is in transmission connection with one end of the clutch shell;
the first stabilizer bar is fixedly connected to the outer end face of the other end of the clutch housing;
the second stabilizer bar is in transmission connection with the second friction pieces;
the driving mechanism is in transmission connection with the top cover, the top cover is driven to rotate relative to the clutch housing through the driving mechanism, and relative movement is generated between the top cover and the clutch housing in the axial direction of the clutch housing, so that the relative positions of the first friction piece and the second friction piece are adjusted, and the first friction piece and the second friction piece are pressed or loosened.
By adopting the technical scheme, the relative distance between the first friction piece and the second friction piece can be adjusted, so that the first stabilizer bar and the second stabilizer bar can be adjusted to be in a disconnected state or a connected state; when the first friction piece and the second friction piece are in a loose state and the first stabilizer bar and the second stabilizer bar are in a disconnected state, the output torque of the first stabilizer bar and the second stabilizer bar is 0; when the first friction piece and the second friction piece are in a compression state and the first stabilizer bar and the second stabilizer bar are in a connection state, the pressure between the first friction piece and the second friction piece determines the connection strength between the first stabilizer bar and the second stabilizer bar, and the higher the pressure between the first friction piece and the second friction piece is, the higher the connection strength between the first stabilizer bar and the second stabilizer bar is, and vice versa; when the pressure between the first friction member and the second friction member is at a maximum, the connection strength between the first stabilizer bar and the second stabilizer bar is also at a maximum, and thus the output torque is also at a maximum. Thereby achieving stepless variation of the output torque of the first stabilizer bar and the second stabilizer bar from 0 to the maximum value.
In some embodiments, an outer wall surface of an outer peripheral edge portion of the top cover is provided with a gear portion; the drive mechanism includes a drive gear that meshes with the gear portion;
an internal thread is arranged on the inner wall surface of the outer peripheral edge part of the top cover; an external thread is arranged on the outer wall surface of one end of the clutch shell; the internal thread is in threaded connection with the external thread.
With this arrangement, the relative rotation between the top cover and the clutch housing is caused by the engagement of the drive gear portion with the drive gear, so that the relative positions of the first friction member and the second friction member can be adjusted.
In some embodiments, a central shaft is formed to extend from the middle of the inner side surface of the cover portion of the top cover in a direction away from the top cover, a mounting hole is formed in the central shaft, the mounting hole extends from one end of the central shaft, which faces away from the cover portion of the top cover, to the outer side surface of the cover portion of the top cover in the axial direction of the central shaft, and the second stabilizer bar passes through the mounting hole.
By adopting the technical scheme, the second stabilizer bar penetrates through the central hole, so that the second stabilizer bar can be prevented from shaking violently when stressed.
In some embodiments, the first friction member is a wedge-shaped elastic friction plate, and an external spline is arranged on the outer periphery of the wedge-shaped elastic friction plate; the inner wall surface of the side surface of the clutch shell is provided with an internal spline; the internal spline is in transmission connection with the external spline.
In some embodiments, the second friction member is a wedge-shaped elastic friction plate, a central hole is formed in the wedge-shaped elastic friction plate, and an internal spline is arranged on the periphery of the central hole; one end of the second stabilizer bar is provided with an external spline; the internal spline is in transmission connection with the external spline.
In some embodiments, the stabilizer bar assembly further includes a slip ring positioned between the top cap and the friction portion and sleeved over the second stabilizer bar.
By adopting the technical scheme, the slip ring is arranged between the top cover and the friction part, so that the friction acting force between the top cover and the friction part can be reduced, and the phenomenon that the rotation of the top cover is influenced due to the overlarge friction force between the top cover and the friction part is prevented.
In some embodiments, the first stabilizing bar is located to the left of the second stabilizing bar.
The invention also discloses a stabilizer bar system, which comprises the stabilizer bar assembly and a control unit; the control unit controls the drive mechanism.
With this arrangement, the output torque of the first stabilizer bar and the second stabilizer bar in the stabilizer bar system can be steplessly varied from 0 to the maximum value.
The invention also discloses a vehicle comprising the transverse stabilizer bar system.
With this arrangement, the output torque of the first stabilizer bar and the second stabilizer bar in the vehicle can be steplessly varied from 0 to the maximum.
Drawings
FIG. 1 is a schematic structural view of a lateral stabilizer bar assembly according to example 1 of the present invention;
FIG. 2 is a sectional view of a clutch mechanism in the lateral stabilizer bar assembly in embodiment 1 of the present invention;
FIG. 3 is an exploded perspective view of a clutch mechanism in the lateral stabilizer bar assembly according to embodiment 1 of the present invention;
FIG. 4 is a schematic structural view of a top cover in the lateral stabilizer bar assembly in example 1 of the present invention;
fig. 5 is a schematic structural view of a clutch mechanism and a driving mechanism in the lateral stabilizer bar assembly in embodiment 1 of the present invention.
Description of reference numerals:
1. a first stabilizer bar; 2. a second stabilizer bar; 21. a second stabilizer bar external spline; 3. a clutch mechanism; 4. a drive mechanism; 5. a control unit;
31. a clutch housing; 32. a first friction member; 321. a first friction member external spline; 33. a second friction member; 331; a second friction member internal spline; 34. a slip ring; 35. a top cover; 351. a top cover internal thread; 352. a central shaft; 353. mounting holes; 354. a gear portion; 37. a chamber; 38. a clutch inner spline; 39. a clutch external thread;
41. the gears are driven.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements indicated must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the present invention.
The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; 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 meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Example 1
In order to solve the above technical problem, the present invention provides a transverse stabilizer bar assembly, referring to fig. 1, including a first stabilizer bar 1, a second stabilizer bar 2, a clutch mechanism 3 and a driving mechanism 4, specifically, the relative installation positions of the first stabilizer bar 1 and the second stabilizer bar 2 can be set according to actual requirements, and this embodiment is not further limited; in the present embodiment, the first stabilizer bar 1 is located on the left side of the second stabilizer bar 2. In the present embodiment, the first stabilizer bar 1 and the second stabilizer bar 2 are U-shaped as a whole.
Referring to fig. 2 to 3, the clutch mechanism 3 includes a clutch housing 31, a friction portion, and a top cover 35.
The chamber 37 is formed inside the clutch housing 31, one end of the clutch housing 31 is an opening communicating with the chamber 37, the friction portion includes a plurality of first friction members 32 and a plurality of second friction members 33, and the plurality of first friction members 32 and the plurality of second friction members 33 are located in the chamber 37 in a staggered manner along the axial direction of the clutch housing 31.
Specifically, there is one second friction member 33 between every two first friction members 32; the first friction member 32 is arranged between every two second friction members 33. The number of the first friction member and the second friction member may be set according to specific needs, and this embodiment is not further limited.
In the present embodiment, the friction portion has two first friction members 32 and two second friction members 33 in common; one of the second friction members 33, one of the first friction members 32, the other second friction member 33, and the other first friction member 32 are provided in this order from the side close to the top cover 35 in the axial direction of the clutch housing 31.
The first friction piece 32 is in transmission connection with the clutch housing 31; specifically, the first friction member 32 is a wedge-shaped elastic friction plate, and an external spline, i.e., a first friction member external spline 321, is arranged on the outer periphery of the wedge-shaped elastic friction plate; an inner spline, i.e., a clutch inner spline 38 is provided on an inner wall surface of a side surface of the clutch housing 31; the clutch inner spline 38 is drivingly connected to the first friction member outer spline 321.
The first stabilizer bar 1 is fixedly connected to the outer end face of the other end of the clutch housing 31; in fig. 2 of the present embodiment, the first stabilizer bar 1 is welded to the outer end surface of the left end of the clutch housing 31.
The second stabilizer bar 2 is in transmission connection with a plurality of second friction pieces 33; specifically, the second friction member 33 is a wedge-shaped elastic friction plate, a central hole is formed on the wedge-shaped elastic friction plate, and an internal spline, i.e., a second friction member internal spline 331, is arranged on the periphery of the central hole; one end of the second stabilizer bar 2 is provided with an external spline, namely a second stabilizer bar external spline 21; the second friction piece internal spline 331 is drivingly connected with the second stabilizer bar external spline 21.
Further, the transverse stabilizer bar assembly further includes a slip ring 34, the slip ring 34 is located between the top cover 35 and the friction portion and is sleeved on the second stabilizer bar 2, specifically, the slip ring 34 is sleeved at a position where the second stabilizer bar 2 is close to the second stabilizer bar external spline 21 and is not provided with the second stabilizer bar external spline 21, and the size of a hole in the middle of the slip ring 34 is smaller than the size of the second stabilizer bar external spline 21, so that the second stabilizer bar 2 can be prevented from falling off from the clutch housing 31 and sliding out of the chamber 37. In the present embodiment, the slip ring 34 is located between the top cover 35 and the second friction member 33 to reduce the friction force between the top cover 35 and the second friction member 33.
Further, the top cover 35 is in transmission connection with one end of the clutch housing 31; specifically, the inner wall surface of the outer peripheral edge portion of the top cover 35 is provided with an internal thread, see fig. 4, a top cover internal thread 351; an external thread, i.e., a clutch external thread 39, is provided on an outer wall surface of one end of the clutch housing 31; the head cover internal thread 351 is threadedly coupled to the clutch external thread 39.
A central shaft 352 extends from the middle of the inner side surface of the cover portion of the top cover 35 toward the direction away from the top cover 35, a mounting hole 352 is provided on the central shaft 352, the mounting hole 352 extends from one end of the central shaft 352 away from the cover portion of the top cover 35 to the outer side surface of the cover portion of the top cover 35 along the axial direction of the central shaft 352, and the second stabilizer bar 2 passes through the mounting hole 352, specifically, one end of the second stabilizer bar 2 away from the second stabilizer bar external spline 21 passes through the mounting hole.
Referring to fig. 5, the driving mechanism 4 is in transmission connection with the top cover 35, the top cover 35 is driven to rotate relative to the clutch housing 31 by the driving mechanism 4, and relative movement between the top cover 35 and the clutch housing 31 is generated in the axial direction of the clutch housing 31 to adjust the relative positions of the first friction member 32 and the second friction member 33, so that the first friction member 32 and the second friction member 33 are pressed or released.
Specifically, the outer wall surface of the outer peripheral edge portion of the top cover 35 is provided with a gear portion 354; the drive mechanism 4 includes a drive gear 41, and the drive gear 41 meshes with the gear portion 354.
In the transverse stabilizer bar assembly in the embodiment, the relative distance between the first friction piece and the second friction piece can be adjusted, so that the first stabilizer bar and the second stabilizer bar can be adjusted to be in a disconnected state or a connected state; when the first friction piece and the second friction piece are in a loose state and the first stabilizer bar and the second stabilizer bar are in a disconnected state, the output torque of the first stabilizer bar and the second stabilizer bar is 0; when the first friction piece and the second friction piece are in a compression state and the first stabilizer bar and the second stabilizer bar are in a connection state, the pressure between the first friction piece and the second friction piece determines the connection strength between the first stabilizer bar and the second stabilizer bar, and the higher the pressure between the first friction piece and the second friction piece is, the higher the connection strength between the first stabilizer bar and the second stabilizer bar is, and vice versa; when the pressure between the first friction member and the second friction member is at a maximum, the connection strength between the first stabilizer bar and the second stabilizer bar is also at a maximum, and thus the output torque is also at a maximum. Thereby achieving stepless variation of the output torque of the first stabilizer bar and the second stabilizer bar from 0 to the maximum value.
The present embodiment also discloses a stabilizer bar system, see fig. 1, comprising the stabilizer bar assembly of embodiment 1, and a control unit 5. The driving mechanism also comprises a motor, and the control unit 5 can receive signals of vehicle speed, steering wheel angle and the like and then output instructions to the driving mechanism.
When the control unit 5 receives a forward model, the driving motor drives the driving gear to rotate forward, and further drives the gear part of the top cover to move leftward, so that the pressure between the first friction piece and the second friction piece is increased, the connection strength between the first stabilizer bar and the second stabilizer bar is increased, and the first stabilizer bar and the second stabilizer bar generate larger axial force to provide larger torque output; the larger the distance that the gear part of the top cover moves leftwards relative to the clutch housing is, the larger the pressure between the first friction piece and the second friction piece is, when the distance that the gear part of the top cover moves leftwards relative to the clutch housing reaches the maximum, the connection strength between the first stabilizer bar and the second stabilizer bar is the maximum, and at the moment, the maximum axial force generated by the first stabilizer bar and the second stabilizer bar provides the maximum torque output.
When the control unit 5 receives the reverse model, the driving motor drives the driving gear to rotate reversely, and further drives the gear part of the top cover to move rightwards, so that the pressure between the first friction piece and the second friction piece is reduced, and the connection strength between the first stabilizer bar and the second stabilizer bar is reduced; when the gear portion of the drive top cover continues to move rightward, the connection strength between the first stabilizer bar and the second stabilizer bar decreases to zero, i.e., an off state, at which the output torque of the stabilizer bar is 0.
Therefore, the control unit 5 outputs a signal to the driving unit, and the top cover is driven to rotate relative to the clutch housing, so that the distance between the first friction piece and the second friction piece is adjusted, namely, whether the first friction piece and the second friction piece are in a pressing state or a loosening state is adjusted, the first stabilizer bar and the second stabilizer bar are gradually changed between a disconnected state, a low connection strength and a high connection strength, and the torque output by the first stabilizer bar and the second stabilizer bar is continuously changed between 0 and the maximum value.
Example 2
The invention also discloses a vehicle which comprises the transverse stabilizer bar system in the embodiment 2, and the transverse stabilizer bar system in the vehicle in the embodiment can realize stepless change of the torque output by the first stabilizer bar and the second stabilizer bar between 0 and the maximum value.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, taken in conjunction with the specific embodiments thereof, and that no limitation of the invention is intended thereby. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.
Claims (8)
1. A stabilizer bar assembly comprises a first stabilizer bar, a second stabilizer bar, a clutch mechanism and a driving mechanism, and is characterized in that the clutch mechanism comprises a clutch housing, a friction part and a top cover;
a cavity is formed in the clutch housing, one end of the clutch housing is an opening communicated with the cavity, the friction part comprises a plurality of first friction pieces and a plurality of second friction pieces, and the first friction pieces and the second friction pieces are positioned in the cavity in a staggered mode along the axial direction of the clutch housing; the first friction piece is in transmission connection with the clutch housing;
the top cover is in transmission connection with one end of the clutch shell;
the first stabilizer bar is fixedly connected to the outer end face of the other end of the clutch housing;
the second stabilizer bar is in transmission connection with the second friction pieces;
the driving mechanism is in transmission connection with the top cover, the top cover is driven to rotate relative to the clutch housing through the driving mechanism, and relative movement is generated between the top cover and the clutch housing in the axial direction of the clutch housing, so that the relative positions of the first friction piece and the second friction piece are adjusted, and the first friction piece and the second friction piece are pressed or loosened.
2. The stabilizer bar assembly according to claim 1, wherein an outer wall surface of an outer peripheral portion of the top cover is provided with a gear portion; the drive mechanism includes a drive gear that meshes with the gear portion;
an internal thread is arranged on the inner wall surface of the outer peripheral edge part of the top cover; an external thread is arranged on the outer wall surface of one end of the clutch shell; the internal thread is in threaded connection with the external thread.
3. The stabilizer bar assembly according to claim 1, wherein a center shaft is formed to extend from a middle portion of an inner side surface of the cover portion of the top cover toward a direction away from the top cover, the center shaft is provided with a mounting hole extending from an end of the center shaft facing away from the cover portion of the top cover to an outer side surface of the cover portion of the top cover in an axial direction of the center shaft, and the second stabilizer bar passes through the mounting hole.
4. The stabilizer bar assembly as claimed in claim 1, wherein said first friction member is a wedge-shaped elastic friction plate having an external spline on an outer periphery thereof; the inner wall surface of the side surface of the clutch shell is provided with an internal spline; the internal spline is in transmission connection with the external spline.
5. The stabilizer bar assembly as claimed in claim 1, wherein the second friction member is a wedge-shaped elastic friction plate having a central hole formed therein, the central hole having an inner spline formed at a periphery thereof; one end of the second stabilizer bar is provided with an external spline; the internal spline is in transmission connection with the external spline.
6. The stabilizer bar assembly of claim 1, further comprising a slip ring positioned between the top cap and the friction portion and disposed over the second stabilizer bar.
7. A stabilizer bar system, characterized in that it comprises a stabilizer bar assembly according to any one of claims 1-6, and a control unit; the control unit controls the drive mechanism.
8. A vehicle, characterized in that it comprises a transverse stabilizer bar system according to claim 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010994786.9A CN114248592A (en) | 2020-09-21 | 2020-09-21 | Stabilizer bar assembly, stabilizer bar system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010994786.9A CN114248592A (en) | 2020-09-21 | 2020-09-21 | Stabilizer bar assembly, stabilizer bar system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN114248592A true CN114248592A (en) | 2022-03-29 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010994786.9A Pending CN114248592A (en) | 2020-09-21 | 2020-09-21 | Stabilizer bar assembly, stabilizer bar system and vehicle |
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| Country | Link |
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| CN (1) | CN114248592A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030111816A1 (en) * | 2001-12-18 | 2003-06-19 | Carlstedt Robert P. | Clutched stabilizer bar |
| DE102009054671A1 (en) * | 2009-12-15 | 2011-06-16 | Robert Bosch Gmbh | Device for roll stabilization of vehicle, has stabilizer which is connected with wheel axle of vehicle on its two sides over stabilizer arm, where stabilizer is formed partially as torsion bar |
| CN204956001U (en) * | 2015-08-27 | 2016-01-13 | 比亚迪股份有限公司 | Stabilizer bar subassembly, stabilizer bar system and vehicle |
| CN108146183A (en) * | 2018-02-08 | 2018-06-12 | 吉林大学 | A kind of active lateral stabiliser bar and its control method |
| CN208134006U (en) * | 2018-03-09 | 2018-11-23 | 南京艾默格机械科技有限公司 | Hydraulic active variation rigidity lateral stability lever system |
-
2020
- 2020-09-21 CN CN202010994786.9A patent/CN114248592A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030111816A1 (en) * | 2001-12-18 | 2003-06-19 | Carlstedt Robert P. | Clutched stabilizer bar |
| DE102009054671A1 (en) * | 2009-12-15 | 2011-06-16 | Robert Bosch Gmbh | Device for roll stabilization of vehicle, has stabilizer which is connected with wheel axle of vehicle on its two sides over stabilizer arm, where stabilizer is formed partially as torsion bar |
| CN204956001U (en) * | 2015-08-27 | 2016-01-13 | 比亚迪股份有限公司 | Stabilizer bar subassembly, stabilizer bar system and vehicle |
| CN108146183A (en) * | 2018-02-08 | 2018-06-12 | 吉林大学 | A kind of active lateral stabiliser bar and its control method |
| CN208134006U (en) * | 2018-03-09 | 2018-11-23 | 南京艾默格机械科技有限公司 | Hydraulic active variation rigidity lateral stability lever system |
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