CN116262409A - Stabilizer bar assembly and vehicle - Google Patents
Stabilizer bar assembly and vehicle Download PDFInfo
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- CN116262409A CN116262409A CN202111526572.XA CN202111526572A CN116262409A CN 116262409 A CN116262409 A CN 116262409A CN 202111526572 A CN202111526572 A CN 202111526572A CN 116262409 A CN116262409 A CN 116262409A
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- oil
- cavity
- vehicle
- oil outlet
- stabilizer bar
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
- B62K5/01—Motorcycles with four or more wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The application relates to a stabilizer bar assembly and vehicle, this stabilizer bar assembly includes casing, transmission shaft, first pole, second pole and oil cup. Wherein, be provided with first blade in the casing, the transmission shaft rotates to set up in the casing, is provided with the second blade on the transmission shaft, and first blade, transmission shaft and second blade divide into first chamber and second chamber in with the casing, and the oil cup links to each other with first chamber and second chamber respectively. One end of the first rod is connected to one end of the shell, the other end of the first rod is used for being connected with a wheel on one side of the vehicle, one end of the second rod is connected to one end, far away from the first rod, of the transmission shaft, and the other end of the second rod is used for being connected with the wheel on the other side of the vehicle. The stabilizer bar subassembly and the vehicle that this application provided can be when the wheel is gone in the road conditions of various differences, through the cooperation of first pole, second pole, casing and transmission shaft, guarantees that each wheel can be simultaneously on the ground, has promoted the trafficability characteristic and the travelling comfort of vehicle under different road conditions.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a stabilizer bar assembly and a vehicle.
Background
The stabilizer bar is also called an anti-roll bar, belongs to an auxiliary elastic element in the suspension of a vehicle, and mainly prevents the vehicle body from rolling sideways due to overlarge rolling when the vehicle turns, thereby playing a role in improving the running smoothness. At present, the passive stabilizer bar is mainly used in the market, fig. 1 is a schematic structural diagram of the stabilizer bar in the prior art, as shown in fig. 1, the passive stabilizer bar 100 is an integrally formed tubular part, which can prevent the roll of the vehicle body to a certain extent and improve the comfort, but when the vehicle runs on a bumpy or other non-paved road surface, the four wheels of the vehicle equipped with the conventional stabilizer bar can not be landed at the same time due to different road conditions of the left and right wheels, so that the trafficability and the running stability of the vehicle are greatly reduced.
Disclosure of Invention
It is an object of the present application to provide a stabilizer bar assembly and a vehicle to solve the problem of vehicle roll and provide trafficability and safety of the vehicle.
A first aspect of the present application provides a stabilizer bar assembly, comprising:
the shell is provided with an accommodating space, and a first blade is arranged in the accommodating space;
the transmission shaft is at least partially arranged in the accommodating space, a second blade is arranged on the transmission shaft, and the first blade, the transmission shaft and the second blade divide the inside of the shell into a first cavity and a second cavity;
a first lever having one end connected to one end of the housing and the other end for connection with a wheel on one side of the vehicle;
one end of the second rod is connected to one end, far away from the first rod, of the transmission shaft, and the other end of the second rod is used for being connected with a wheel on the other side of the vehicle;
and the oil cup is respectively connected with the first cavity and the second cavity.
In a possible implementation manner, a first oil inlet and a first oil outlet are arranged on the side wall of the first cavity, the oil cup supplies oil to the first cavity through the first oil inlet, and the oil cup returns oil to the first cavity through the first oil outlet;
the side wall of the second cavity is provided with a second oil inlet and a second oil outlet, the oil cup supplies oil to the second cavity through the second oil inlet, and the oil cup returns oil to the second cavity through the second oil outlet.
In one possible implementation manner, a third oil outlet and a fourth oil outlet are arranged on the shell, and the third oil outlet and the fourth oil outlet are connected with the oil cup;
when the volumes of the first cavity and the second cavity are equal, the second blade seals the third oil outlet and the fourth oil outlet;
when the volume of the first cavity is larger than that of the second cavity, the second blade seals the fourth oil outlet, and the third oil outlet is communicated with the first cavity;
when the volume of the first cavity is smaller than that of the second cavity, the second blade seals the third oil outlet, and the fourth oil outlet is communicated with the second cavity.
In one possible implementation manner, the oil cup further comprises a solenoid valve, and the oil cup is communicated with the first oil inlet, the second oil inlet, the first oil outlet, the second oil outlet, the third oil outlet and the fourth oil outlet through the solenoid valve.
In one possible implementation, the device further comprises a bearing assembly, and the transmission shaft is rotatably connected with the shell through the bearing assembly.
In one possible implementation manner, the device further comprises a flange cover, wherein one end, far away from the first rod, of the transmission shaft extends out of the shell and is fixedly connected with the flange cover, and one end of the second rod is provided with a flange plate which is fixedly connected with the flange cover.
In one possible implementation, the housing includes an end cap that is removably disposed on the housing at an end remote from the first rod.
In one possible implementation, the drive shaft is integrally formed with the second blade.
A second aspect of the present application also provides a vehicle comprising a stabilizer bar assembly as provided in the first aspect of the present application, one end of the first bar being connected to a wheel on one side of the vehicle, and one end of the second bar being connected to a wheel on the other side of the vehicle.
In one possible implementation, the vehicle is an all-terrain vehicle.
The technical scheme that this application provided can reach following beneficial effect:
the utility model provides a stabilizer bar subassembly and vehicle can be when the road conditions that the wheel was gone about the vehicle is different to lead to controlling the wheel and can not go in the coplanar simultaneously, first pole and second pole take place relative rotation by the effect of wheel to take place relative rotation between drive shaft and the casing, at this moment, the second blade can rotate certain angle to first chamber or second chamber, thereby can adapt to the wheel and go in various different road conditions, guarantee that each wheel can be landed simultaneously, promoted the trafficability characteristic and the travelling comfort of vehicle under different road conditions. In addition, when the vehicle is running on a flat road condition, the road conditions under all wheels are the same, at the moment, the first rod and the second rod do not rotate relatively, so that a balanced state is kept between the transmission shaft and the shell, namely the volumes of the first cavity and the second cavity are equal, the oil pressures of the two cavities are the same and constant, the stabilizer bar assembly can be formed into a constant-rigidity stabilizer bar, and the running stability of the vehicle under the flat road condition can be ensured.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
FIG. 1 is a schematic view of a stabilizer bar according to the prior art;
FIG. 2 is a schematic structural view of a stabilizer bar assembly according to an embodiment of the present disclosure;
FIG. 3 is a schematic structural view of a stabilizer bar assembly according to an embodiment of the present disclosure;
FIG. 4 is a side view of a stabilizer bar assembly provided in an embodiment of the present application;
FIG. 5 is an exploded view of a stabilizer bar assembly provided in an embodiment of the present application;
FIG. 6 is a partial cross-sectional view of a stabilizer bar assembly provided in an embodiment of the present application;
FIG. 7 is a state diagram of a stabilizer bar assembly provided in an embodiment of the present application when the volume of the first chamber is equal to the volume of the second chamber;
FIG. 8 is a state diagram of a stabilizer bar assembly provided in an embodiment of the present application when the volume of the first chamber is greater than the volume of the second chamber;
FIG. 9 is a state diagram of a stabilizer bar assembly provided in an embodiment of the present application when the volume of the first chamber is smaller than the volume of the second chamber;
fig. 10 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Reference numerals:
100-stabilizer bar;
1-an oil cup;
2-a housing;
21-a first oil inlet;
22-a first oil outlet;
23-a second oil inlet;
24-a second oil outlet;
25-a third oil outlet;
26-fourth oil outlet;
27-a first blade;
28-end caps;
29-accommodation space;
2 a-a first cavity;
2 b-a second chamber;
3-a transmission shaft;
31-a second blade;
4-a first lever;
5-a second lever;
51-a flange plate;
6-an electromagnetic valve;
7-a flange cover;
an 8-bearing assembly;
81-rolling bearings;
82-circlips;
83-a sealing ring;
9-vehicle;
91-wheels.
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
Detailed Description
For a better understanding of the technical solutions of the present application, embodiments of the present application are described in detail below with reference to the accompanying drawings.
It should be understood that the described embodiments are merely some, but not all, of the embodiments of the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application.
Wheels on both sides of the vehicle are typically used to improve the anti-roll function of the vehicle by stabilizing the bars. The existing stabilizer bar is usually a passive stabilizer bar, namely an integrally formed tubular part, and two ends of the stabilizer bar are respectively connected with wheels on two sides of a vehicle. However, the existing stabilizer bar is single in fixing form and cannot be adjusted in rigidity, and although the passing performance can be guaranteed for vehicles running on a flat road surface, the passing performance and running stability of vehicles such as all-terrain vehicles are greatly reduced due to the fact that the left and right wheels of the vehicles form a height difference due to different road conditions of the left and right wheels. To this end, as shown in fig. 2 to 9, the embodiment of the present application provides a stabilizer bar assembly including a housing 2, a transmission shaft 3, a first bar 4, a second bar 5, and an oil cup 1. Wherein, the casing 2 is formed with accommodation space 29, is provided with first blade 27 in this accommodation space 29, and transmission shaft 3 sets up in accommodation space 29 at least partially, and can rotate in accommodation space 29, is provided with second blade 31 on the transmission shaft 3, and first blade 27, transmission shaft 3 and second blade 31 divide accommodation space 29 in casing 2 into first chamber 2a and second chamber 2b, and oil cup 1 communicates with first chamber 2a and second chamber 2b respectively.
The housing 2 may be a cylinder, and a cylindrical hollow cavity is formed in the housing 2, thereby forming the accommodating space. The first blade 27 is provided in the accommodation space 29 and fixedly provided on the inner wall of the housing 2, and the first blade 27 may be welded to the inner wall of the housing 2, or both may be fixed by a fastener or a fitting structure, or the first blade 27 and the housing 2 may be integrally formed. The first blade 27 extends in the axial direction of the housing 2 by a predetermined distance which is smaller than the radius of the accommodating space. The drive shaft 3 is coaxial with the accommodation space, and when the drive shaft 3 is mounted in the housing 2, the first blades 27 may slightly contact with the drive shaft 3 or keep a slight gap so that the drive shaft 3 rotates, and a surface of the first blades 27, which is close to the drive shaft 3, is an arc surface, and the arc surface may have the same arc as the surface of the drive shaft 3, so that the first blades may be better adapted to the drive shaft 3. In addition, after the transmission shaft 3 is installed in the housing 2, the second blades 31 on the transmission shaft 3 may slightly contact with the inner wall of the housing 2 or maintain a slight gap so that the transmission shaft 3 rotates, and the surface of the second blades 31 close to the inner wall of the housing 2 is an arc surface, and the arc surface may have the same arc as the inner wall surface of the housing 2, so that the second blades may be better adapted to the housing 2. Thus, when the drive shaft 3 is installed in the housing 2, the first vane 27, the drive shaft 3, and the second vane 31 may divide the accommodation space within the housing 2 into the first chamber 2a and the second chamber 2b, and the first chamber 2a and the second chamber 2b may be filled with oil through the oil cup 1.
Meanwhile, one end of the first rod 4 is connected to one end of the housing 2, the other end of the first rod 4 is used for being connected with a wheel on one side of the vehicle, one end of the second rod 5 is connected to one end, far away from the first rod 4, of the transmission shaft 3, and the other end of the second rod 5 is used for being connected with a wheel on the other side of the vehicle. The first rod 4 may be fixedly connected to the housing 2, specifically by welding, clamping, bolting, or the like. The second lever 5 may be fixedly connected to the drive shaft 3 so as to be rotatable in synchronization with the drive shaft 3. When the road conditions that the wheels travel are different about the vehicle, and the wheels can not travel on the same plane at the same time, the first rod 4 and the second rod 5 are subjected to the action of the wheels to rotate relatively, so that the transmission shaft 3 and the shell 2 are driven to rotate relatively, at the moment, the second blades 31 can rotate a certain angle towards the first cavity 2a or the second cavity 2b, so that the wheels can be adapted to travel on various road conditions, the wheels can be ensured to land at the same time, and the trafficability and comfort of the vehicle under different road conditions are improved.
Specifically, as shown in fig. 7, when the vehicle is running on a flat road condition, the left and right wheels are substantially on the same plane, and at this time, no relative rotation occurs between the first rod 4 and the second rod 5, so that a balanced state is maintained between the transmission shaft 3 and the housing 2, that is, the volumes of the first cavity 2a and the second cavity 2b are equal, at this time, the second vane 31 is at a balanced position, and the oil pressures of the two cavities are the same and constant, so that the stabilizer bar assembly can be formed as a constant-stiffness stabilizer bar, and the running stability of the vehicle under a flat road condition can be ensured.
When the vehicle runs on a rough road, the left and right wheels have a height difference. As shown in fig. 8, when the wheels connected to the first lever 4 are in different planes with respect to the wheels connected to the second lever 5, there is a relative rotation of a certain angle between the first lever 4 and the second lever 5, so that the second vane 31 rotates toward the second chamber 2b from the equilibrium position (the position of the broken line in fig. 8) where the volumes of the first chamber 2a and the second chamber 2b are equal, where the second vane 31 is located, and the volume of the first chamber 2a is larger than the volume of the second chamber 2 b. As shown in fig. 9, when the wheel connected to the second lever 5 is in a high position with respect to the wheel connected to the first lever 4, there is a relative rotation of a certain angle between the first lever 4 and the second lever 5, causing the second vane 31 to rotate from the equilibrium position (the position of the broken line in fig. 9) toward the first chamber 2a, at which time the volume of the first chamber 2a is smaller than the volume of the second chamber 2 b. Of course, in other embodiments, when the wheel connected to the first lever 4 is at a high position with respect to the wheel connected to the second lever 5, the state shown in fig. 9 may be corresponding, and when the wheel connected to the second lever 5 is at a high position with respect to the wheel connected to the first lever 4, the state shown in fig. 8 may be corresponding, and this embodiment is not limited.
It will be appreciated that the first lever 4 and the second lever 5 are each "L" shaped, so that relative rotation between the drive shaft 3 and the housing 2 can occur when there is a difference in height between the wheels on both sides of the vehicle.
As a specific implementation manner, the side wall of the first cavity 2a is provided with a first oil inlet 21 and a first oil outlet 22, the oil cup 1 supplies oil to the first cavity 2a through the first oil inlet 21, and the oil cup 1 returns oil to the first cavity 2a through the first oil outlet 22. The side wall of the second cavity 2b is provided with a second oil inlet 23 and a second oil outlet 24, the oil cup 1 supplies oil to the second cavity 2b through the second oil inlet 23, and the oil cup 1 returns oil to the second cavity 2b through the second oil outlet 24.
When the vehicle needs to travel on a rough road, the first oil inlet 21, the second oil inlet 23, the first oil outlet 22 and the second oil outlet 24 are opened. As shown in fig. 7 and 8, when the second vane 31 rotates from the equilibrium position toward the second chamber 2b with the drive shaft 3, the volume of the second chamber 2b is compressed, and the oil in the second chamber 2b flows back to the oil cup 1 from the second oil outlet 24. At the same time, the first chamber 2a expands in volume, and the oil cup 1 supplies oil to the first chamber 2a through the first oil inlet 21. Similarly, as shown in fig. 7 and 9, when the second vane 31 rotates from the equilibrium position toward the first chamber 2a with the drive shaft 3, the volume of the first chamber 2a is compressed, and the oil in the first chamber 2a flows back to the oil cup 1 from the first oil outlet 22. At the same time, the volume of the second chamber 2b is enlarged, and the oil cup 1 supplies oil to the second chamber 2b through the second oil inlet 23.
As a specific implementation, as shown in fig. 7 to 9, the casing 2 is provided with a third oil outlet 25 and a fourth oil outlet 26, and the third oil outlet 25 and the fourth oil outlet 26 are connected to the oil cup 1.
As shown in fig. 7, when the volumes of the first chamber 2a and the second chamber 2b are equal, the second vane 31 blocks the third oil outlet 25 and the fourth oil outlet 26. The third oil outlet 25 and the fourth oil outlet 26 are arranged on one side of the shell 2 far away from the first blade 27, and the arc length between the third oil outlet 25 and the fourth oil outlet 26 is smaller than the maximum arc length of the second blade 31 in the circumferential direction of the shell 2, so that the third oil outlet 25 and the fourth oil outlet 26 can be simultaneously closed when the second blade 31 is in the balanced position.
As shown in fig. 8, when the volume of the first chamber 2a is larger than the volume of the second chamber 2b, the second vane 31 rotates to a certain angle in the direction of the second chamber 2b, and at this time, the second vane 31 can still block the fourth oil outlet 26, and simultaneously, the third oil outlet 25 is communicated with the first chamber 2 a. In this state, when the vehicle needs to travel on a smooth road condition, the first oil outlet 22 and the second oil outlet 24 are closed, while the first oil inlet 21 and the second oil inlet 23 are kept open, and in the process that the wheels on both sides of the vehicle travel gradually from a rough road condition to a smooth road condition, the second blades 31 gradually rotate to the balance position, at this time, the volume of the first cavity 2a is compressed, the oil can quickly flow back to the oil cup 1 from the third oil outlet 25, and simultaneously, the volume of the second cavity 2b is enlarged, and the oil cup 1 can supply oil to the second cavity 2b through the second oil inlet 23. When the second vane 31 rotates to the equilibrium position, the third oil outlet 25 is closed again, the volumes of the first chamber 2a and the second chamber 2b are equal, the oil in the two chambers stops flowing in and out, and the oil pressure of the first chamber 2a and the oil pressure of the second chamber 2b are equal and constant. At this time, the stabilizer bar assembly is formed as a constant stiffness stabilizer bar, so that the vehicle can be ensured to stably run on even road conditions.
As shown in fig. 9, when the volume of the first chamber 2a is smaller than the volume of the second chamber 2b, the second vane 31 rotates a certain angle in the direction of the first chamber 2a, and at this time, the second vane 31 blocks the third oil outlet 25 while allowing the fourth oil outlet 26 to communicate with the second chamber 2 b. In this state, when the vehicle needs to travel on a smooth road condition, the first oil outlet 22 and the second oil outlet 24 are closed, while the first oil inlet 21 and the second oil inlet 23 are kept open, and in the process that the wheels on both sides of the vehicle travel gradually from a rough road condition to a smooth road condition, the second blades 31 gradually rotate to the balance position, at this time, the volume of the second cavity 2b is compressed, the oil can quickly flow back to the oil cup 1 from the fourth oil outlet 26, and simultaneously, the volume of the first cavity 2a is enlarged, and the oil cup 1 can supply oil to the first cavity 2a through the first oil inlet 21. When the second vane 31 rotates to the balance position, the fourth oil outlet 26 is closed again, the volumes of the first cavity 2a and the second cavity 2b are equal, the oil in the two cavities stops entering and exiting, the oil pressure of the first cavity 2a and the oil pressure of the second cavity 2b are equal and constant, and at the moment, the stabilizer bar assembly is formed into a constant-rigidity stabilizer bar, so that the vehicle can be ensured to stably run on a flat road condition.
The stabilizer bar assembly further comprises an electromagnetic valve 6, the oil cup 1 is communicated with the first oil inlet 21, the second oil inlet 23, the first oil outlet 22, the second oil outlet 24, the third oil outlet 25 and the fourth oil outlet 26 through the electromagnetic valve 6, so that the opening or closing of each oil inlet and each oil outlet can be realized through the electromagnetic valve 6, and the control is convenient.
As shown in fig. 5, as a specific implementation, the stabilizer bar assembly further includes a bearing assembly 8, and the transmission shaft 3 is rotatably connected to the housing 2 through the bearing assembly 8. The bearing assembly 8 allows for stable rotation of the drive shaft 3 within the housing 2. In particular, the bearing assembly 8 may comprise a rolling bearing 81, a circlip 82 and a sealing ring 83, the drive shaft 3 being rotatably connected to the housing 2 by the rolling bearing 81, the circlip 82 being arranged between the rolling bearing 81 and the sealing ring 83. The rolling bearing 81 can ensure reliable connection between the transmission shaft 3 and the housing 2, ensure the stability of rotation of the transmission shaft 3, and prevent leakage of oil by the sealing ring 83.
As a specific implementation manner, in order to ensure reliable connection between the second rod 5 and the transmission shaft 3, the stabilizer rod assembly further comprises a flange cover 7, wherein an end of the transmission shaft 3 far away from the first rod 4 extends out of the housing 2 and is fixedly connected with the flange cover 7, a flange plate 51 is arranged at one end of the second rod 5, and the flange plate 51 is fixedly connected with the flange cover 7.
As a specific implementation, in order to facilitate the assembly and disassembly of the drive shaft 3, and in order to achieve the sealing of the first chamber 2a and the second chamber 2b inside the housing 2, the housing 2 comprises an end cap 28, the end cap 28 being removably arranged on the end of the housing 2 remote from the first rod 4.
As shown in fig. 6 and 10, the embodiment of the present application further provides a vehicle 9, specifically, the vehicle 9 is an all-terrain vehicle. The vehicle 9 comprises a stabilizer bar assembly provided in any of the embodiments of the present application, wherein one end of the first bar 4 is connected to a wheel 91 on one side of the vehicle 9 and one end of the second bar 5 is connected to a wheel 91 on the other side of the vehicle 9. When the road conditions that the left and right wheels 91 of the vehicle 9 run are different, and the left and right wheels 91 cannot run on the same plane at the same time, the first rod 4 and the second rod 5 are driven by the wheels 91 to rotate relatively, so that the transmission shaft 3 and the shell 2 are driven to rotate relatively, at the moment, the second blades 31 can rotate a certain angle towards the first cavity 2a or the second cavity 2b, so that the vehicle can adapt to the road conditions that the wheels 91 run on various different conditions, the wheels 91 can be ensured to land at the same time, and the trafficability and comfort of the vehicle 9 under different road conditions are improved. In addition, when the vehicle 9 is traveling on a flat road condition, the road conditions under the wheels 91 are the same, and at this time, the first rod 4 and the second rod 5 do not rotate relatively, so that a balanced state is maintained between the transmission shaft 3 and the housing 2, that is, the volumes of the first cavity 2a and the second cavity 2b are equal, and the oil pressures of the two cavities are the same and constant, so that the stabilizer bar assembly can be formed into a constant-rigidity stabilizer bar, the stability of the vehicle 9 traveling on the flat road condition can be ensured, the anti-roll function of the vehicle 9 on the flat road surface can be satisfied, the high passing performance of the vehicle 9 at a rugged low speed can be satisfied, and the safety is ensured.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.
Claims (10)
1. A stabilizer bar assembly, comprising:
the shell is provided with an accommodating space, and a first blade is arranged in the accommodating space;
the transmission shaft is at least partially arranged in the accommodating space and can rotate relative to the shell, a second blade is arranged on the transmission shaft, and the first blade, the transmission shaft and the second blade divide the interior of the shell into a first cavity and a second cavity;
a first lever having one end connected to one end of the housing and the other end for connection with a wheel on one side of the vehicle;
one end of the second rod is connected to one end, far away from the first rod, of the transmission shaft, and the other end of the second rod is used for being connected with a wheel on the other side of the vehicle;
and the oil cup is respectively connected with the first cavity and the second cavity.
2. The stabilizer bar assembly of claim 1, wherein a first oil inlet and a first oil outlet are provided on a sidewall of the first cavity, the oil cup supplying oil to the first cavity through the first oil inlet, the oil cup returning oil to the first cavity through the first oil outlet;
the side wall of the second cavity is provided with a second oil inlet and a second oil outlet, the oil cup supplies oil to the second cavity through the second oil inlet, and the oil cup returns oil to the second cavity through the second oil outlet.
3. The stabilizer bar assembly of claim 2, wherein a third oil outlet and a fourth oil outlet are provided on the housing, each of the third and fourth oil outlets being connected to the oil cup;
when the volumes of the first cavity and the second cavity are equal, the second blade seals the third oil outlet and the fourth oil outlet;
when the volume of the first cavity is larger than that of the second cavity, the second blade seals the fourth oil outlet, and the third oil outlet is communicated with the first cavity;
when the volume of the first cavity is smaller than that of the second cavity, the second blade seals the third oil outlet, and the fourth oil outlet is communicated with the second cavity.
4. The stabilizer bar assembly of claim 3, further comprising a solenoid valve through which the oil cup communicates with the first oil inlet, second oil inlet, first oil outlet, second oil outlet, third oil outlet and fourth oil outlet.
5. The stabilizer bar assembly according to any one of claims 1-4, characterized in that it further comprises a bearing assembly, through which the drive shaft is rotatably connected to the housing.
6. The stabilizer bar assembly of claim 1, further comprising a flange plate, wherein an end of the drive shaft remote from the first bar extends from the housing and is fixedly connected to the flange plate, and wherein an end of the second bar is provided with a flange plate fixedly connected to the flange plate.
7. The stabilizer bar assembly of claim 1, wherein the housing includes an end cap removably disposed on the housing at an end remote from the first bar.
8. The stabilizer bar assembly of claim 1, wherein the drive shaft is integrally formed with the second blade.
9. A vehicle comprising the stabilizer bar assembly of any one of claims 1-8, one end of the first bar being connected to a wheel on one side of the vehicle and one end of the second bar being connected to a wheel on the other side of the vehicle.
10. The vehicle of claim 9, wherein the vehicle is an all-terrain vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111526572.XA CN116262409A (en) | 2021-12-14 | 2021-12-14 | Stabilizer bar assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111526572.XA CN116262409A (en) | 2021-12-14 | 2021-12-14 | Stabilizer bar assembly and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116262409A true CN116262409A (en) | 2023-06-16 |
Family
ID=86722115
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111526572.XA Pending CN116262409A (en) | 2021-12-14 | 2021-12-14 | Stabilizer bar assembly and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116262409A (en) |
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2021
- 2021-12-14 CN CN202111526572.XA patent/CN116262409A/en active Pending
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