CN219749444U - Stabilizer bar assembly and vehicle - Google Patents
Stabilizer bar assembly and vehicle Download PDFInfo
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- CN219749444U CN219749444U CN202320427670.6U CN202320427670U CN219749444U CN 219749444 U CN219749444 U CN 219749444U CN 202320427670 U CN202320427670 U CN 202320427670U CN 219749444 U CN219749444 U CN 219749444U
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- bar assembly
- driving mechanism
- rack
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- 239000003381 stabilizer Substances 0.000 title claims abstract description 67
- 230000007246 mechanism Effects 0.000 claims abstract description 74
- 230000005540 biological transmission Effects 0.000 claims abstract description 60
- 238000013459 approach Methods 0.000 claims abstract description 9
- 238000009434 installation Methods 0.000 claims description 11
- 238000012827 research and development Methods 0.000 abstract description 7
- 238000013461 design Methods 0.000 abstract description 3
- 238000003466 welding Methods 0.000 description 7
- 238000004519 manufacturing process Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000000149 penetrating effect Effects 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The utility model relates to a stabilizer bar assembly and a vehicle. The stabilizer bar assembly comprises a first bar part, a second bar part, a first transmission part, a second transmission part and a driving mechanism; the first transmission part is connected between the output end of the driving mechanism and the first rod part, and the second transmission part is connected between the output end of the driving mechanism and the second rod part; the driving mechanism drives the first rod part and the second rod part to synchronously approach or separate away from each other through the first transmission part and the second transmission part. Above-mentioned stabilizer bar assembly, its actuating mechanism acts on first pole portion and second pole portion through first drive portion and second drive portion respectively, and distance between first pole portion and the second pole portion can become little or grow in succession, and the adjustable scope of stabilizer bar assembly's length is bigger, thereby just can be applicable to the vehicle of more different specifications, and when carrying out the research and development design of different vehicles, need not to redesign special stabilizer bar assembly, reduced the task demand and the work load of vehicle research and development.
Description
Technical Field
The utility model relates to the field of automotive suspensions, in particular to a stabilizer bar assembly and a vehicle.
Background
The stabilizer bar is a transverse stabilizer bar, also called a torsion bar spring, and is an auxiliary elastic element in an automobile suspension, and has the functions of preventing an automobile body from excessively transversely tilting during turning, and aims to prevent the automobile from transversely tilting and improve smoothness.
Existing stabilizing bars are typically fixed in length or, even if they can be adjusted in length, have only a limited number of selectable range gears. The specification parameters of different automobiles in the market are very various, so that vehicles suitable for and matched with each stabilizer bar are limited, and aiming at the automobiles with different specifications, stabilizer bars with more specifications are required to be researched, and the task demands and the workload of vehicle research and development are increased.
Disclosure of Invention
One of the purposes of the present utility model is to provide a stabilizer bar assembly, which solves the problem of the limited length adjustment range of the stabilizer bar in the prior art. Another object of the present utility model is to provide a vehicle comprising the stabilizer bar assembly.
In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows:
a stabilizer bar assembly comprising a first bar portion, a second bar portion, a first transmission portion, a second transmission portion, and a driving mechanism; the first transmission part is connected between the output end of the driving mechanism and the first rod part, and the second transmission part is connected between the output end of the driving mechanism and the second rod part; the driving mechanism drives the first rod part and the second rod part to synchronously approach or separate away from each other through the first transmission part and the second transmission part.
According to the technical scheme, the driving mechanism acts on the first rod part and the second rod part through the first transmission part and the second transmission part respectively, the distance between the first rod part and the second rod part can be continuously reduced or increased, and under the condition, the adjustable range of the length of the stabilizer bar assembly is larger, so that the stabilizer bar assembly can be suitable for vehicles with more different specifications, the application range of the stabilizer bar assembly is enlarged, and when research and development of different vehicles are carried out, no special stabilizer bar assembly is needed, and the task demand and the workload of vehicle research and development are reduced.
Further, the output end of the driving mechanism can rotate; the end part of the first transmission part connected with the output end of the driving mechanism comprises a first rack part, and the end part of the second transmission part connected with the output end of the driving mechanism comprises a second rack part; the first rack part and the second rack part are respectively meshed with the output end of the driving mechanism and connected to two opposite sides of the output end of the driving mechanism.
According to the technical scheme, the first rack part and the second rack part are respectively connected to two opposite sides of the output end of the driving mechanism in a meshed mode, when the output end of the driving mechanism rotates, the moving directions of the first rack part and the second rack part are opposite, and the first rod part and the second rod part are synchronously close to or far from each other.
Further, the first rack portion is provided with a first limit baffle along two ends of the width direction of the first rack portion, and the second rack portion is provided with a second limit baffle along two ends of the width direction of the second rack portion.
According to the technical scheme, through setting up two first limit baffles and two second limit baffles, can carry out spacingly to actuating mechanism's output to and first rack portion and second rack portion, make actuating mechanism's output and first rack portion, second rack portion keep the state of meshing, avoid the actuating mechanism's output to deviate from between first rack portion, the second rack portion.
Further, a first limit baffle is arranged on one side of the first rack part along the width direction, and a second limit baffle is arranged on one side of the second rack part along the width direction; the first limit baffle and the second limit baffle are respectively arranged at two sides of the output end of the driving mechanism.
According to the technical scheme, the number of the first limit baffles is one, the number of the second limit baffles is one, and the first limit baffles and the second limit baffles are respectively arranged on two sides of the output end of the driving mechanism, so that the two sides of the output end of the driving mechanism are respectively limited by the first limit baffles and the second limit baffles, and the output end of the driving mechanism can be prevented from being disengaged from the first rack portion and the second rack portion.
Further, the driving mechanism is a motor, and the output end of the motor is of a gear structure.
According to the technical scheme, the motor is selected as a driving mechanism, and the motor has the advantages of small size, high reliability and the like. The gear structure is selected as the output end of the driving mechanism, is meshed with the first rack part and the second rack part, and is mechanically connected, so that the reliability is high and faults are not easy to occur.
Further, the first transmission part further comprises a first installation block, the first installation block is fixedly connected with the first rod part, and the first rack part is fixedly connected with the first installation block; the second transmission part further comprises a second installation block, the second installation block is fixedly connected with the second rod part, and the second rack part is fixedly connected with the second installation block.
According to the technical scheme, the first rack part, the first mounting block and the first rod part are connected into an integrated structure. The second rack part, the second mounting block and the second rod part are also connected into an integrated structure. Thus, under the drive of the output end of the driving mechanism, the integrated structure formed by the first rack part, the first mounting block and the first rod part synchronously moves, and the integrated structure formed by the second rack part, the second mounting block and the second rod part synchronously moves. Thus, when the output end of the driving mechanism works, the first rod part and the second rod part are directly driven to approach or separate from each other.
Further, screw holes are formed in the first mounting block and the first rack part respectively, and the first mounting block and the first rack part are fixed in a threaded manner through bolts penetrating through the screw holes; screw holes are formed in the second mounting block and the second rack portion respectively, and the second mounting block and the second rack portion are fixed through bolt threaded connection penetrating through the screw holes.
According to the technical scheme, the first installation block is connected with the first rack part through the bolts, the second installation block is connected with the second rack part through the bolts, and the connection is stable and high in reliability, so that the requirements of vehicle use are met.
Further, the first mounting block is provided with a groove, the shape of the groove is matched with that of the first rod part, the first rod part is arranged in the groove of the first mounting block, and the first rod part and the first mounting block are fixedly welded; the second mounting block is provided with a groove, the shape of the groove is matched with that of the second rod part, the second rod part is arranged in the groove of the second mounting block, and the second rod part is welded and fixed with the second mounting block.
According to the technical scheme, the groove matched with the first rod part is formed in the first mounting block, the groove matched with the second rod part is formed in the second mounting block, and when the first rod part and the first mounting block and the second rod part and the second mounting block are connected in a welding mode, the first rod part and the second rod part are kept in a stable relative state, and welding is facilitated; moreover, the welded seam will be larger and the connection stability and reliability achieved by welding will be higher.
Further, the first rod portion and the second rod portion are round rods, the groove on the first mounting block is a U-shaped groove, and the groove on the second mounting block is a U-shaped groove.
According to the technical scheme, the first rod part and the second rod part are arranged into the round rod, so that the round rod is convenient to process and manufacture in technology, and is a common device without special design and manufacture. On the basis, the grooves and the grooves are arranged to be U-shaped grooves, so that higher matching degree with the first rod part and the second rod part can be realized, and the welding effect described in the embodiment can be better realized.
A vehicle comprising the stabilizer bar assembly described above.
The utility model has the beneficial effects that:
the driving mechanism of the stabilizer bar assembly acts on the first rod part and the second rod part through the first transmission part and the second transmission part respectively, the distance between the first rod part and the second rod part can be continuously reduced or increased, and under the condition, the adjustable range of the length of the stabilizer bar assembly is larger, so that the stabilizer bar assembly can be suitable for vehicles with more different specifications, the application range of the stabilizer bar assembly is enlarged, and when research and development of different vehicles are carried out, no special stabilizer bar assembly is needed, and the task requirements and the workload of the research and development of the vehicles are reduced.
Drawings
FIG. 1 is a schematic view of a stabilizer bar assembly according to an embodiment of the present utility model;
FIG. 2 is an enlarged schematic illustration of the junction of the first and second stems of the stabilizer bar assembly of FIG. 1;
FIG. 3 is a schematic view of a first stem portion of the stabilizer bar assembly of FIG. 1;
FIG. 4 is a schematic illustration of a second stem portion of the stabilizer bar assembly of FIG. 1;
FIG. 5 is a schematic view of the meshing engagement of the first and second rack portions with the gear structure of the drive mechanism;
FIG. 6 is a schematic view of a first rack portion and a second rack portion;
fig. 7 is a schematic view of the second rack portion.
Wherein:
11-a first stem;
12-a second stem;
13-a first transmission; 131-a first rack portion; 1311-screw holes; 132-a first limit stop; 133-a first mounting block; 1331-screw holes; 1332-grooves;
14-a second transmission part; 141-a second rack portion; 1411-screw holes; 142-a second limit baffle; 143-a second mounting block; 1431-a screw hole; 1432-groove;
15-a driving mechanism; 151-gear structure.
Detailed Description
Further advantages and effects of the present utility model will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The utility model may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present utility model. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.
It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present utility model by way of illustration, and only the components related to the present utility model are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.
In one embodiment of the stabilizer bar assembly of the present utility model, as shown in fig. 1-4, the stabilizer bar assembly includes a first bar portion 11, a second bar portion 12, a first transmission portion 13, a second transmission portion 14, and a drive mechanism 15. Wherein the first transmission part 13 is connected between the output end of the driving mechanism 15 and the first rod part 11, and the second transmission part 14 is connected between the output end of the driving mechanism 15 and the second rod part 12. The driving mechanism 15 drives the first rod portion 11 and the second rod portion 12 to synchronously approach each other or to separate from each other through the first transmission portion 13 and the second transmission portion 14.
In this embodiment, the first and second pole parts 11 and 12 are bodies of stabilizer bars, and the stabilizer bars have a greater length when the distance between the first and second pole parts 11 and 12 becomes greater, at which time the stabilizer bar assembly can be fitted on a vehicle having a greater width; as the distance between the first and second bars 11, 12 becomes smaller, the length of the stabilizer bar becomes correspondingly smaller, at which time the stabilizer bar assembly may be fitted on a vehicle of smaller width. The first rod 11 and the second rod 12 are always connected to each other by the first transmission portion 13, the second transmission portion 14, the driving mechanism 15, and the like to form a single structure, regardless of whether the distance between the first rod 11 and the second rod 12 is increased or decreased.
The driving mechanism 15 is connected to the first and second lever portions 11 and 12 through the first and second transmission portions 13 and 14, respectively. When the driving mechanism 15 works, the output end of the driving mechanism can act on the first transmission part 13 and the second transmission part 14 at the same time, so that the first transmission part 13 and the second transmission part 14 can continuously move, and the first rod part 11 and the second rod part 12 are driven to simultaneously and continuously move, and in the moving process, the first rod part 11 continuously approaches to or departs from the second rod part 12, and the second rod part 12 also continuously approaches to or departs from the first rod part 11. As the first and second stem portions 11, 12 approach each other, the length of the stabilizer bar assembly correspondingly decreases; as the first and second stem portions 11, 12 move away from each other, the length of the stabilizer bar assembly correspondingly increases; moreover, since the approaching or separating of the first and second lever portions 11 and 12 is continuous, the distance between the first and second lever portions 11 and 12 can be continuously adjusted steplessly, and the adjustable range of the stabilizer bar assembly is wider.
According to the above analysis, in this embodiment, the driving mechanism 15 acts on the first lever portion 11 and the second lever portion 12 through the first transmission portion 13 and the second transmission portion 14, respectively, and the distance between the first lever portion 11 and the second lever portion 12 can be continuously reduced or increased, in which case the adjustable range of the length of the stabilizer bar assembly is larger, so that the stabilizer bar assembly can be applied to vehicles with more different specifications, the application range of the stabilizer bar assembly is increased, and when developing and designing different vehicles, no special stabilizer bar assembly is required to be designed, and the task requirements and the workload of vehicle development are reduced.
In one embodiment of the stabilizer bar assembly, as shown in fig. 5, and in combination with fig. 1 and 2, the output end of the drive mechanism 15 is rotatable. The end of the first transmission part 13 connected with the output end of the driving mechanism 15 comprises a first rack part 131, and the end of the second transmission part 14 connected with the output end of the driving mechanism 15 comprises a second rack part 141; the first rack part 131 and the second rack part 141 are respectively engaged with the output end of the driving mechanism 15 and connected to opposite sides of the output end of the driving mechanism 15.
In this embodiment, the first and second rack portions 131 and 141 are respectively engaged with opposite sides of the output end of the driving mechanism 15, and the moving directions of the first and second rack portions 131 and 141 are opposite when the output end of the driving mechanism 15 rotates. For example, in the case where the first rack portion 131 is positioned on the left side and the second rack portion 141 is positioned on the right side, if the output end of the driving mechanism 15 rotates clockwise, the first rack portion 131 moves rightward, and the second rack portion 141 moves leftward, and at this time, the first transmission portion 13 and the second transmission portion 14, and the first lever portion 11 and the second lever portion 12 connected to the first transmission portion 13 and the second transmission portion 14, respectively, are expressed as approaching each other; when the output end of the driving mechanism 15 rotates counterclockwise, the first rack portion 131 moves leftward and the second rack portion 141 moves rightward, and at this time, the first and second transmission portions 13 and 14, and the first and second lever portions 11 and 12 connected to the first and second transmission portions 13 and 14, respectively, are shown to be apart from each other.
In one embodiment of the stabilizer bar assembly, as shown in fig. 5 to 7, the first rack part 131 is provided with a first limit stopper 132 at both ends thereof in the width direction, and the second rack part 141 is provided with a second limit stopper 142 at both ends thereof in the width direction.
In this embodiment, the number of the first limit baffles 132 is two, and the number of the second limit baffles 142 is two, so that the output end of the driving mechanism 15, the first rack portion 131 and the second rack portion 141 can be limited by providing two first limit baffles 132 and two second limit baffles 142, so that the output end of the driving mechanism 15 is kept in a meshed state with the first rack portion 131 and the second rack portion 141, and the output end of the driving mechanism 15 is prevented from being separated from the first rack portion 131 and the second rack portion 141.
In an alternative embodiment of the stabilizer bar assembly, the first rack part 131 is provided with a first limit stopper 132 at one side thereof in the width direction, and the second rack part 141 is provided with a second limit stopper 142 at one side thereof in the width direction; the first limit baffle 132 and the second limit baffle 142 are respectively disposed at two sides of the output end of the driving mechanism 15.
In this alternative embodiment, the number of the first limit stops 132 is one, the number of the second limit stops 142 is one, and the first limit stops 132 and the second limit stops 142 are respectively disposed at two sides of the output end of the driving mechanism 15, so that for the output end of the driving mechanism 15, two sides thereof are respectively limited by the first limit stops 132 and the second limit stops 142, and the output end of the driving mechanism 15 can be prevented from being disengaged from the first rack portion 131 and the second rack portion 141.
In one embodiment of the stabilizer bar assembly, as shown in fig. 1, 2 and 5, the drive mechanism 15 is a motor, the output of which is a gear structure 151.
In this embodiment, a motor is selected as the driving mechanism 15, which has advantages of small size, high reliability, and the like. The gear structure 151 is selected as an output end of the driving mechanism 15, and is meshed with the first rack part 131 and the second rack part 141, and the connection belongs to mechanical connection, so that the reliability is high, and the failure is not easy to occur.
In one embodiment of the stabilizer bar assembly, as shown in fig. 2 and 5 to 7, the first transmission part 13 further includes a first mounting block 133, the first mounting block 133 is fixedly connected to the first rod part 11, and the first rack part 131 is fixedly connected to the first mounting block 133. The second transmission part 14 further comprises a second mounting block 143, the second mounting block 143 is fixedly connected with the second rod part 12, and the second rack part 141 is fixedly connected with the second mounting block 143.
In this embodiment, the first rack portion 131 and the first mounting block 133 in the first transmission portion 13 are fixedly connected, and at the same time, the first mounting block 133 is fixedly connected with the first rod portion 11, so that the first rack portion 131, the first mounting block 133 and the first rod portion 11 are connected into an integral structure. Similarly, the second rack portion 141, the second mounting block 143, and the second lever portion 12 are also connected as a unitary structure. Thus, the first rack 131, the first mounting block 133 and the first rod 11 form an integral structure that moves synchronously with the output end of the driving mechanism 15, and the second rack 141, the second mounting block 143 and the second rod 12 form an integral structure that moves synchronously with the output end. Thus, when the output end of the driving mechanism 15 is operated, the first lever 11 and the second lever 12 are directly driven to approach or separate from each other.
In one embodiment of the stabilizer bar assembly, as shown in fig. 3 to 7, a screw hole 1331 is provided on the first mounting block 133, a screw hole 1311 is provided on the first rack portion 131, and the first mounting block 133 and the first rack portion 131 are fastened by screw-coupling through the screw hole 1331 and the screw hole 1311. The second mounting block 143 is provided with a screw hole 1431, the second rack portion 141 is provided with a screw hole 1411, and the second mounting block 143 and the second rack portion 141 are fastened by screw bolts passing through the screw hole 1431 and the screw hole 1411.
In this embodiment, the first mounting block 133 and the first rack portion 131 are connected by bolts, and the connection therebetween is stable and highly reliable, meeting the requirements of vehicle use. Similarly, the second mounting block 143 and the second rack portion 141 are connected by bolts, and the connection between the two is stable and highly reliable, thereby meeting the requirements of vehicle use.
In one embodiment of the stabilizer bar assembly, as shown in fig. 3 and 4, the first mounting block 133 has a groove 1332 thereon, the groove 1332 is shaped to conform to the first bar portion 11, the first bar portion 11 is disposed in the groove 1332 of the first mounting block 133, and the first bar portion 11 is welded and fixed to the first mounting block 133. The second mounting block 143 is provided with a groove 1432, the shape of the groove 1432 is matched with that of the second rod portion 12, the second rod portion 12 is arranged in the groove 1432 of the second mounting block 143, and the second rod portion 12 and the second mounting block 143 are welded and fixed.
In this embodiment, the first mounting block 133 is provided with the groove 1332 matched with the first rod portion 11, and when the first rod portion 11 and the first mounting block 133 are welded and connected, on one hand, the first rod portion 11 and the first mounting block 133 can be kept in a stable relative state, so that welding is facilitated; moreover, the welded seam will be larger and the connection stability and reliability achieved by welding will be higher. The second mounting block 143 and the second lever portion 12 are similar to each other, and will not be described again.
In one embodiment of the stabilizer bar assembly, as shown in fig. 3 and 4, the first and second bar portions 11 and 12 are circular bars, the groove 1332 of the first mounting block 133 is a U-shaped groove, and the groove 1432 of the second mounting block 143 is a U-shaped groove.
In this embodiment, the first and second rod parts 11 and 12 are provided as circular rods which are easy to manufacture in a process, and which are common devices without special design and manufacture. On this basis, the grooves 1332 and 1442 are provided as U-shaped grooves, so that a high degree of matching with the first and second rod portions 11 and 12 can be achieved, which contributes to better achieving the welding effect described in the above embodiments.
In summary, in the stabilizer bar assembly according to the above embodiment of the present utility model, the driving mechanism 15 acts on the first rod portion 11 and the second rod portion 12 through the first transmission portion 13 and the second transmission portion 14, respectively, and the distance between the first rod portion 11 and the second rod portion 12 can be continuously reduced or increased.
In one embodiment of the vehicle of the present utility model, the vehicle includes the stabilizer bar assembly described in the above embodiments.
The vehicle provided by the utility model comprises the stabilizer bar assembly described in the embodiment, and certainly has the beneficial effects consistent with those of the stabilizer bar assembly, and the description is omitted.
The above embodiments are merely preferred embodiments for fully explaining the present utility model, and the scope of the present utility model is not limited thereto. Equivalent substitutions and modifications will occur to those skilled in the art based on the present utility model, and are intended to be within the scope of the present utility model.
Claims (10)
1. A stabilizer bar assembly, characterized in that the stabilizer bar assembly comprises a first bar part (11), a second bar part (12), a first transmission part (13), a second transmission part (14) and a driving mechanism (15);
the first transmission part (13) is connected between the output end of the driving mechanism (15) and the first rod part (11), and the second transmission part (14) is connected between the output end of the driving mechanism (15) and the second rod part (12);
the driving mechanism (15) drives the first rod part (11) and the second rod part (12) to synchronously approach or separate away from each other through the first transmission part (13) and the second transmission part (14).
2. A stabilizer bar assembly according to claim 1, characterized in that the output end of the drive mechanism (15) is rotatable;
the end part of the first transmission part (13) connected with the output end of the driving mechanism (15) comprises a first rack part (131), and the end part of the second transmission part (14) connected with the output end of the driving mechanism (15) comprises a second rack part (141); the first rack part (131) and the second rack part (141) are respectively connected with the output end of the driving mechanism (15) in a meshed manner and are arranged on two opposite sides of the output end of the driving mechanism (15).
3. The stabilizer bar assembly according to claim 2, characterized in that the first rack portion (131) is provided with a first stopper (132) at both ends thereof in the width direction, and the second rack portion (141) is provided with a second stopper (142) at both ends thereof in the width direction.
4. The stabilizer bar assembly according to claim 2, characterized in that the first rack portion (131) is provided with a first stopper plate (132) on one side thereof in the width direction, and the second rack portion (141) is provided with a second stopper plate (142) on one side thereof in the width direction;
the first limit baffle (132) and the second limit baffle (142) are respectively arranged at two sides of the output end of the driving mechanism (15).
5. A stabilizer bar assembly according to claim 2, characterized in that the drive mechanism (15) is an electric motor, the output of which is a gear structure (151).
6. The stabilizer bar assembly according to claim 2, characterized in that the first transmission part (13) further comprises a first mounting block (133), the first mounting block (133) being fixedly connected to the first bar part (11), the first rack part (131) being fixedly connected to the first mounting block (133);
the second transmission part (14) further comprises a second installation block (143), the second installation block (143) is fixedly connected with the second rod part (12), and the second rack part (141) is fixedly connected with the second installation block (143).
7. The stabilizer bar assembly according to claim 6, characterized in that screw holes (1331, 1311) are provided on the first mounting block (133) and the first rack portion (131), respectively, the first mounting block (133) and the first rack portion (131) being fastened by screw bolts passing through the screw holes (1331, 1311);
screw holes (1431, 1411) are respectively formed in the second mounting block (143) and the second rack portion (141), and the second mounting block (143) and the second rack portion (141) are fixed in a threaded manner through bolts passing through the screw holes (1431, 1411).
8. The stabilizer bar assembly according to claim 6, characterized in that the first mounting block (133) is provided with a groove (1332), the shape of the groove (1332) is matched with that of the first rod part (11), the first rod part (11) is placed in the groove (1332) of the first mounting block (133), and the first rod part (11) and the first mounting block (133) are welded and fixed;
the second mounting block (143) is provided with a groove (1432), the shape of the groove (1432) is matched with that of the second rod part (12), the second rod part (12) is arranged in the groove (1432) of the second mounting block (143), and the second rod part (12) and the second mounting block (143) are welded and fixed.
9. The stabilizer bar assembly according to claim 8, characterized in that the first and second bar portions (11, 12) are circular bars, the groove (1332) on the first mounting block (133) is a U-shaped groove, and the groove (1432) on the second mounting block (143) is a U-shaped groove.
10. A vehicle comprising a stabilizer bar assembly according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320427670.6U CN219749444U (en) | 2023-03-08 | 2023-03-08 | Stabilizer bar assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320427670.6U CN219749444U (en) | 2023-03-08 | 2023-03-08 | Stabilizer bar assembly and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219749444U true CN219749444U (en) | 2023-09-26 |
Family
ID=88085756
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320427670.6U Active CN219749444U (en) | 2023-03-08 | 2023-03-08 | Stabilizer bar assembly and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219749444U (en) |
-
2023
- 2023-03-08 CN CN202320427670.6U patent/CN219749444U/en active Active
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