CN114148141A - A turning stabilising arrangement that is used for supplementary rear axle of FF motorcycle type to prevent tilting rod - Google Patents
A turning stabilising arrangement that is used for supplementary rear axle of FF motorcycle type to prevent tilting rod Download PDFInfo
- Publication number
- CN114148141A CN114148141A CN202111666127.3A CN202111666127A CN114148141A CN 114148141 A CN114148141 A CN 114148141A CN 202111666127 A CN202111666127 A CN 202111666127A CN 114148141 A CN114148141 A CN 114148141A
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- rear axle
- air pump
- sliding
- roll
- guide cylinder
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- 230000003019 stabilising effect Effects 0.000 title claims description 3
- 230000007246 mechanism Effects 0.000 claims abstract description 54
- 239000000725 suspension Substances 0.000 claims abstract description 5
- 230000035939 shock Effects 0.000 claims description 7
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims description 5
- 239000003381 stabilizer Substances 0.000 claims 7
- 230000000087 stabilizing effect Effects 0.000 abstract description 4
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007306 turnover Effects 0.000 description 1
Images
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
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/135—Stabiliser bar and/or tube
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a turning stabilizing device of an auxiliary rear axle anti-roll bar for an FF (suspended particulate) vehicle type, which relates to the technical field of automobile suspensions and comprises a shock-absorbing spring and an anti-roll mechanism, wherein the anti-roll mechanism is provided with an adjusting mechanism, two components are arranged in the adjusting mechanism, the anti-roll degree is controlled by adjusting a first component, the maximum torque of the vehicle is controlled by adjusting a second component, and the integral driving experience or riding comfort of the vehicle is adjusted by setting the connecting mode of the adjusting mechanism.
Description
Technical Field
The invention relates to the technical field of automobile suspension, in particular to a turning stabilizing device of an auxiliary rear axle anti-roll bar for an FF (swing) type automobile.
Background
With the development of economy and the progress of society, automobiles are more and more popular, the number of families with automobiles is continuously increased, the automobiles become the most common travel vehicles for people, in order to ensure the safety of people in driving the automobiles and avoid the phenomenon that the automobiles turn over due to too high turning speed or too large turning amplitude in the process of driving the automobiles, the anti-roll bars are additionally arranged on the automobiles, the rigidity of the anti-roll bars can influence the riding comfort of passengers, but in some cases, drivers do not need the comfort level but need better driving experience.
Publication No.: chinese utility model patent of CN208760633U discloses an anti-tipping rod subassembly system for train bogie, including placing the anti-tipping rod between carriage and the chassis in, the direction of travel of anti-tipping rod perpendicular to train, be provided with the pipe strap on the anti-tipping rod, pipe strap fixed connection carriage, the tip of anti-tipping rod is provided with the round pin axle, should sell epaxial double-end joint bearing that has, and double-end joint bearing one end is passed through the bearing and is connected on the bogie on chassis, and the bearing of the other end is connected on the round pin axle, sells epaxially and still is provided with the arm-drag subassembly, and the device does not realize driving experience and take the switching between the comfort level to the device application scope is little.
Disclosure of Invention
The invention discloses a turning stabilizing device for an auxiliary rear axle anti-roll bar of an FF vehicle type, which is characterized in that: the anti-tilting mechanism comprises two parts, one end of the first part and one end of the second part are fixedly connected to the shock absorbing spring through a connecting rod assembly, the other end of the first part and the other end of the second part are connected through an adjusting mechanism, the adjusting mechanism is divided into two components, and the first component drives a sliding rod I to slide in a guide cylinder I to a guide cylinder II through a cam so as to adjust the anti-tilting degree of the integral control of the vehicle; the second component of the adjusting mechanism drives the permanent magnet to slide through the attraction force of the electromagnet, so that the inner gear ring, the gear I and the gear II are meshed together to form a rod for providing the maximum anti-tilting torque, and the anti-tilting mechanism is fixedly arranged on a chassis of the vehicle.
Further, the first component of the adjusting mechanism comprises an air pump, the air pump is fixedly arranged on the second part of the anti-tilting mechanism, a sliding block is arranged on the air pump in a sliding manner, a guide plate is fixedly arranged on the sliding block, an elastic head of a spring plate I is arranged on the guide plate in a matching manner, the spring plate I is fixedly arranged on the second part of the anti-tilting mechanism, a spring plate II is fixedly arranged on the second part of the anti-tilting mechanism, the elastic head of the spring plate II is arranged on the air pump in a sliding manner, a baffle is arranged on the air pump in a sliding manner, the baffle is arranged on the sliding block in a sliding manner, a cam is fixedly arranged on the sliding block, a guide cylinder I is fixedly arranged on the second part of the anti-tilting mechanism, a sliding rod I is arranged in the guide cylinder I in a sliding manner, a guide cylinder II is fixedly arranged on the first part of the anti-tilting mechanism, a sliding rod II is slidably arranged in the guide cylinder II, and an iron ring is fixedly arranged on the sliding rod II, two pressure inlet and outlet holes are fixedly arranged on the air pump.
Furthermore, the second component of the adjusting mechanism comprises a permanent magnet, the permanent magnet is slidably mounted on the second part of the anti-roll mechanism, an inner gear ring is fixedly mounted on the permanent magnet, a gear I and a gear II are meshed in the inner gear ring, the gear II is fixedly mounted on the first part of the anti-roll mechanism, and an electromagnet is fixedly mounted on the gear II.
Further, the first part of anti-tilt mechanism includes anti-tilt rod I, and anti-tilt rod I goes up to rotate and installs the dwang, rotates on the dwang and is equipped with the dead lever, and dead lever fixed mounting is in shock-proof spring is last.
Furthermore, the second part of the anti-tilt mechanism comprises an anti-tilt rod II, the anti-tilt rod II and the anti-tilt rod I are also rotatably provided with a group of rotating rods and fixing rods, and the anti-tilt rods are fixedly arranged on the shock absorbing springs.
Furthermore, the elasticity of the spring plate I and the spring plate II is matched with the pressure in the air pump.
Furthermore, the sliding rod I and the sliding rod II are provided with a plurality of sliding rods.
Further, the height of the guide plate is lower than that of the baffle, and the height difference distance is the thickness of the inner wall of the air pump.
Compared with the prior art, the invention has the beneficial effects that: (1) the anti-tilting mechanism is designed in a disconnecting mode, and better driving experience or riding experience can be changed through the adjusting mechanism; (2) according to the first component in the adjusting mechanism, the first component is connected with the anti-tilting rod through adjustment control of the air pump, so that the best anti-tilting effect is achieved; (3) the second component in the adjusting mechanism provided by the invention controls the meshing connection of the three gears by attracting the permanent magnet through the electromagnet, thereby providing the maximum anti-tilting torque for the vehicle.
Drawings
Fig. 1 is an overall schematic view of the structure of the present invention.
Fig. 2 is a schematic view of an adjustment mechanism of the present invention.
FIG. 3 is a first schematic diagram of a first assembly of an adjustment mechanism of the present invention.
FIG. 4 is a second schematic view of the first assembly of the adjustment mechanism of the present invention.
FIG. 5 is a schematic view of a second assembly of the adjustment mechanism of the present invention.
FIG. 6 is a schematic view of the anti-roll mechanism of the present invention.
Reference numerals: 1-a shock absorbing spring; 2-anti-roll mechanism; 3-an adjusting mechanism; 201-anti-roll bar I; 202-anti-roll bar II; 203-rotating rods; 204-a fixing rod; 301-an air pump; 302-a slider; 303-a guide plate; 304-spring plate i; 305-spring plate ii; 306-a baffle; 307-a cam; 308-a guide cylinder I; 309-sliding rod I; 310-a guide cylinder II; 311-sliding rod II; 312-a hoop; 313-pressure port access; 314-a permanent magnet; 315-inner gear ring; 316-gear i; 317-gear II; 318-electromagnet.
Detailed Description
In the following description of the present invention, it is to be noted that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
In the following description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "disposed," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; the connection may be direct or indirect via an intermediate medium, and the connection may be internal to the two components. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The invention will be further described with reference to the drawings and illustrative embodiments, which are provided herein to illustrate and not to limit the invention. Wherein like reference numerals refer to like parts throughout. In addition, if a detailed description of the known art is not necessary to show the features of the present invention, it is omitted.
Example (b): as shown in figure 1, the turning stabilizing device for the auxiliary rear axle anti-tilting rod of the FF vehicle type is characterized in that two shock absorbing springs 1 are respectively arranged on wheels at two ends of a rear axle of the vehicle, an anti-tilting mechanism 2 is fixedly arranged between the two shock absorbing springs 1, and an adjusting mechanism 3 is fixedly arranged in the middle of the anti-tilting mechanism 2.
As shown in fig. 1 and 6, one end of the anti-roll bar i 201 is rotatably provided with one end of a rotating bar 203, one end of the rotating bar 203 is rotatably provided on a fixing bar 204, the fixing bar 204 is fixedly installed on one of the suspension springs 1, one end of the anti-roll bar ii 202 is rotatably provided with another group of rotating bars 203 and fixing bars 204 and is fixedly provided on another suspension spring 1, wherein the anti-roll bar i 201 and the anti-roll bar ii 202 are fixedly provided on the chassis of the automobile.
As shown in fig. 2 and 3, the air pump 301 is fixedly arranged at the other end of the anti-roll bar ii 202, a sliding block 302 is slidably mounted in the air pump 301, a sliding rail is arranged on the sliding block 302, a key is arranged on the sliding rail, a guide plate 303 is fixedly arranged at the top end of the sliding block 302, the guide plate 303 is slidably arranged on the pump body of the air pump 301, a spring plate i 304 is cooperatively arranged on the top end surface of the guide plate 303, the elastic force of the spring plate i 304 is equal to the pressure in the air pump 301, the bar of the spring plate i 304 is fixedly arranged on the anti-roll bar ii 202, a spring plate ii 305 is fixedly arranged on the anti-roll bar ii 202, the elastic force head of the spring plate ii 305 is slidably arranged at the top end of the air pump 301 and can be matched when the guide plate 303 slides to the bottom end of the spring plate ii 305, a baffle 306 is slidably arranged at the top end of the air pump 301, the bottom end of the baffle 306 is provided with a key slot and is matched with the sliding rail with the key at the top end of the sliding block 302, wherein the height of deflector 303 is less than baffle 306, and the difference in height distance is the thickness of air pump 301 inner wall, when deflector 303 slides in air pump 301, baffle 306 slides in the top of air pump 301, bottom mounting at sliding block 302 is provided with cam 307, the bottom of cam 307 is provided with guide cylinder I308, guide cylinder I308 is fixed to be set up on anti-roll rod II 202, be provided with eleven through-holes in guide cylinder I308, each downthehole slip setting of guide cylinder I308 is provided with slide bar I309.
As shown in fig. 3 and 4, a guide cylinder ii 310 is fixedly arranged at one end of the anti-roll bar i 201 close to the anti-roll bar ii 202, a through hole is arranged in the guide cylinder ii 310, each through hole on the guide cylinder ii 310 is equal in size to each through hole on the guide cylinder i 308, the axes of every two opposite through holes are on the same straight line, a sliding bar ii 311 is slidably arranged in each through hole of the guide cylinder ii 310, the sliding bar ii 311 is equal in size to the sliding bar i 309, an iron ring 312 is fixedly arranged at the bottom end of the sliding bar ii 311, and an inlet and outlet pressure hole 313 is fixedly arranged on each of two sides of a top baffle 306 of the air pump 301.
As shown in fig. 5, a permanent magnet 314 is slidably disposed at one end of the anti-roll bar ii 202 close to the anti-roll bar i 201, an inner toothed ring 315 is fixedly disposed on the left side of the permanent magnet 314, a gear i 316 is engaged with the inner toothed ring 315, the gear i 316 is fixedly disposed on the anti-roll bar ii 202, a gear ii 317 is fixedly disposed at one end of the anti-roll bar i 201 close to the anti-roll bar ii 202, an electromagnet 318 is fixedly disposed on the left side of the gear ii 317, the gear i 316 and the gear ii 317 are equal in size, the permanent magnet 314 is disposed in the guide cylinder i 308, and the electromagnet 318 is disposed in the guide cylinder ii 310.
The working principle is as follows: when a driver needs better driving experience, pressure is filled in one of the pressure inlet and outlet holes 313, the sliding block 302 slides in the air pump 301 towards the direction of the guide cylinder I308, the cam 307 is matched with the sliding rod I309, when the pressure is filled into the air pump 301 when the guide plate 303 slides into the air pump 301 and the baffle 306 slides to the top end of the air pump 301, due to the setting of the baffle 306 between the two pressure inlet and outlet holes 313, the pressure is filled in one pressure inlet and outlet hole 313, the pressure is released from the other pressure inlet and outlet hole 313, the sliding block 302 rotates in the air pump 301, the sliding block 302 rotates to drive the cam 307 to rotate, the cam 307 rotates to enable the sliding rod I309 to slide into the guide cylinder II 310, part of the sliding rod II 311 is pushed out of the guide cylinder II 310, the anti-roll rod I201 is connected with the anti-roll rod II 202, the vehicle has an anti-roll function, when the driver needs stronger roll torque, when the driver needs the best riding feeling, the pressure in the air pump 301 is released, the sliding block 302 is retracted, the electromagnet 318 is started, the electromagnet 318 adsorbs the iron ring 312, the iron ring 312 drives the sliding rod II 311 to slide and reset in the guide cylinder II 310, and the sliding rod I309 is pushed back into the guide cylinder I308, at the moment, the two parts of the anti-roll rod I201 and the anti-roll rod II 202 are in an unconnected state, and the vehicle achieves the best riding feeling.
It should be understood that the above embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same, and those skilled in the art can modify the technical solutions described in the above embodiments, or make equivalent substitutions for some technical features; and all such modifications and alterations are intended to fall within the scope of the appended claims.
Claims (8)
1. A turn stabilising arrangement that is used for supplementary rear axle of FF motorcycle type to prevent down staff, its characterized in that: the anti-tilt mechanism comprises a shock absorbing spring (1), an anti-tilt mechanism (2) and an adjusting mechanism (3), wherein the anti-tilt mechanism (2) is divided into two parts, one end of a first part and one end of a second part are fixedly connected to the shock absorbing spring (1) through a connecting rod assembly, the other end of the first part and the other end of the second part are connected through the adjusting mechanism (3), the adjusting mechanism (3) is divided into two components, the first component drives a sliding rod I (309) to slide in a guide cylinder I (308) into a guide cylinder II (310) through a cam (307), and the anti-tilt degree of the overall control of the vehicle is adjusted; the second component of the adjusting mechanism (3) drives the permanent magnet (314) to slide through the attraction force of the electromagnet (318), so that the inner gear ring (315), the gear I (316) and the gear II (317) are meshed together to form a rod to provide the maximum anti-tilting torque, and the anti-tilting mechanism (2) is fixedly installed on a chassis of the vehicle.
2. A turning stabilizer for an auxiliary rear axle anti-roll bar for an FF vehicle type according to claim 1, wherein: the first component of the adjusting mechanism (3) comprises an air pump (301), the air pump (301) is fixedly installed on the second part of the anti-tilting mechanism (2), a sliding block (302) is installed on the air pump (301) in a sliding mode, a guide plate (303) is fixedly installed on the sliding block (302), an elastic head of a spring plate I (304) is installed on the guide plate (303) in a matched mode, the spring plate I (304) is fixedly installed on the second part of the anti-tilting mechanism (2), a spring plate II (305) is fixedly installed on the second part of the anti-tilting mechanism (2), the elastic head of the spring plate II (305) is installed on the air pump (301) in a sliding mode, a baffle (306) is installed on the sliding block (302) in a sliding mode, a cam (307) is fixedly installed on the sliding block (302), and a guide cylinder I (308) is fixedly installed on the second part of the anti-tilting mechanism (2), a sliding rod I (309) is arranged in the guide cylinder I (308) in a sliding mode, a guide cylinder II (310) is fixedly arranged on the first portion of the anti-tilting mechanism (2), a sliding rod II (311) is arranged in the guide cylinder II (310) in a sliding mode, an iron ring (312) is fixedly arranged on the sliding rod II (311), and two pressure inlet and outlet holes (313) are fixedly arranged on the air pump (301).
3. A turning stabilizer for an auxiliary rear axle anti-roll bar for an FF vehicle type according to claim 1, wherein: the second component of the adjusting mechanism (3) comprises a permanent magnet (314), the permanent magnet (314) is slidably mounted on the second part of the anti-roll mechanism (2), an inner gear ring (315) is fixedly mounted on the permanent magnet (314), a gear I (316) and a gear II (317) are meshed in the inner gear ring (315), the gear II (317) is fixedly mounted on the first part of the anti-roll mechanism (2), and an electromagnet (318) is fixedly mounted on the gear II (317).
4. A turning stabilizer for an auxiliary rear axle anti-roll bar for an FF vehicle type according to claim 1, wherein: the first part of anti-tilt mechanism (2) is including preventing empting I (201), prevents empting to rotate on I (201) and installs dwang (203), rotates on dwang (203) and is equipped with dead lever (204), and dead lever (204) fixed mounting be in shock-proof spring (1) is last.
5. A cornering stabilizer for an auxiliary rear axle anti-roll bar of an FF vehicle type according to claim 4, wherein: the second part of anti-roll mechanism (2) is including preventing empting II (202), prevents empting II (202) and prevents empting I (201) same rotation and installs a set of dwang (203) and dead lever (204) to fixed mounting be in on the suspension spring (1).
6. A turning stabilizer for an auxiliary rear axle anti-roll bar for an FF vehicle type according to claim 2, wherein: the elasticity of the spring plate I (304) and the spring plate II (305) is matched with the pressure in the air pump (301).
7. A turning stabilizer for an auxiliary rear axle anti-roll bar for an FF vehicle type according to claim 2, wherein: the sliding rod I (309) and the sliding rod II (311) are provided with a plurality of sliding rods.
8. A turning stabilizer for an auxiliary rear axle anti-roll bar for an FF vehicle type according to claim 2, wherein: the height of the guide plate (303) is lower than that of the baffle (306), and the height difference distance is the thickness of the inner wall of the air pump (301).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111666127.3A CN114148141B (en) | 2021-12-31 | 2021-12-31 | Turning stabilizing device for auxiliary rear axle anti-tilting rod of FF vehicle type |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111666127.3A CN114148141B (en) | 2021-12-31 | 2021-12-31 | Turning stabilizing device for auxiliary rear axle anti-tilting rod of FF vehicle type |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114148141A true CN114148141A (en) | 2022-03-08 |
| CN114148141B CN114148141B (en) | 2023-12-26 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111666127.3A Active CN114148141B (en) | 2021-12-31 | 2021-12-31 | Turning stabilizing device for auxiliary rear axle anti-tilting rod of FF vehicle type |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114148141B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20080055076A (en) * | 2006-12-14 | 2008-06-19 | 현대자동차주식회사 | Variable stabilizer of vehicles |
| JP2010115962A (en) * | 2008-11-11 | 2010-05-27 | Jtekt Corp | Variable stiffness stabilizer |
| CN101890890A (en) * | 2010-07-14 | 2010-11-24 | 奇瑞汽车股份有限公司 | Stabilizer bar device |
| CN201756045U (en) * | 2010-07-19 | 2011-03-09 | 同济大学 | Electronically controlled multistage transverse stabilizer device with adjustable rigidity |
| US20130307241A1 (en) * | 2012-05-21 | 2013-11-21 | Schaeffler Technologies AG & Co. KG | Stabilizer bar |
| DE102015209885A1 (en) * | 2015-05-29 | 2016-12-01 | Schaeffler Technologies AG & Co. KG | Roll stabilizer for a wheel axle of a motor vehicle |
| CN108146183A (en) * | 2018-02-08 | 2018-06-12 | 吉林大学 | A kind of active lateral stabiliser bar and its control method |
| CN111332088A (en) * | 2018-12-18 | 2020-06-26 | 北汽福田汽车股份有限公司 | Transverse stabilizer bar control system, stabilizer bar assembly control method and vehicle |
-
2021
- 2021-12-31 CN CN202111666127.3A patent/CN114148141B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20080055076A (en) * | 2006-12-14 | 2008-06-19 | 현대자동차주식회사 | Variable stabilizer of vehicles |
| JP2010115962A (en) * | 2008-11-11 | 2010-05-27 | Jtekt Corp | Variable stiffness stabilizer |
| CN101890890A (en) * | 2010-07-14 | 2010-11-24 | 奇瑞汽车股份有限公司 | Stabilizer bar device |
| CN201756045U (en) * | 2010-07-19 | 2011-03-09 | 同济大学 | Electronically controlled multistage transverse stabilizer device with adjustable rigidity |
| US20130307241A1 (en) * | 2012-05-21 | 2013-11-21 | Schaeffler Technologies AG & Co. KG | Stabilizer bar |
| DE102015209885A1 (en) * | 2015-05-29 | 2016-12-01 | Schaeffler Technologies AG & Co. KG | Roll stabilizer for a wheel axle of a motor vehicle |
| CN108146183A (en) * | 2018-02-08 | 2018-06-12 | 吉林大学 | A kind of active lateral stabiliser bar and its control method |
| CN111332088A (en) * | 2018-12-18 | 2020-06-26 | 北汽福田汽车股份有限公司 | Transverse stabilizer bar control system, stabilizer bar assembly control method and vehicle |
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| Publication number | Publication date |
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| CN114148141B (en) | 2023-12-26 |
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Effective date of registration: 20231130 Address after: 710000 yezhai village, Jiangcun Town, Weiyi District, Xi'an City, Shaanxi Province Applicant after: XI'AN HELI AUTO PARTS Co.,Ltd. Address before: 250100 Dong Qu Jie Dao Xi Xiao Long Tang Cun, Licheng District, Jinan City, Shandong Province Applicant before: Hao Baolan |
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