CN114148141B - Turning stabilizing device for auxiliary rear axle anti-tilting rod of FF vehicle type - Google Patents
Turning stabilizing device for auxiliary rear axle anti-tilting rod of FF vehicle type Download PDFInfo
- Publication number
- CN114148141B CN114148141B CN202111666127.3A CN202111666127A CN114148141B CN 114148141 B CN114148141 B CN 114148141B CN 202111666127 A CN202111666127 A CN 202111666127A CN 114148141 B CN114148141 B CN 114148141B
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- Prior art keywords
- tilting
- rod
- fixedly arranged
- air pump
- rear axle
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- 230000000087 stabilizing effect Effects 0.000 title claims abstract description 9
- 230000035939 shock Effects 0.000 claims description 9
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims description 6
- 229910052742 iron Inorganic materials 0.000 claims description 2
- 230000006641 stabilisation Effects 0.000 claims description 2
- 238000011105 stabilization Methods 0.000 claims description 2
- 230000003019 stabilising effect Effects 0.000 claims 1
- 239000000725 suspension Substances 0.000 abstract description 2
- 230000000712 assembly Effects 0.000 abstract 1
- 238000000429 assembly Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007306 turnover Effects 0.000 description 1
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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The utility model discloses a turning stabilizing device for an auxiliary rear axle anti-tilting rod of an FF (off-road) vehicle type, which relates to the technical field of automotive suspensions and comprises a shock-absorbing spring and an anti-tilting mechanism, wherein an adjusting mechanism is arranged on the anti-tilting mechanism, two assemblies are arranged in the adjusting mechanism, the anti-tilting degree is controlled by adjusting a first assembly, and the maximum torque of a vehicle is controlled by adjusting a second assembly, namely the overall driving experience or riding comfort of the vehicle is adjusted by setting a connecting mode of the adjusting mechanism.
Description
Technical Field
The utility model relates to the technical field of automobile suspension, in particular to a turning stabilizing device for an auxiliary rear axle anti-tilting rod of an FF (off-road) vehicle type.
Background
With the development of economy and the progress of society, automobiles are becoming more and more popular, the number of families with automobiles is continuously increased, the automobiles become the most common travel transportation means for people, in order to ensure the safety of people in driving automobiles, the situation that the automobiles are turned over due to too high turning speed or too large turning amplitude in the process of driving the automobiles is avoided, an anti-tilting rod is additionally arranged on the automobiles, the rigidity of the anti-tilting rod can influence the riding comfort of passengers, and in some cases, the drivers do not need comfort, but rather have better driving experience.
Publication No.: the utility model of CN208760633U in china discloses an anti-tilting bar assembly system for a bogie of a train, comprising an anti-tilting bar arranged between a carriage and a chassis, wherein the anti-tilting bar is perpendicular to the running direction of the train, a pipe clamp is arranged on the anti-tilting bar, the pipe clamp is fixedly connected with the carriage, the end part of the anti-tilting bar is provided with a pin shaft, the pin shaft is provided with a double-head joint bearing, one end of the double-head joint bearing is connected with the bogie of the chassis through a bearing, the bearing of the other end is connected with the pin shaft, the pin shaft is also provided with a pull arm assembly, the device does not realize the switching between driving experience and riding comfort, and the application range of the device is small.
Disclosure of Invention
The utility model discloses a turning stabilizing device for an auxiliary rear axle anti-tilting lever of an FF vehicle type, which is characterized in that: the anti-tilting mechanism comprises two parts, wherein one end of a first part and one end of a second part are fixedly connected to the anti-tilting spring through a connecting rod assembly, the other end of the first part is connected with the other end of the second part 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 overall control of a vehicle; the second component of the adjusting mechanism drives the permanent magnet to slide through the attractive force of the electromagnet, so that the inner gear ring, the gear I and the gear II are meshed together to form a rod to provide the maximum anti-tilting torque, and the anti-tilting mechanism is fixedly arranged on the chassis.
Further, the first subassembly of adjustment mechanism includes the air pump, and air pump fixed mounting is in on the anti-tilting mechanism second part, the sliding block is equipped with to the last slip of air pump, fixedly on the sliding block be equipped with the deflector, the cooperation is equipped with the elastic head of spring board I on the deflector, and spring board I fixed mounting is in on the anti-tilting mechanism second part, fixedly on the anti-tilting mechanism second part be equipped with spring board II, the elastic head slidable mounting of spring board II is in on the air pump, the last baffle that slides and be equipped with of air pump, baffle slidable mounting is on the sliding block, fixedly on the sliding block be equipped with the cam, fixedly on the second part of anti-tilting mechanism be equipped with guide cylinder I, sliding rod I is equipped with to the sliding rod I in the guide cylinder I, fixedly on the sliding rod II be equipped with the iron ring, fixedly on the air pump be equipped with two business turn over pressure holes.
Further, the second component of the adjusting mechanism comprises a permanent magnet, the permanent magnet is slidably mounted on the second part of the anti-tilting 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-tilting mechanism, and an electromagnet is fixedly mounted on the gear II.
Further, the first part of the anti-tilting mechanism comprises an anti-tilting rod I, a rotating rod is rotatably arranged on the anti-tilting rod I, a fixing rod is rotatably arranged on the rotating rod, and the fixing rod is fixedly arranged on the shock absorbing spring.
Further, the second part of the anti-tilting mechanism comprises an anti-tilting rod II, and the anti-tilting rod II and the anti-tilting rod I are rotatably provided with a group of rotating rods and fixing rods in the same way and are fixedly arranged on the shock absorbing spring.
Further, the elasticity of the spring plate I and the spring plate II are matched with the pressure in the air pump.
Further, the sliding rod I and the sliding rod II are provided with a plurality of sliding rods.
Further, the guide plate is lower than the baffle plate in height, and the height difference distance is the thickness of the inner wall of the air pump.
Compared with the prior art, the utility model has the beneficial effects that: (1) The anti-tilting mechanism is designed in a disconnected mode, and better driving experience or riding experience can be changed through the adjusting mechanism; (2) The first component in the adjusting mechanism controls the connection of the anti-tilting rod through the adjustment of the air pump, so that the best anti-tilting effect is achieved; (3) The second component in the adjusting mechanism provided by the utility model controls the engagement and connection of the three gears through the attraction of the electromagnet and the permanent magnet, and provides the maximum anti-tilting torque for the vehicle.
Drawings
Fig. 1 is a schematic overall view of the structure of the present utility model.
FIG. 2 is a schematic view of an adjustment mechanism according to the present utility model.
Fig. 3 is a schematic diagram of a first component of the adjusting mechanism of the present utility model.
Fig. 4 is a second schematic diagram of a first component of the adjusting mechanism of the present utility model.
FIG. 5 is a schematic view of a second component of the adjustment mechanism of the present utility model.
FIG. 6 is a schematic view of an anti-roll mechanism according to the present utility model.
Reference numerals: 1-a shock absorbing spring; 2-an anti-tilting mechanism; 3-an adjusting mechanism; 201-an anti-tilting rod I; 202-an anti-tilting rod II; 203-rotating a rod; 204-a fixed rod; 301-an air pump; 302-a slider; 303-a guide plate; 304-spring plate I; 305-spring plate II; 306-a baffle; 307-cam; 308-guiding cylinder I; 309 slide bar i; 310-guiding cylinder II; 311-sliding rod II; 312-iron ring; 313-in and out pressure port; 314-permanent magnets; 315-an inner gear ring; 316-gear I; 317-gear II; 318-electromagnet.
Detailed Description
In the following description of the present utility model, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc. indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, and are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or elements to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present utility model.
In the following description of the present utility model, it should be noted that, unless explicitly stated and limited otherwise, the terms "mounted," "disposed," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; the connection may be direct or indirect via an intermediate medium, or may be internal communication between two components. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
The utility model will be further described with reference to the drawings and exemplary embodiments, wherein the exemplary embodiments and descriptions of the utility model are for purposes of illustration and not for limitation. Wherein like reference numerals refer to like elements throughout. Further, if detailed description of the known art is not necessary to illustrate the features of the present utility model, it will be omitted.
Examples: as shown in fig. 1, a turning stabilization device for an auxiliary rear axle anti-tilting lever of an FF vehicle model, wherein two shock springs 1 are respectively arranged on wheels at two ends of a rear axle of a vehicle, an anti-tilting mechanism 2 is fixedly arranged between the two shock 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-tilting lever i 201 is rotatably provided with one end of the rotating lever 203, one end of the rotating lever 203 is rotatably provided on the fixed lever 204, the fixed lever 204 is fixedly mounted on one of the shock springs 1, one end of the anti-tilting lever ii 202 is rotatably provided with the other set of rotating lever 203 and the fixed lever 204 and is fixedly provided on the other shock spring 1, wherein the anti-tilting lever i 201 and the anti-tilting lever ii 202 are fixedly provided on the chassis of the automobile.
As shown in fig. 2, 3 and 3, the air pump 301 is fixedly arranged at the other end of the anti-tilting rod ii 202, a sliding block 302 is slidably arranged 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 at the top end surface of the guide plate 303, the elasticity of the spring plate i 304 is equal to the pressure in the air pump 301, the rod of the spring plate i 304 is fixedly arranged on the anti-tilting rod ii 202, a spring plate ii 305 is fixedly arranged on the anti-tilting rod ii 202, the elastic head of the spring plate ii 305 is slidably arranged at the top end of the air pump 301, and can supply deflector 303 to slide to the spring plate II 305 when the bottom, be provided with baffle 306 in the top slip of air pump 301, the bottom of baffle 306 is provided with the keyway and cooperate with the slide rail that has the key on slider 302 top, wherein the height of deflector 303 is less than baffle 306, and high phase difference distance is the thickness of air pump 301 inner wall, when deflector 303 slides into air pump 301, baffle 306 slides into the top of air pump 301, the bottom fixed at slider 302 is provided with cam 307, the bottom of cam 307 is provided with guide cylinder I308, guide cylinder I308 fixed setting is on anti-roll bar II 202, be provided with eleven through-holes in guide cylinder I308, each downthehole slip 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-tilting rod i 201, which is close to the anti-tilting rod ii 202, a through hole is arranged in the guide cylinder ii 310, each through hole in the guide cylinder ii 310 is equal to each through hole in the guide cylinder i 308 in size, the axes of each two opposite through holes are on the same straight line, a sliding rod ii 311 is slidably arranged in each through hole in the guide cylinder ii 310, the sliding rod ii 311 is equal to the sliding rod i 309 in size, an iron ring 312 is fixedly arranged at the bottom end of the sliding rod ii 311, and an inlet and outlet pressure hole 313 is fixedly arranged at 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-tilting bar ii 202 near the anti-tilting bar i 201, an inner gear ring 315 is fixedly disposed at the left side of the permanent magnet 314, a gear i 316 is engaged in the inner gear ring 315, the gear i 316 is fixedly disposed on the anti-tilting bar ii 202, a gear ii 317 is fixedly disposed at one end of the anti-tilting bar i 201 near the anti-tilting bar ii 202, an electromagnet 318 is fixedly disposed at the left side of the gear ii 317, wherein 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.
Working principle: when a driver needs better driving experience, pressure is filled in one of the inlet and outlet pressure 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 to the position, where the guide plate 303 slides into the air pump 301, of the baffle 306 slides to the top end of the air pump 301, due to the fact that the baffle 306 is set between the two inlet and outlet pressure holes 313, one inlet and outlet pressure hole 313 fills pressure, the other inlet and outlet pressure hole 313 releases pressure, 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, a part of the sliding rod II 311 is pushed out of the guide cylinder II 310, the sliding rod I201 is connected with the sliding rod II 202, the vehicle is enabled to have an anti-tilting function, when the driver needs stronger anti-tilting torque, the electromagnet 318 adsorbs the permanent magnet 314, the permanent magnet 314 drives the inner gear I316 and the gear II 317 to slide, the inner gear I316 and the gear II, the iron 318 meshes with the gear I316, the gear II 317, the other inlet and the gear II, the sliding block 302 rotates to drive the sliding rod II, and the sliding rod II is enabled to slide in the best pressure, and the sliding rod I is enabled to slide in the guide cylinder II 310, and the sliding rod II is enabled to slide in the best pressure is enabled to slide rod I, and the sliding rod II is enabled to have the anti-tilting function, and the best torque is enabled to slide rod I is enabled to slide in the sliding rod I, and the vehicle is enabled to have the anti-tilting torque is enabled to be in the best sliding rod is enabled to be in the sliding rod is needed, and the sliding rod is in the vehicle is in the sliding rod is in and has the vehicle is in the driving slide.
It should be understood that the foregoing embodiments are merely illustrative of the technical solutions of the present utility model, and not limiting thereof, and that modifications and equivalents of some of the technical features described in the foregoing embodiments may be made by those skilled in the art; all such modifications and substitutions are intended to be included within the scope of this disclosure as defined in the following claims.
Claims (6)
1. A turn stabilising arrangement that is used for supplementary rear axle of FF motorcycle type to prevent tilting lever, its characterized in that: the anti-tilting mechanism (2) comprises two parts, wherein one end of a first part and one end of a second part are fixedly connected to the anti-tilting 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, and the first component drives a sliding rod I (309) to slide in a guide cylinder I (308) to a guide cylinder II (310) through a cam (307) to adjust the anti-tilting degree of the whole control of a vehicle; the second component of the adjusting mechanism (3) drives the permanent magnet (314) to slide through the attractive 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 arranged on the chassis;
the first component of the adjusting mechanism (3) comprises an air pump (301), the air pump (301) is fixedly arranged on the second part of the anti-tilting mechanism (2), a sliding block (302) is fixedly arranged on the air pump (301), a guide plate (303) is fixedly arranged on the sliding block (302), an elastic head provided with a spring plate I (304) is matched on the guide plate (303), the spring plate I (304) is fixedly arranged on the second part of the anti-tilting mechanism (2), a spring plate II (305) is fixedly arranged on the second part of the anti-tilting mechanism (2), the elastic head of the spring plate II (305) is slidably arranged on the air pump (301), a baffle plate (306) is slidably arranged on the air pump (301), a cam (307) is fixedly arranged on the sliding block (302), a guide cylinder I (308) is fixedly arranged on the second part of the anti-tilting mechanism (2), a sliding rod I (309) is slidably arranged on the guide cylinder I (308), an iron rod II (310) is fixedly arranged on the first part of the anti-tilting mechanism (2), and two guide rods (311) are fixedly arranged on the air pump (310), and two sliding rods (311) are fixedly arranged on the sliding rod II (310);
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-tilting 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-tilting mechanism (2), and an electromagnet (318) is fixedly mounted on the gear II (317).
2. The cornering stabilizing device for an auxiliary rear axle anti-roll bar for FF type according to claim 1, wherein: the first part of the anti-tilting mechanism (2) comprises an anti-tilting rod I (201), a rotating rod (203) is rotatably arranged on the anti-tilting rod I (201), a fixing rod (204) is rotatably arranged on the rotating rod (203), and the fixing rod (204) is fixedly arranged on the shock absorbing spring (1).
3. The turning stabilization device for an auxiliary rear axle anti-roll bar of FF type according to claim 2, wherein: the second part of the anti-tilting mechanism (2) comprises an anti-tilting rod II (202), and the anti-tilting rod II (202) and the anti-tilting rod I (201) are rotatably provided with a group of rotating rods (203) and fixing rods (204) in the same way and are fixedly arranged on the shock absorbing spring (1).
4. The cornering stabilizing device for an auxiliary rear axle anti-roll bar for FF type according to claim 1, wherein: the spring forces of the spring plate I (304) and the spring plate II (305) are adapted to the pressure in the air pump (301).
5. The cornering stabilizing device for an auxiliary rear axle anti-roll bar for FF type according to claim 1, wherein: the sliding rod I (309) and the sliding rod II (311) are provided with a plurality of sliding rods.
6. The cornering stabilizing device for an auxiliary rear axle anti-roll bar for FF type according to claim 1, wherein: the guide plate (303) is lower than the baffle plate (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 CN114148141A (en) | 2022-03-08 |
| CN114148141B true CN114148141B (en) | 2023-12-26 |
Family
ID=80449590
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 (7)
| 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 |
| 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 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8690175B2 (en) * | 2012-05-21 | 2014-04-08 | Schaeffler Technologies AG & Co. KG | Stabilizer bar |
-
2021
- 2021-12-31 CN CN202111666127.3A patent/CN114148141B/en active Active
Patent Citations (7)
| 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 |
| 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114148141A (en) | 2022-03-08 |
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| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| TA01 | Transfer of patent application right | ||
| TA01 | Transfer of patent application right |
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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| GR01 | Patent grant | ||
| GR01 | Patent grant |