Active stabilizer bar assembly and vehicle having the same

Abstract

The present invention provides an active stabilizer bar assembly and a vehicle equipped with the same. The active stabilizer bar assembly includes: two stabilizer bar assemblies; an actuator connected to one end of the two stabilizer bar assemblies to control the connection stiffness between the two stabilizer bar assemblies; a position sensor connected to the stabilizer bar assemblies to detect the rotational displacement of the stabilizer bar assemblies; and a control unit connected to the position sensor and the actuator, respectively, to control the actuator to adjust the connection stiffness between the two stabilizer bar assemblies based on the rotational displacement of the stabilizer bar assemblies. The active stabilizer bar assembly according to the embodiments of the present invention can not only improve the smoothness of the vehicle's ride, ensure the stiffness of the vehicle's suspension, and provide excellent driving stability for the vehicle, but also increase the ground contact performance of the wheels, thereby improving the vehicle's passability and off-road performance.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an active stabilizer bar assembly and a vehicle having the same. Background Art

[0002] A stabilizer bar, also known as an anti-roll bar or stabilizer bar, is an elastic element that utilizes torsional deformation of the rod body and is commonly used in the suspension systems of various vehicles. To improve ride comfort, suspension stiffness is typically designed to be low, but this can compromise vehicle stability.

[0003] Existing stabilizer bars are typically manufactured using hot-formed cornering technology. Their structure is simple, and their stiffness is passively determined by their own structure. They are integral and cannot be disconnected, limiting wheel bounce. Their single function prevents real-time control of vehicle roll. When cornering, the suspension of the inside wheel extends while the suspension of the outside wheel compresses. The anti-roll bar then creates a torsional restraint effect, applying a downward force on the suspension of the outside wheel and an upward force on the suspension of the inside wheel. The forces applied to the left and right suspensions are equal and opposite, restraining each other. Using an anti-roll bar that is too soft on an independent suspension vehicle can cause excessive camber during cornering, reducing the tire's contact patch. However, using an anti-roll bar that is too stiff can cause the tire to lose contact with the ground, affecting handling. On the inside wheel, the force applied by the anti-roll bar and the spring are in opposite directions. The spring force presses the wheel back to the ground, while the anti-roll bar lifts it off the ground. If the anti-roll bar is too stiff, it will reduce the force pressing the wheel back to the ground. If this happens at the driven wheel, the inside wheel may have less grip when accelerating out of a corner, causing the tire to spin. This is particularly dangerous for high-powered cars. Ideally, the anti-roll resistance provided by the anti-roll bar should be controlled between 20% and 50% of the total anti-roll resistance. If the total anti-roll resistance is too strong, the inside wheel may lift off the ground when cornering, resulting in 100% weight transfer. This situation usually occurs at the non-driven wheel inside the corner.

[0004] How to improve the vehicle's driving smoothness while ensuring the vehicle's suspension stiffness, so that the vehicle has good driving stability and improves the vehicle's passability and off-road performance has become an urgent problem to be solved. Summary of the Invention

[0005] The technical problem to be solved by the embodiments of the present invention is that the existing stabilizer bar has fixed stiffness and a single structure, cannot be adapted to platform vehicles, and has a poor driving experience.

[0006] In view of this, the present invention provides an active stabilizer bar assembly.

[0007] The present invention also provides a vehicle having the active stabilizer bar assembly.

[0008] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0009] An active stabilizer bar assembly according to a first embodiment of the present invention includes:

[0010] two stabilizer bar assemblies;

[0011] an actuator connected to one end of the two stabilizer bar assemblies to control the connection stiffness between the two stabilizer bar assemblies;

[0012] a position sensor connected to the stabilizer bar assembly to detect a rotational displacement of the stabilizer bar assembly;

[0013] A control unit is connected to the position sensor and the actuator respectively, and the control unit controls the actuator to adjust the connection stiffness between the two stabilizer bar assemblies according to the rotational displacement of the stabilizer bar assembly.

[0014] The active stabilizer bar assembly according to an embodiment of the present invention may further include the following technical features:

[0015] Furthermore, the stabilizer bar assembly includes:

[0016] A trailing arm, one end of which is used to connect to a wheel;

[0017] a stabilizer bar body, one end of which is connected to the other end of the trailing arm, and the other end of which is connected to the actuator;

[0018] A connecting assembly is used to fix the stabilizer bar body on the vehicle frame.

[0019] Furthermore, the connection component includes:

[0020] a bushing, the bushing being sleeved on the stabilizer bar body;

[0021] A fixing bracket is fixed on the outside of the bushing, and two sides of the fixing bracket are respectively connected to the vehicle frame bolts.

[0022] Furthermore, the other end of the longitudinal arm is provided with an internal spline, and one end of the stabilizer bar body is provided with an external spline that cooperates with the internal spline.

[0023] Furthermore, a bolt hole is provided at one end of the stabilizer bar body.

[0024] Furthermore, the stabilizer bar body is a thermoformed bent part.

[0025] Furthermore, the execution mechanism includes:

[0026] An actuator, wherein a sealed cavity is defined inside the actuator and contains a liquid, and the actuator is pivotally connected at both ends along its length to the other ends of the two stabilizing bar bodies;

[0027] a blade, the blade being disposed in the sealed cavity and connected to the other end of the body of one of the stabilizing rods;

[0028] a worm damping plate, the worm damping plate being arranged in the sealed cavity and being movable along the length direction of the sealed cavity to change the damping of the liquid;

[0029] A motor is connected to the worm damping plate through a worm gear to drive the worm damping plate to move.

[0030] Furthermore, a spline and a blind tooth are provided at the connection between the other end of the stabilizer bar body and the actuator, and the position sensor is used to detect the displacement of the spline relative to the blind tooth.

[0031] Furthermore, the position sensor is fixed to the housing of the actuator by bolts.

[0032] A vehicle according to an embodiment of the second aspect of the present invention includes the active stabilizer bar assembly described in the above embodiment.

[0033] The above technical solution of the present invention has at least the following technical effects:

[0034] According to the active stabilizer bar assembly of the embodiment of the present invention, the active stabilizer bar assembly is connected to the stabilizer bar components through an actuator, and the actuator is controlled by a control unit to adjust the connection stiffness between the stabilizer bar connection components. This can not only improve the driving smoothness of the vehicle, ensure the stiffness of the vehicle suspension, and make the vehicle have good driving stability, but also increase the ground contact performance of the wheels, and improve the vehicle's passability and off-road performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a structural schematic diagram of a stabilizer bar according to the prior art;

[0036] Figure 2 is a schematic structural diagram of an active stabilizer bar assembly according to an embodiment of the present invention;

[0037] Figure 3 A simplified structural diagram of an active stabilizer bar assembly according to an embodiment of the present invention;

[0038] Figure 4 A schematic structural diagram of an active stabilizer bar assembly installed on a vehicle frame according to an embodiment of the present invention;

[0039] Figure 5is another structural schematic diagram of an active stabilizer bar assembly installed on a vehicle frame according to an embodiment of the present invention;

[0040] Figure 6 It is another structural schematic diagram of an active stabilizer bar assembly installed on a vehicle frame according to an embodiment of the present invention;

[0041] Figure 7 A before-and-after comparison diagram of the impact of installing an active stabilizer bar assembly on a vehicle according to an embodiment of the present invention;

[0042] Figure 8 is a schematic structural diagram of a stabilizer bar assembly in an active stabilizer bar assembly according to an embodiment of the present invention;

[0043] Figure 9 Schematic diagram of the structure of a trailing arm in an active stabilizer bar assembly according to an embodiment of the present invention;

[0044] Figure 10 is a schematic structural diagram of another trailing arm in an active stabilizer bar assembly according to an embodiment of the present invention;

[0045] Figure 11 Schematic diagram of the structure of the inner spline of the trailing arm in the active stabilizer bar assembly according to an embodiment of the present invention;

[0046] Figure 12 Schematic diagram of the structure of a stabilizer bar body in an active stabilizer bar assembly according to an embodiment of the present invention;

[0047] Figure 13 Schematic diagram of the external spline and bolt hole structure of the stabilizer bar body in the active stabilizer bar assembly according to an embodiment of the present invention;

[0048] Figure 14 Schematic diagram of the structure of a connecting component in an active stabilizer bar assembly according to an embodiment of the present invention;

[0049] Figure 15 A schematic structural diagram of an actuator in a dynamic stabilizer bar assembly according to an embodiment of the present invention;

[0050] Figure 16 is another structural schematic diagram of an actuator in a dynamic stabilizer bar assembly according to an embodiment of the present invention;

[0051] Figure 17 An internal cross-sectional view of an actuator in a dynamic stabilizer bar assembly according to an embodiment of the present invention;

[0052] Figure 18 A schematic diagram of a blind tooth mechanism in a dynamic stabilizer bar assembly according to an embodiment of the present invention;

[0053] Figure 19 Schematic diagram of the installation structure of a position sensor according to an embodiment of the present invention.

[0054] Reference numerals

[0055] Active stabilizer bar assembly 100; stabilizer bar assembly 10; trailing arm 11; internal spline 111; stabilizer bar body 12; external spline 121; blind tooth 122; bolt hole 123; connecting assembly 13; bushing 131; fixing bracket 132; actuator 20; actuator 21; mounting hole 211; blade 22; worm damping plate 23; motor 24; power line 25; signal line 26; position sensor 30; control unit 40; bolt 50. DETAILED DESCRIPTION

[0056] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the described embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of the present invention.

[0057] like Figure 1 As shown, existing stabilizer bars are typically manufactured using thermoforming and bending technology. They have a simple structure and can only passively determine stiffness based on their own structure. They are integral and cannot be disconnected, limiting wheel bounce. Their single function prevents real-time vehicle roll control. To address the shortcomings of existing stabilizer bars, the present invention proposes an active stabilizer bar assembly 100.

[0058] First, the active stabilizer bar assembly 100 according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

[0059] The active stabilizer bar assembly 100 according to the embodiment of the present invention includes two stabilizer bar assemblies 10 , an actuator 20 , a position sensor 30 , and a control unit 40 .

[0060] Specifically, if Figure 2 and Figure 3 As shown, the actuator 20 is connected to one end of the two stabilizer bar assemblies 10 to control the connection stiffness between the two stabilizer bar assemblies 10, the position sensor 30 is connected to the stabilizer bar assembly 10 to detect the rotational displacement of the stabilizer bar assembly 10, and the control unit 40 is connected to the position sensor 30 and the actuator 20 respectively. The control unit 40 controls the actuator 20 to adjust the connection stiffness between the two stabilizer bar assemblies 10 according to the rotational displacement of the stabilizer bar assembly 10.

[0061] In other words, the active stabilizer bar assembly 100 according to the embodiment of the present invention is as follows: Figures 4 to 6As shown, the two stabilizer bar assemblies 10 are respectively connected to the left and right wheel assemblies, and the two stabilizer bar assemblies 10 are connected through the actuator 20. The position sensor 30 determines the up and down jump stroke of the left and right wheels by reading the rotational displacement of the stabilizer bar assembly 10. The control unit 40 determines the stiffness that should be input to the two stabilizer bar assemblies 10 based on the detection information of the position sensor 30, and controls the actuator 20 to adjust the connection stiffness of the two stabilizer bar assemblies 10 to ensure that the vehicle roll is within the control range and the wheels will not leave the ground.

[0062] The active stabilizer bar assembly 100 is an important component for suppressing the body from rolling when turning. Figure 7 As shown, the left and right figures respectively show the states of the vehicle body when turning before and after the installation of the active stabilizer bar assembly 100. Before the active stabilizer bar assembly 100 is installed, the vehicle body is prone to roll. After the active stabilizer bar assembly 100 is installed, both ends of the stabilizer bar assembly 10 are connected to the suspension control arms. When the vehicle body rolls, the wheels on both sides move relative to each other, and the stabilizer bar will produce torsional deformation and generate feedback torque in the opposite direction to control the roll of the vehicle body, ensuring that the vehicle will not roll or roll over when turning, on uneven roads, or off-road roads, and can drive normally.

[0063] The active stabilizer bar assembly 100 can select off-road mode based on the driver's subjective judgment. This actively cancels the rigid connection between the stabilizer bar assemblies 10, allowing the wheels on both sides to travel more freely and increase their ground contact during rebound, enabling the vehicle to navigate uneven, unpaved surfaces and improving both its maneuverability and off-road performance. In other words, if a comfort-oriented driving style is chosen, the two stabilizer bar assemblies 10 will separate, providing excellent ride comfort; if a more sporty driving style is chosen, the stabilizer bar assemblies 10 will be rigidly connected. Under aggressive driving conditions, the measured cornering angle decreases, understeer tendency is reduced, and lateral acceleration is increased. The stabilizer bar assemblies 10 can be adjusted independently, and the control unit 40 can adjust the handling to a sportier level as needed.

[0064] Therefore, according to the active stabilizer bar assembly 100 of the embodiment of the present invention, the active stabilizer bar assembly 100 is connected to the stabilizer bar assembly 10 through the actuator 20, and the control unit 40 controls the actuator 20 to adjust the connection stiffness between the stabilizer bar connection assemblies 10, which can not only improve the driving smoothness of the vehicle, ensure the stiffness of the vehicle suspension, and make the vehicle have good driving stability, but also increase the ground contact performance of the wheels, and improve the vehicle's passability and off-road performance.

[0065] According to one embodiment of the present invention, Figures 8 to 14 As shown, the stabilizer bar assembly 10 includes a trailing arm 11 , a stabilizer bar body 12 and a connecting assembly 13 .

[0066] Specifically, Figure 9 and Figure 10 They represent the left and right longitudinal arms 11, one end of which is used to connect the wheels. Figure 12 The stabilizer bar body 12 has one end connected to the other end of the trailing arm 11 and the other end connected to the actuator 20 . The connecting assembly 13 is used to fix the stabilizer bar body 12 to the vehicle frame.

[0067] In other words, the stabilizer bar body 12 and the longitudinal arm 11 are split, which is convenient for disassembly and assembly. The longitudinal arm 11 is a platform-based universal product. The length of the stabilizer bar body 12 can be adjusted according to the vehicle distance. By changing the length of the longitudinal arm 11 or the stabilizer bar body 12, it can be applied to different vehicle chassis, greatly improving the versatility of the product and reducing the platform-based development and production costs of the product.

[0068] Preferably, if Figure 14 As shown, the connecting assembly 13 includes a bushing 131 and a fixing bracket 132 .

[0069] Specifically, the bushing 131 is sleeved on the stabilizer bar body 12 , the fixing bracket 132 is fixed to the outside of the bushing 131 , and both sides of the fixing bracket 132 are respectively connected to the vehicle frame via bolts 50 .

[0070] In other words, the bushing 131 is tightly attached to the stabilizer bar body 12, the fixing bracket 132 is tightly attached to the outside of the bushing 131, and the stabilizer bar body 12 is fixed to the vehicle frame assembly via two M10 bolts 50. The bushing 131 is made of natural rubber, which effectively isolates the stabilizer bar body 12 from the vehicle frame assembly while allowing the stabilizer bar body 12 to rotate within the rubber inner diameter, thus meeting the functional requirements of the stabilizer bar body 12.

[0071] According to one embodiment of the present invention, Figure 11 As shown, the other end of the longitudinal arm 11 is provided with an internal spline 111, as shown in FIG. Figure 13 As shown, one end of the stabilizer bar body 12 is provided with an external spline 121 that cooperates with the internal spline 111. The spline connection method not only ensures that the trailing arm 11 and the stabilizer bar body 12 will not slide relative to each other, but also facilitates plugging and connection.

[0072] Furthermore, a bolt hole 123 is provided at one end of the stabilizer bar body 12 .

[0073] That is to say, if Figure 13 As shown, a threaded structure is added to the end of the stabilizer bar body 12, and the longitudinal arm 11 and the stabilizer bar body 12 are locked with bolts 50. This structure increases the connection strength a second time, ensuring that the connection strength between the stabilizer bar body 12 and the longitudinal arm 11 can be applied to various unpaved roads.

[0074] Optionally, the stabilizer bar body 12 is a thermoformed bent part.

[0075] Specifically, the stabilizer bar body 12 is a bent structure formed by a thermoforming process, resulting in a simple structure and low manufacturing cost. It should be noted that the trailing arm 11 is manufactured using a forging process, and its complex structure and various bends are designed to avoid the movement of components such as the axle shaft, tie rod, shock absorber, and coil spring during the dynamic process of the wheel bouncing up and down.

[0076] In one embodiment of the present invention, Figures 15 to 17 As shown, the actuator 20 includes an actuator 21, a blade 22, a worm damping plate 23, a motor 24, a power line 25 connected to a power source, and a signal line 26 for signal transmission.

[0077] Specifically, if Figure 17 As shown, a sealed cavity is defined inside the actuator 21, and liquid is contained in the sealed cavity. The two ends of the actuator 21 along its length direction are pivotally connected to the other ends of the two stabilizer bar bodies 12 respectively. The blade 22 is arranged in the sealed cavity and is connected to the other end of one stabilizer bar body 12. The worm damping plate 23 is arranged in the sealed cavity and can move along the length direction of the sealed cavity to change the damping of the liquid. The motor 24 is connected to the worm damping plate 23 through a worm gear to drive the worm damping plate 23 to move.

[0078] That is, the actuator 21 is driven by the motor 24, and the actuator 21 compresses the liquid in the sealed cavity through the worm damping plate 23, thereby increasing the resistance to the rotation of the stabilizer bar body 12 on one side inside the sealed cavity, thereby changing the torsional stiffness of the stabilizer bar body 12 and reducing the vehicle roll.

[0079] Specifically, the motor 24 drives the worm damping plate 23 via a worm gear. The worm damping plate 23 moves left and right within the sealed chamber, squeezing the liquid inside. This squeezed liquid increases its density, thereby increasing damping. This changes the moment of inertia of the blade 22 and adjusts the connection stiffness of the stabilizer bar body 12. When the worm damping plate 23 moves leftward, the liquid density on the right side decreases, reducing the connection stiffness of the stabilizer bar body 12. When the worm damping plate 23 moves rightward, the liquid density on the right side increases, increasing the connection stiffness of the stabilizer bar body 12. This drive method requires no oil, making it maintenance-free and environmentally friendly.

[0080] Furthermore, when the wheels on both sides of the vehicle bounce back (turning conditions, bumpy road conditions), the control unit 40 determines the position of the worm damping plate 23 in the actuator 21 after receiving the signal, squeezes or releases the space of the oil in the stabilizer bar actuator 21, and adjusts the rotational damping of the blade 22, thereby changing the torsional stiffness of the stabilizer bar assembly 10.

[0081] When the driver selects off-road mode, the control unit 40 sends a signal to move the worm gear damper 23 to its leftmost position. This increases the oil volume, reduces rotational resistance, and reduces stiffness to zero. This increases the downward travel of the right stabilizer bar assembly 10, improving wheel contact and enabling the vehicle to navigate more complex, uneven terrain. When off-road mode is disengaged, the position sensor 30 sends a position signal to the control unit 40 based on the rotational displacement of the stabilizer bar assembly 10. The control unit 40 then controls the actuator 21 to adjust the stiffness of the stabilizer bar assembly 10, restoring normal operation.

[0082] In one embodiment of the present invention, Figure 18 As shown, a spline and a blind tooth 122 are provided at the connection between the other end of the stabilizer bar body 12 and the actuator 21 , and the position sensor 30 is used to detect the displacement of the spline relative to the blind tooth 122 .

[0083] Specifically, the control unit 40 obtains the relative displacement of the spline and the blind tooth 122 on the stabilizer bar through the position sensor 30 to determine the bouncing stroke of the left and right wheels, and outputs a signal to the actuator 20. The motor 24 drives the worm damping plate 23 through the worm gear to change the damping in the sealed cavity, thereby adjusting the connection stiffness of the stabilizer bar assembly 10 according to the vehicle's driving state to ensure the vehicle's driving state.

[0084] When the vehicle is traveling on an unpaved road, the off-road mode can be selected in the cab. At this time, the worm gear damping plate 23 will move to the extreme left, the volume of the right side of the sealed chamber will become the largest, the damping of the liquid will be the smallest, and the stiffness of the active stabilizer bar will be the lowest, so that the downward jump stroke of the left and right wheels will be greater.

[0085] Preferably, if Figure 19 As shown, the position sensor 30 is fixed to the housing mounting hole 211 of the actuator 21 by means of bolts 50 , which has a simple structure and is easy to disassemble.

[0086] In summary, according to the active stabilizer bar assembly 100 of the embodiment of the present invention, the stabilizer bar assembly 10 is connected through the actuator 20, and the control unit 40 controls the actuator 20 to adjust the connection stiffness between the stabilizer bar connection assemblies 13, which can not only improve the driving smoothness of the vehicle, ensure the stiffness of the vehicle suspension, and make the vehicle have good driving stability, but also increase the ground contact performance of the wheels, and improve the vehicle's passability and off-road performance.

[0087] The vehicle according to the embodiment of the second aspect of the present invention includes the active stabilizer bar assembly 100 according to the above embodiment. Since the active stabilizer bar assembly 100 according to the above embodiment of the present invention has the above technical effects, the vehicle according to the embodiment of the present invention also has corresponding technical effects, that is, it can not only improve the driving smoothness of the vehicle, ensure the stiffness of the vehicle suspension, and make the vehicle have good driving stability, but also increase the ground contact performance of the wheels, improve the vehicle's passability and off-road performance, and at the same time, the parts are highly standardized and easy to install.

[0088] Other structures and operations of the vehicle according to the embodiment of the present invention are understandable and easily implemented by those skilled in the art, and thus will not be described in detail.

[0089] Unless otherwise defined, the technical or scientific terms used in the present invention shall have the ordinary meaning understood by persons having ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship also changes accordingly.

[0090] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. An active stabilizer bar assembly, characterized in that: include: two stabilizer bar assemblies; an actuator connected to one end of the two stabilizer bar assemblies to control the connection stiffness between the two stabilizer bar assemblies; a position sensor connected to the stabilizer bar assembly to detect a rotational displacement of the stabilizer bar assembly; a control unit, the control unit being connected to the position sensor and the actuator respectively, and the control unit controlling the actuator to adjust the connection stiffness between the two stabilizer bar assemblies according to the rotational displacement of the stabilizer bar assembly; Wherein, the stabilizer bar assembly comprises: A trailing arm, one end of which is used to connect to a wheel; A stabilizer bar body, one end of the stabilizer bar body being connected to the other end of the trailing arm, a spline and a blind tooth being provided at the connection between the other end of the stabilizer bar body and the actuator, and the position sensor being used to detect the displacement of the spline relative to the blind tooth; A connecting assembly, the connecting assembly being used to fix the stabilizer bar body to the vehicle frame; Wherein, the executive mechanism includes: An actuator, wherein a sealed cavity is defined inside the actuator and contains a liquid, and the actuator is pivotally connected at both ends along its length to the other ends of the two stabilizing bar bodies; A blade, the blade is disposed in the sealed cavity and connected to the other end of the body of the stabilizer bar; a worm damping plate, the worm damping plate being disposed in the sealed cavity and being movable along the length direction of the sealed cavity to change the damping of the liquid; A motor is connected to the worm damping plate through a worm gear to drive the worm damping plate to move.

2. The active stabilizer bar assembly according to claim 1, characterized in that: The connection component includes: a bushing, the bushing being sleeved on the stabilizer bar body; A fixing bracket is fixed on the outside of the bushing, and two sides of the fixing bracket are respectively connected to the vehicle frame bolts.

3. The active stabilizer bar assembly according to claim 1, characterized in that: The other end of the longitudinal arm is provided with an internal spline, and one end of the stabilizer bar body is provided with an external spline that matches the internal spline.

4. The active stabilizer bar assembly according to claim 3, characterized in that: One end of the stabilizer bar body is further provided with a bolt hole.

5. The active stabilizer bar assembly according to claim 1, characterized in that: The stabilizer bar body is a thermoformed bent part.

6. The active stabilizer bar assembly according to claim 1, characterized in that: The position sensor is fixed to the housing of the actuator by means of bolts.

7. A vehicle, characterized in that: The invention comprises the active stabilizer bar assembly according to any one of claims 1 to 6.

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