Active dynamic stabilizer bar for vehicles and vehicle

Abstract

The application discloses a kind of active dynamic adjustment stabilizer bar for vehicle and vehicle, stabilizer bar includes first rod body, second rod body, movable sleeve, driving piece and monitoring system;Driving piece can drive movable sleeve reciprocating movement and / or rotation along the direction of its own axis relative to first rod body or second rod body;Monitoring system is used to detect vehicle operating condition, and detect the moving distance of movable sleeve along the direction of its own axis.Therein, user can manually control stabilizer bar to switch between first working state and second working state;When stabilizer bar is in second working state, first rod body can rotate relative to second rod body to increase the passability of vehicle;When stabilizer bar is in first working state, monitoring system can control movable sleeve movement by driving piece according to detection result, to inhibit the rotation of first rod body relative to second rod body, so as to solve the technical problem of body roll and can reduce the state of body tremor and left and right swing.

Description

Technical Field

[0001] This invention relates to the field of stabilizer bar technology, and in particular to an active dynamic adjustable stabilizer bar for vehicles and the vehicle thereof. Background Technology

[0002] A stabilizer bar, also known as an anti-roll bar, is an auxiliary elastic element in a car's suspension. Its main function is to prevent the car from tilting too much during cornering, which could lead to rollover, and to improve ride comfort.

[0003] Currently available passive stabilizer bars have a fixed stiffness value, which means they cannot adapt to different vehicle conditions and driving conditions during driving, resulting in a poor experience in terms of handling and comfort.

[0004] Existing dynamic active stabilizer bar technology can be simply described as follows: when cornering, if the vehicle body tilts, the torque of the motor on the stabilizer bar is controlled to press the inner side of the vehicle body back onto the ground, preventing further tilting. However, existing active stabilizer bar technologies are complex in structure, require high precision, have many parts, and occupy a lot of space. Therefore, they can only be applied to large passenger vehicles and cannot be used in vehicles with narrower track widths, such as ATVs. Summary of the Invention

[0005] The purpose of this invention is to provide an active dynamic adjustable stabilizer bar and vehicle for use in vehicles, so as to solve the technical problems in the prior art. It can solve the technical problem of vehicle body roll and reduce vehicle body vibration and swaying.

[0006] This invention provides an active dynamic adjustable stabilizer bar for vehicles, comprising:

[0007] First rod;

[0008] Second rod;

[0009] The movable sleeve is capable of reciprocating and / or rotating relative to the first or second rod along its own axis.

[0010] A driving component is used to drive the movement of the movable sleeve;

[0011] The monitoring system is used to detect the vehicle's operating status and the distance the movable sleeve moves along its own axis.

[0012] The stabilizer bar includes a first working state and a second working state, and the user can manually control the stabilizer bar to switch between the first working state and the second working state.

[0013] When the stabilizer is in the second working state, the first rod can rotate relative to the second rod. When the stabilizer is in the first working state, the monitoring system can control the movement of the movable sleeve through the driving component according to the detection result, so as to suppress the rotation of the first rod relative to the second rod.

[0014] Furthermore, one end of the first rod is provided with a first torsion shaft, and one end of the second rod is provided with a second torsion shaft;

[0015] The movable sleeve has a first through groove, and both the first torsion shaft and the second torsion shaft extend at least partially into the first through groove.

[0016] The first torsion shaft has a guide groove on its outer circumferential surface. The guide groove has a spiral structure. A guide post is provided in the first through groove. The guide post is fixedly connected to the first torsion shaft. At least a portion of the guide post is located in the guide groove and abuts against the side wall of the guide groove.

[0017] The outer circumferential surface of the second torsion shaft and the inner circumferential surface of the first through groove form a key fit connection.

[0018] Furthermore, there are two guide grooves, which are symmetrically arranged on the outer circumference of the first torsion shaft, and the guide post extends through the two guide grooves in sequence.

[0019] Furthermore, the first torsion shaft has a stepped groove recessed on one end face away from the first rod, and the second torsion shaft has a protrusion protruding on one end face away from the second rod, with the protrusion fitting into the stepped groove.

[0020] Furthermore, the driving component includes a drive motor and a transmission sleeve. The drive motor is connected to the transmission sleeve via a gear set. The transmission sleeve has a second through groove running through its axial direction. The movable sleeve extends into the second through groove. The outer circumferential surface of the movable sleeve is provided with an external transmission thread, and the inner circumferential surface of the second through groove is provided with an internal transmission thread. The external transmission thread meshes with the internal transmission thread.

[0021] When the stabilizer bar is in the first working state, the drive motor can drive the movable sleeve to reciprocate and / or rotate along its own axis through the transmission sleeve.

[0022] Furthermore, both the external transmission thread and the internal transmission thread are trapezoidal thread structures, and the tooth angle of the trapezoidal thread structure is 10°.

[0023] Furthermore, the gear set includes a starting gear and an idler gear. The starting gear is fixed on the output shaft of the drive motor. A transmission gear ring is provided on the outer circumference of the transmission sleeve. The idler gear meshes with the starting gear and the transmission gear ring respectively.

[0024] Furthermore, an outer casing is provided, and a receiving cavity is provided inside the outer casing. The first torsion shaft, the second torsion shaft, the transmission sleeve, and the idler wheel are all rotatably supported in the receiving cavity by bearings.

[0025] Furthermore, the monitoring system includes a vehicle computer and a displacement sensor. The vehicle computer is used to detect the vehicle's operating status, and the displacement sensor is used to detect the displacement distance of the movable sleeve in the axial direction.

[0026] Furthermore, the stabilizer bar also includes a third operating state, and the vehicle computer can control the stabilizer bar to switch between the first operating state and the third operating state based on the detected vehicle operating status;

[0027] When the stabilizer is in the third working state, the first rod and the second rod rotate synchronously.

[0028] Furthermore, the outer circumferential surface of the first torsion shaft and the inner circumferential surface of the first rod are respectively connected by spline joints, and the outer circumferential surface of the second torsion shaft and the inner circumferential surface of the second rod are respectively fixed by fastening screws.

[0029] The present invention also provides a vehicle, comprising:

[0030] Frame;

[0031] Wheels, including front wheels and rear wheels;

[0032] The seat is mounted on the frame;

[0033] A suspension system, comprising a front suspension and a rear suspension, wherein the front wheels are connected to the vehicle frame via the front suspension and the rear wheels are connected to the vehicle frame via the rear suspension;

[0034] A body panel, at least partially connected to the vehicle frame;

[0035] A stabilizer bar, which is mounted on the front suspension and / or the rear suspension, wherein the stabilizer bar is the aforementioned stabilizer bar.

[0036] Compared with existing technologies, this invention can solve the technical problem of vehicle body roll and reduce vehicle body vibration and swaying. It also has a relatively simple structure, fewer parts, high reliability, compact finished product structure, small space occupation, and is applicable to various vehicle models. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the vehicle according to the present invention;

[0038] Figure 2 This is an isometric view of the stabilizer bar of the present invention in its assembled state;

[0039] Figure 3 This is an isometric view of the overall structure of the stabilizer bar of the present invention;

[0040] Figure 4 This is an exploded view of the stabilizer bar of the present invention in one direction;

[0041] Figure 5 This is an exploded view of the stabilizer bar of the present invention from another direction;

[0042] Figure 6 This is a partial exploded view of the stabilizer bar of the present invention;

[0043] Figure 7 This is a cross-sectional view of the stabilizer bar of the present invention;

[0044] Figure 8 This is a cross-sectional view of the stabilizer bar of the present invention from another direction;

[0045] Figure 9 yes Figure 8 Enlarged view of section I.

[0046] Explanation of reference numerals in the attached figures:

[0047] 10 - First rod;

[0048] 20 - Second rod;

[0049] 30 - First torsion shaft, 31 - Guide groove, 32 - Stepped groove;

[0050] 40 - Second torsion shaft, 41 - Protrusion;

[0051] 50 - movable sleeve, 51 - first through groove, 52 - guide post, 53 - transmission external thread;

[0052] 60-Drive component, 61-Drive motor, 62-Transmission sleeve, 621-Second through groove, 622-Transmission internal thread, 623-Transmission gear ring, 63-Starting gear, 64-Idler gear;

[0053] 70 - outer casing, 71 - receiving cavity, 72 - bearing;

[0054] 80 - Displacement sensor; 81 - Mounting plate;

[0055] 90-Vehicle, 91-Chassis, 92-Wheel, 921-Front wheel, 922-Rear wheel, 93-Seat, 94-Suspension system, 95-Body panel;

[0056] 100 - Active dynamic adjustable stabilizer bar for vehicles.

[0057] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0058] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0059] like Figures 1 to 2 As shown, this application provides a vehicle 90, which includes: a frame 91, wheels 92, a seat 93, a suspension system 94, and a body panel 95. The body panel 95 is mounted on the frame 91 and covers at least a portion of the frame 91. The body panel 95 also forms a receiving space, within which the seat 93 is at least partially disposed. The wheels 92 include front wheels 921 and rear wheels 922; the suspension system 94 includes a front suspension and a rear suspension, with the front wheels 921 connected to the frame 91 via the front suspension, and the rear wheels 922 connected to the frame 91 via the rear suspension. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown. (Example) Figures 3 to 7As shown, in order to increase the passability of the vehicle 90 provided in this application, this application also provides an active dynamic adjustable stabilizer bar 100 for vehicles, including a first bar 10 and a second bar 20. The first bar 10 and the second bar 20 are both basically "L" shaped structures and are symmetrically arranged on the left and right sides of the vehicle 90. The first bar 10 and the second bar 20 are connected to the left and right wheels 92 respectively through the suspension system 94. One end of the first bar 10 and one end of the second bar 20 are arranged opposite to each other. The stabilizer bar 100 also includes a movable sleeve 50, a drive component 60 and a monitoring system. During vehicle 90 operation, stabilizer bar 100 can switch between a first working state, a second working state, and a third working state. When vehicle 90 is running on a smooth road, the user can manually control stabilizer bar 100 to switch to the first working state. At this time, the monitoring system can detect the vehicle's running speed, vehicle tilt angle, lateral acceleration, and movement distance of movable sleeve 50 in real time. When vehicle 90 turns (taking a right turn with the left wheel 92 lifted as an example), the first rod 10 rotates clockwise relative to the second rod 20. At this time, the monitoring system controls the drive component 60 to work based on the detection results, so that movable sleeve 50 reciprocates and / or rotates relative to the first rod 10 or the second rod 20 along its own axis, causing the first rod 10 to rotate counterclockwise relative to the second rod 20. This suppresses the clockwise rotation of the first rod 10 relative to the second rod 20, thereby preventing vehicle body roll. When the monitoring system determines that some parts of the stabilizer bar 100 are not working properly based on the detection results, the monitoring system automatically controls the drive component 60 to enter the locking state, preventing the movable sleeve 50 from moving relative to the first rod 10 or the second rod 20. This ensures that the first and second rods can only rotate synchronously, improving the safety of the vehicle 90. When the vehicle 90 is running on uneven road conditions, the user can manually control the stabilizer bar 100 to switch to the second working state. At this time, the monitoring system cancels the control of the drive component 60, and the first rod 10 and the second rod 20 can rotate freely, ensuring that all wheels 92 of the vehicle 90 are in contact with the ground, thereby increasing the passability of the vehicle 90.

[0060] like Figures 3 to 5As shown, specifically, one end of the first rod 10 is provided with a first torsion shaft 30. In one implementation, the axial direction of the first torsion shaft 30 is substantially coincident with the axial direction of the first rod 10. One end of the second rod 20 is provided with a second torsion shaft 40. In one implementation, the axial direction of the second torsion shaft 40 is substantially coincident with the axial direction of the second rod 20. A movable sleeve 50 is disposed between the first torsion shaft 30 and the second torsion shaft 40, and a first through groove 51 extends through the movable sleeve 50. In one implementation, the axial direction of the first through groove 51 is substantially coincident with the axial direction of the movable sleeve 50. The first through groove 51 has a cylindrical groove structure, and the movable sleeve 50 has a cylindrical structure. Both the first torsion shaft 30 and the second torsion shaft 40 extend into the first through groove 51. In another implementation, the axial directions of the first torsion shaft 30, the second torsion shaft 40, and the first through groove 51 are substantially coincident.

[0061] The first torsion shaft 30 has a guide groove 31 on its outer circumferential surface. The guide groove 31 has a spiral structure. The first through groove 51 has a guide post 52. The guide post 52 is fixedly connected to the first torsion shaft 30. At least part of the guide post 52 is located in the guide groove 31 and abuts against the side wall of the guide groove 31. Since the guide groove 31 has a spiral structure, the guide groove 31 can drive the first torsion shaft 30 to rotate through the guide post 52 during the rotation of the first torsion shaft 30 along its own axis, thereby causing the first rod 10 to rotate.

[0062] A spline connection is formed between the outer circumferential surface of the second torsion shaft 40 and the inner circumferential surface of the first through groove 51, so that the movable sleeve 50 can move along the axial direction of the second torsion shaft 40, but the movable sleeve 50 and the second torsion shaft 40 cannot be torn relative to each other, but can only rotate synchronously.

[0063] Taking the first rod 10 located on the left side facing the front of the vehicle and the second rod 20 located on the right side facing the front of the vehicle as an example, the rotation direction of each part is based on the left side viewing direction of the vehicle 90.

[0064] When vehicle 90 turns right, if the active dynamic adjustable stabilizer bar 100 provided in this application is not installed for anti-roll, vehicle 90 will tilt, the left suspension arm will lift, and the first rod 10 will twist clockwise. In this embodiment, the vehicle computer of the monitoring system receives the lateral acceleration signal and the vehicle speed signal, calculates the torque that needs to be corrected and the distance that the movable sleeve 50 needs to be moved to the left to balance this torque, and then transmits the signal to the drive component 60. The drive component 60 works, causing the movable sleeve 50 to move to the left along its own axis. The guide column 52 pushes the first torsion shaft 30 to twist counterclockwise. This amount of twist is opposite to the amount of twist when anti-roll is not performed.

[0065] When vehicle 90 turns left, if the active dynamic adjustable stabilizer bar 100 provided in this application is not installed for anti-roll, vehicle 90 will tilt, the right suspension arm will lift, and the second rod 20 will twist clockwise. In this embodiment, the vehicle computer of the monitoring system receives the lateral acceleration signal and the vehicle speed signal, calculates the torque that needs to be corrected and the amount of torque required to balance this torque on the second torsion shaft 40, and then transmits the signal to the drive component 60. The drive component 60 operates, causing the movable sleeve 50 to twist along its own axis, driving the second torsion shaft 40 to twist counterclockwise. This amount of twist is opposite to the amount of twist when anti-roll is not performed.

[0066] Furthermore, referring to Figure 7 As shown, there are two guide grooves 31, which symmetrically penetrate the outer circumference of the first torsion shaft 30. The guide post 52 extends through the two guide grooves 31 in sequence. Since the guide post 52 and the guide groove 31 are in contact, the force distribution of the first torsion shaft 30 is more uniform during the process of pushing the first torsion shaft 30 to twist, thus avoiding the first torsion shaft 30 being subjected to force on only one side, which would cause local stress concentration in the first torsion shaft 30.

[0067] Continue to refer to Figure 7 As shown, the first torsion shaft 30 has a stepped groove 32 recessed on the end face opposite to the first rod 10, and the second torsion shaft 40 has a protrusion 41 protruding on the end face opposite to the second rod 20. The protrusion 41 is preferably a cylindrical structure. A stepped surface is formed between the protrusion 41 and the end face of the second rod 20. The protrusion 41 is fitted into the stepped groove 32 with a clearance, and the stepped surface abuts against the end face of the first rod 10. The first torsion shaft 30 and the second torsion shaft 40 can rotate independently.

[0068] Reference Figure 6 and Figure 7 As shown, the driving component 60 includes a drive motor 61 and a transmission sleeve 62. The drive motor 61 is communicatively connected to the vehicle computer of the monitoring system. The drive motor 61 is connected to the transmission sleeve 62 via a gear set to drive the transmission sleeve 62 to rotate along its own axis. A second through groove 621 extends through the transmission sleeve 62. Preferably, the axis of the second through groove 621 coincides with the axis of the transmission sleeve 62. The second through groove 621 has a cylindrical groove structure, and the transmission sleeve 62 has a cylindrical structure. The movable sleeve 50 extends into the second through groove 621. As one implementation, the axis of the second through groove 621 is substantially coincident with the axis of the first through groove 51. The outer circumference of the movable sleeve 50 is provided with a transmission external thread 53, and the inner circumference of the second through groove 621 is provided with a transmission internal thread 622. The transmission external thread 53 and the transmission internal thread 622 mesh with each other.

[0069] The drive motor 61 operates, driving the transmission sleeve 62 to rotate via the gear set. Since the movable sleeve 50 and the second torsion shaft 40 are splined, and the second torsion shaft 40 and the second rod 20 rotate synchronously, the movable sleeve 50 and the second rod 20 rotate synchronously. When the stabilizer bar 100 is in the first working state and the left wheel 92 is raised, the second rod 20 and the movable sleeve 50 cannot rotate. The rotation of the transmission sleeve 62 will cause the movable sleeve 50 to move axially. Because the guide post 52 and the side wall of the guide groove 31... The first torsion shaft 30 is driven to rotate while the stabilizer bar 100 is in the first working state and the right wheel 92 is lifted. The first bar 10 and the first torsion shaft 30 will not rotate. At this time, the movable sleeve 50 can move in the axial direction while rotating, and drive the second torsion shaft 40 to rotate. Since the guide groove 31 is a spiral structure and the guide post 52 is in contact with the side wall of the guide groove 31, the guide post 52 moves along the extension direction of the guide groove 31 under the drive of the movable sleeve 50.

[0070] As one implementation method, both the external transmission thread 53 and the internal transmission thread 622 are trapezoidal thread structures, such as... Figure 9 As shown, the tooth angle of the trapezoidal thread structure is 10°, in order to improve the axial transmission efficiency while facilitating machining.

[0071] Furthermore, referring to Figures 4 to 7 As shown, the gear set includes a starting gear 63 and an idler gear 64. The starting gear 63 is fixed on the output shaft of the drive motor 61. A transmission gear ring 623 is provided on the outer circumference of the transmission sleeve 62. The idler gear 64 meshes with the starting gear 63 and the transmission gear ring 623 respectively. When the stabilizer bar 100 is in the first working state and the vehicle 90 tilts to the left, the drive motor 61 rotates counterclockwise, the starting gear 63 rotates counterclockwise, the idler gear 64 rotates clockwise, the transmission sleeve 62 rotates counterclockwise, the movable sleeve 50 moves to the left by a corresponding distance, and the first torsion shaft 30 twists counterclockwise. This simplifies the connection between the drive motor 61 and the transmission sleeve 62, increases the flexibility of the installation position of the drive motor 61, and increases the stability of the motion transmission between the drive motor 61 and the transmission sleeve 62.

[0072] Reference Figures 3 to 5 As shown, a housing 70 is also provided. The housing 70 has a split structure to facilitate assembly, disassembly and maintenance. A receiving cavity 71 is provided inside the housing 70. The first torsion shaft 30, the second torsion shaft 40, the transmission sleeve 62 and the idler wheel 64 are all rotatably supported in the receiving cavity 71 by bearings 72.

[0073] Reference Figure 3 , Figure 5 and Figure 8As shown, the monitoring system also includes a displacement sensor 80 disposed within the receiving cavity 71. The displacement sensor 80 is communicatively connected to the vehicle's computer. The displacement sensor 80 detects the displacement distance of the movable sleeve 50 in the axial direction and transmits the signal to the vehicle's computer. The vehicle's computer then transmits the signal to the motor drive board to control whether the drive motor 61 rotates or stops. The displacement sensor 80 can be photoelectric, wire-type, Hall effect, etc., as long as it can sense the movement distance; no limitation is made here. The displacement sensor 80 is mounted on the movable sleeve 50 via a mounting plate 81.

[0074] Reference Figure 7 As shown, keyed connections are formed between the outer circumferential surface of the first torsion shaft 30 and the inner circumferential surface of the first rod 10, and between the outer circumferential surface of the second torsion shaft 40 and the inner circumferential surface of the second rod 20, respectively, to restrict the relative torsion between the first torsion shaft 30 and the first rod 10, so that the first rod 10 and the first torsion shaft 30 can rotate synchronously, and the relative torsion between the second torsion shaft 40 and the second rod 20 is restricted, so that the second rod 20 and the second torsion shaft 40 can rotate synchronously.

[0075] The end face of the first torsion shaft 30 and the end face of the first rod 10, and the end face of the second torsion shaft 40 and the end face of the second rod 20 are respectively fixed by fastening screws, thereby limiting the movement of the first torsion shaft 30 and the second torsion shaft 40 in their respective axial directions.

[0076] The working process of this invention is as follows:

[0077] Taking the first rod 10 located on the left side facing the front of the vehicle and the second rod 20 located on the right side facing the front of the vehicle as an example, the rotation direction of each part is based on the left-side viewing direction of the vehicle 90.

[0078] When vehicle 90 is running on a smooth road, the user manually controls the stabilizer bar 100 to be in its first working state. When vehicle 90 turns right, the left suspension arm lifts up, and the first rod 10 twists clockwise. At this time, the vehicle computer receives the lateral acceleration signal and the vehicle speed signal, and calculates the torque that needs to be corrected and the distance that the movable sleeve 50 needs to be moved to the left to balance this torque. The signal is then transmitted to the drive motor 61, the output shaft of the drive motor 61 rotates counterclockwise, the starting gear 63 rotates counterclockwise, the idler gear 64 rotates clockwise, the transmission sleeve 62 rotates counterclockwise, and the drive movable sleeve 50 is displaced to the left along its own axis. The guide column 52 pushes the first torsion shaft 30 to twist counterclockwise. This amount of twist is opposite to the amount of twist when anti-roll is not performed. When the vehicle is in position, the displacement sensor 80 transmits a signal to the vehicle computer, which then transmits the signal to the motor drive board to stop the drive motor 61, thus completing the anti-roll action. When the vehicle 90 turns left, the right suspension arm lifts, and the second link 20 twists clockwise. At this time, the vehicle computer receives the lateral acceleration signal and the vehicle speed signal, calculates the torque that needs to be corrected and the amount of torque required by the second torsion shaft 40 to balance this torque, and then transmits the signal to the drive motor 61. The output shaft of the drive motor 61 rotates clockwise, the starting gear 63 rotates clockwise, the idler gear 64 rotates counterclockwise, and the transmission sleeve 62 rotates clockwise, so that the movable sleeve 50 can move in the axial direction while rotating counterclockwise. Since the guide groove 31 has a spiral structure, the guide post 52 moves along the extension direction of the guide groove 31. The first torsion shaft 30 will not rotate, while the rotation of the movable sleeve 50 will drive the second torsion shaft 40 to twist counterclockwise. This amount of twist is opposite to the amount of twist when no anti-roll action is performed.

[0079] When the monitoring system detects that some parts of the stabilizer bar 100 are in an abnormal working state, the monitoring system automatically switches the working state of the stabilizer bar 100 to the third working state. At this time, the drive motor 61 is locked, that is, the output shaft of the drive motor 61 cannot rotate, so that the starting gear, idler gear 64, transmission sleeve 62 and movable sleeve 50 cannot move. Since the guide post 52 of the movable sleeve 50 abuts against the side wall of the guide groove 31 of the first torsion shaft 30, the first torsion shaft 30 cannot rotate relative to the movable sleeve 50, thereby preventing the first rod 10 and the second rod 20 from rotating relative to each other, reducing the risk of safety problems caused by abnormal operation of the stabilizer bar 100, and thus improving the safety of vehicle 90 operation.

[0080] When vehicle 90 is running on uneven road conditions, the user manually controls the stabilizer bar to the second working state. At this time, the monitoring system cancels control of the drive motor 61. When the left wheel lifts, the left suspension arm lifts, the first rod 10 twists clockwise, and the movable sleeve 50 moves to the right along its own axis under the action of the guide post 52 and the guide groove 31. At this time, the transmission sleeve 62 rotates clockwise, the idler wheel 64 rotates counterclockwise, and the starting gear 63 and the output shaft of the drive motor 61 rotate clockwise. When the right wheel lifts... When starting, the right suspension arm lifts, and the second link 20 and the movable sleeve 50 twist clockwise. At this time, the transmission sleeve 62 rotates counterclockwise, the idler wheel 64 rotates clockwise, and the starting gear 63 and the output shaft of the drive motor 61 rotate counterclockwise. Similarly, when the left wheel 92 or the right wheel 92 passes over a pothole, the first link 10 or the second link 20 can rotate counterclockwise, so that both the left and right wheels 92 are in contact with the ground, thereby increasing the passability of the vehicle 90 and increasing the stability of the vehicle 90.

[0081] The above description of the structure, features and effects of the present invention is based on the embodiments shown in the figures. The above are only preferred embodiments of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, shall be within the protection scope of the present invention as long as they do not exceed the spirit covered by the specification and figures.

Claims

1. A vehicle-mounted active dynamic adjustable stabilizer bar, characterized in that, include: The first rod has a first torsion shaft at one end; The second rod has a second torsion shaft at one end; The movable sleeve is capable of reciprocating and / or rotating relative to the first rod or the second rod along its own axis. The movable sleeve has a first through groove through which both the first torsion shaft and the second torsion shaft extend at least partially into the first through groove. The first torsion shaft has a guide groove on its outer circumferential surface. The guide groove has a spiral structure. A guide post is provided in the first through groove. The guide post is fixedly connected to the first torsion shaft. At least a portion of the guide post is located in the guide groove and abuts against the side wall of the guide groove. The outer circumferential surface of the second torsion shaft and the inner circumferential surface of the first through groove form a key fit connection; A driving component is used to drive the movement of the movable sleeve; The monitoring system is used to detect the vehicle's operating status and the distance the movable sleeve moves along its own axis. The stabilizer bar includes a first working state and a second working state, and the user can manually control the stabilizer bar to switch between the first working state and the second working state. When the stabilizer is in the second working state, the first rod can rotate relative to the second rod. When the stabilizer is in the first working state, the monitoring system can control the movement of the movable sleeve through the driving component according to the detection result, so as to suppress the rotation of the first rod relative to the second rod.

2. The active dynamic adjustable stabilizer bar for vehicles according to claim 1, characterized in that: The guide groove is provided in two parts, and the two guide grooves are symmetrically inserted through the outer circumference of the first torsion shaft. The guide post extends through the two guide grooves in sequence.

3. The active dynamic adjustable stabilizer bar for vehicles according to claim 1, characterized in that: The first torsion shaft has a stepped groove recessed on one end face away from the first rod, and the second torsion shaft has a protrusion protruding on one end face away from the second rod, with the protrusion fitting into the stepped groove.

4. The active dynamic adjustable stabilizer bar for vehicles according to claim 1, characterized in that: The driving component includes a drive motor and a transmission sleeve, and the drive motor is connected to the transmission sleeve through a gear set. The transmission sleeve has a second through groove running through its axis, and the movable sleeve extends into the second through groove. The outer circumferential surface of the movable sleeve is provided with an external transmission thread, and the inner circumferential surface of the second through groove is provided with an internal transmission thread. The external transmission thread and the internal transmission thread mesh with each other. When the stabilizer bar is in the first working state, the drive motor can drive the movable sleeve to reciprocate and / or rotate along its own axis through the transmission sleeve.

5. The active dynamic adjustable stabilizer bar for vehicles according to claim 4, characterized in that: Both the external transmission thread and the internal transmission thread are trapezoidal thread structures, and the tooth angle of the trapezoidal thread structure is 10°.

6. The active dynamic adjustable stabilizer bar for vehicles according to claim 4, characterized in that: The gear set includes a starting gear and an idler gear. The starting gear is fixed on the output shaft of the drive motor. A transmission gear ring is provided on the outer circumference of the transmission sleeve. The idler gear meshes with the starting gear and the transmission gear ring respectively.

7. The active dynamic adjustable stabilizer bar for vehicles according to claim 6, characterized in that: It also has an outer shell, and a receiving cavity is formed inside the outer shell. The first torsion shaft, the second torsion shaft, the transmission sleeve and the idler wheel are all rotatably supported in the receiving cavity by bearings.

8. The active dynamic adjustable stabilizer bar for vehicles according to any one of claims 1-7, characterized in that: The monitoring system includes a vehicle computer and a displacement sensor. The vehicle computer is used to detect the vehicle's operating status, and the displacement sensor is used to detect the displacement distance of the movable sleeve in the axial direction.

9. The active dynamic adjustable stabilizer bar for vehicles according to claim 8, characterized in that, The stabilizer bar also includes a third operating state, and the vehicle computer can control the stabilizer bar to switch between the first operating state and the third operating state according to the detected vehicle operating status; When the stabilizer is in the third working state, the first rod and the second rod rotate synchronously.

10. The active dynamic adjustable stabilizer bar for vehicles according to any one of claims 1-8, characterized in that: The outer circumferential surface of the first torsion shaft and the inner circumferential surface of the first rod are respectively connected by spline joints, and the outer circumferential surface of the second torsion shaft and the inner circumferential surface of the second rod are respectively fixed by fastening screws.

11. A vehicle, characterized in that: include: Frame; Wheels, including front wheels and rear wheels; The seat is mounted on the frame; A suspension system, comprising a front suspension and a rear suspension, wherein the front wheels are connected to the vehicle frame via the front suspension and the rear wheels are connected to the vehicle frame via the rear suspension; A body panel, at least partially connected to the vehicle frame; A stabilizer bar, the stabilizer bar being mounted on the front suspension and / or the rear suspension, the stabilizer bar being the stabilizer bar according to any one of claims 1-10.

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