Stabilizer bar assembly, stabilizer bar assembly control system, and vehicle

Abstract

The application relates to a stabilizer bar assembly, a stabilizer bar assembly control system and a vehicle, wherein the stabilizer bar assembly comprises a shell, a distance detection device, a first clamping piece, a second clamping piece, a first torsion bar and a second torsion bar connecting wheels on two sides of the vehicle, and an oil cavity is arranged in the shell; the first clamping piece is fixed to the shell, a plurality of first protrusions are arranged on the first clamping piece, and a groove is formed between two adjacent first protrusions; the second clamping piece is rotationally arranged in the shell, a second protrusion for clamping with the groove is arranged on the second clamping piece, the oil cavity and the first clamping piece are respectively located on two sides of the second clamping piece, and the distance detection device is used for detecting the distance between the first clamping piece and the second clamping piece. When the wheels on the two sides of the vehicle run on the same road condition, the first torsion bar and the second torsion bar can independently adapt to different road conditions of the wheels through the relative rotation of the first clamping piece and the second clamping piece, so that the wheels can be guaranteed to land at the same time, and the passability and comfort of the vehicle under different road conditions are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a stabilizer bar assembly, a stabilizer bar assembly control system, and a vehicle. Background Technology

[0002] A stabilizer bar, also known as an anti-roll bar, is an auxiliary elastic element in a vehicle's suspension. Its main function is to prevent excessive body roll during cornering, thus improving ride comfort. Currently, most stabilizer bars on the market are passive. Figure 1 A schematic diagram of the structure of a stabilizer bar in the prior art, such as... Figure 1 As shown, the passive stabilizer bar 100 is a one-piece tubular part, which can prevent body roll and improve comfort to a certain extent. However, the existing stabilizer bar has a single fixing method and the stiffness cannot be adjusted. Although it can ensure passability for vehicles traveling on flat roads, for vehicles such as all-terrain vehicles traveling on rough roads, the different road conditions of the left and right wheels can easily cause all four wheels to not be able to touch the ground at the same time, which greatly reduces the vehicle's passability and driving stability. Summary of the Invention

[0003] The purpose of this application is to provide a stabilizer bar assembly, a stabilizer bar assembly control system, and a vehicle to solve the problem that the left and right wheels cannot simultaneously touch the ground when the road conditions for the left and right wheels of a vehicle are different.

[0004] A first aspect of this application provides a stabilizer bar assembly, comprising:

[0005] A housing, wherein an oil cavity is provided inside the housing, and an oil inlet and an oil return outlet communicating with the oil cavity are provided on the housing;

[0006] A first clip is fixed to the housing. The first clip has a plurality of first protrusions, and a groove is formed between two adjacent first protrusions.

[0007] The second locking component is rotatably disposed within the housing. The second locking component is provided with a second protrusion for engaging with the groove. The oil cavity and the first locking component are respectively located on both sides of the second locking component.

[0008] The first torsion bar is fixedly connected to the first clamp;

[0009] The second torsion bar includes a key, and the second locking member includes a keyway. The second torsion bar and the second locking member are fixedly connected by the engagement of the key and the keyway.

[0010] A distance detection device is used to detect the distance between the first card and the second card.

[0011] In one possible design, a connecting shaft is also included, one end of which passes through the second clip and is rotatably connected to the first clip. The second clip is fixedly sleeved on the connecting shaft, and the second torsion bar is fixedly connected to the end of the connecting shaft away from the first clip.

[0012] In one possible design, an elastic element is also included, one end of which abuts against the side of the second card that is away from the first card, and the other end of which abuts against the housing.

[0013] In one possible design, it also includes an elastic element and a bushing, the bushing being disposed within the housing and fitted onto the second locking element;

[0014] The elastic element is sleeved on the second clip, and one end of the elastic element abuts against the bushing, while the other end of the elastic element abuts against the second clip.

[0015] The oil cavity is formed between the housing, the second clamp, and the bushing.

[0016] In one possible design, the second card includes a chuck and a mounting portion, one end of which is fixedly connected to the chuck, and the second protrusion is disposed on the side of the chuck opposite to the mounting portion and protrudes toward the first card.

[0017] A step is formed between the chuck and the mounting part, the elastic element is sleeved on the mounting part, and one end of the elastic element abuts against the step;

[0018] The bushing is fitted onto the end of the mounting portion away from the chuck.

[0019] In one possible design, a first seal, a second seal, and a third seal are also included, wherein the first seal is disposed between the chuck and the housing, the second seal is disposed between the end of the connecting shaft away from the first chuck and the housing, and the third seal is disposed between the chuck and the connecting shaft.

[0020] In one possible design, the sidewall of the groove forms an obtuse angle with the bottom surface of the groove.

[0021] In one possible design, the included angle complementary to the obtuse angle is α, and the elastic force of the elastic element on the second locking element is F. X The torque exerted by the second torsion bar on the second clamp is F. T , α, F X and F T satisfy:

[0022] μ is the coefficient of sliding friction of the second card.

[0023] In one possible design, the distance detection device includes a magnetic ring and a Hall sensor. The magnetic ring is connected to the second card, and the Hall sensor is connected to the second torsion bar. The Hall sensor detects the distance between the first card and the second card by cooperating with the magnetic ring.

[0024] In one possible design, the distance detection device is a distance sensor, which is connected to the first card or the second card.

[0025] The second aspect of this application also provides a stabilizer bar assembly control system, which includes an accumulator, a solenoid valve, a check valve, and the stabilizer bar assembly provided in the first aspect of this application. The oil inlet of the housing is connected to the solenoid valve, the solenoid valve is connected to the accumulator, and the oil return port of the housing is connected to the accumulator through the check valve.

[0026] A third aspect of this application also provides a vehicle including a control unit, wherein the vehicle further includes a stabilizer bar assembly control system provided in the second aspect of this application, the solenoid valve being connected to the control unit, the control unit being configured to control the solenoid valve to open or close according to a distance signal emitted by the distance detection device, so as to connect or disconnect the oil circuit connected to the oil chamber; one end of the first torsion bar is connected to a wheel on one side of the vehicle, and one end of the second torsion bar is connected to a wheel on the other side of the vehicle;

[0027] The vehicle in question is an all-terrain vehicle.

[0028] The technical solution provided in this application can achieve the following beneficial effects:

[0029] The stabilizer bar assembly, stabilizer bar assembly control system, and vehicle provided in this application, through the cooperation of the first and second locking components, ensure reliable contact between the first and second locking components when the wheels on both sides of the vehicle are traveling on the same road conditions, preventing relative rotation and guaranteeing the stability of the vehicle on smooth roads. When the wheels on both sides are traveling on different road conditions, the hydraulic oil in the oil chamber can flow freely, allowing the first and second locking components to rotate relative to each other. This enables the first and second torsion bars to independently adapt to different road conditions, ensuring that all wheels can contact the ground simultaneously, improving the vehicle's passability and comfort under various road conditions.

[0030] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0031] Figure 1This is a schematic diagram of the structure of a stabilizer bar in the prior art;

[0032] Figure 2 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0033] Figure 3 A state diagram of the stabilizer bar assembly control system provided in this application applied to a vehicle;

[0034] Figure 4 This is a schematic diagram of the structure of the stabilizer bar assembly provided in the embodiments of this application;

[0035] Figure 5 A front view of the stabilizer bar assembly provided in an embodiment of this application;

[0036] Figure 6 An exploded view of the stabilizer bar assembly provided in the embodiments of this application;

[0037] Figure 7 A state diagram of the stabilizer bar assembly provided in this application embodiment when the wheels on both sides of the vehicle are traveling on the same road conditions;

[0038] Figure 8 A diagram showing the state of the stabilizer bar assembly provided in this application embodiment when the wheels on both sides of the vehicle are traveling under different road conditions;

[0039] Figure 9 This is a structural schematic diagram of the first card component;

[0040] Figure 10 This is a schematic diagram of the second card component;

[0041] Figure 11 A force analysis diagram showing the interaction between the first and second fasteners;

[0042] Figure 12 A schematic diagram of the stabilizer bar assembly control system provided in an embodiment of this application.

[0043] Figure label:

[0044] 100-Stabilizer bar;

[0045] 1-First torsion bar;

[0046] 2-Second torsion bar;

[0047] 3-First card;

[0048] 31 - First protrusion;

[0049] 32-groove;

[0050] 321-Sidewall;

[0051] 322-Bottom;

[0052] 4-Second card;

[0053] 41 - First seal;

[0054] 42 - Third seal;

[0055] 43-Chuck;

[0056] 431 - Second protrusion;

[0057] 44-Installation Section;

[0058] 45 - Distance detection device;

[0059] 451 - Magnetic ring;

[0060] 452 - Hall sensor;

[0061] 5-Shell;

[0062] 51 - Oil inlet;

[0063] 52 - Oil return port;

[0064] 53-Oil cavity;

[0065] 6-Valve block;

[0066] 61-Solenoid valve;

[0067] 62 - Check valve;

[0068] 63 - Accumulator;

[0069] 64 - Pressure sensor;

[0070] 65-oil pipe;

[0071] 7-Connecting shaft;

[0072] 71 - Second seal;

[0073] 8-Sleeve;

[0074] 9-Elastic element;

[0075] 10 - Stabilizer bar assembly;

[0076] 20-Vehicles;

[0077] 30 - Wheels.

[0078] 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

[0079] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0080] like Figures 2 to 3 As shown, this application provides a vehicle 20, specifically, an all-terrain vehicle. The vehicle 20 includes a frame, wheel assembly, suspension assembly, power unit, and controller. The wheels are at least partially mounted on the frame, and the power unit is at least partially mounted on the frame for driving the vehicle. The wheel assembly includes a first wheel and a second wheel disposed opposite to each other. The suspension assembly includes a first suspension and a second suspension. The first wheel is connected to the frame via the first suspension, and the second wheel is connected to the frame via the second suspension.

[0081] like Figures 3 to 6 As shown, this application embodiment provides a stabilizer bar assembly 10, which can effectively prevent vehicle roll. The controller controls the adjustment of the stabilizer bar assembly 10. One end of the stabilizer bar assembly 10 is connected to the first suspension, and the other end is connected to the second suspension. Specifically, the stabilizer bar assembly 10 includes a housing 5, a distance detection device 45, a first locking member 3, a second locking member 4, a first torsion bar 1, and a second torsion bar 2. The housing 5 contains an oil chamber 53, and the housing 5 has an oil inlet 51 and an oil outlet 52 communicating with the oil chamber 53. The first locking member 3 is fixed to the housing 5 and has multiple first protrusions 31, with a groove 32 formed between adjacent first protrusions 31. The second locking member 4 is rotatably disposed within the housing 5 and has a second protrusion 431 for engaging with the groove 32. The oil chamber 53 and the first locking member 3 are located on opposite sides of the second locking member 4. The first torsion bar 1 is fixedly connected to the first locking member 3, and the second torsion bar 2 is fixedly connected to the second locking member 4. The first torsion bar 1 is connected to the wheel on one side of the vehicle, and the second torsion bar 2 is connected to the wheel on the other side of the vehicle. A distance detection device is used to detect the distance between the first clamp 3 and the second clamp 4.

[0082] like Figure 7 As shown, when the oil circuit is closed and the oil chamber 53 is filled with hydraulic oil, the hydraulic oil in the oil chamber 53 cannot enter through the oil inlet 51 or return through the oil return port 52. The hydraulic oil can provide continuous and stable pressure to the second clamp 4, so that the second clamp 4 abuts against the groove 32 of the first clamp 3 through the second protrusion 431. The first clamp 3 and the second clamp 4 can be relatively fixed through the cooperation of the second protrusion 431 and the groove 32. At this time, the first torsion bar 1 and the second torsion bar 2 do not rotate relative to each other through the cooperation of the first clamp 3 and the second clamp 4, which can ensure the stability of the vehicle when driving on a flat road.

[0083] like Figure 8As shown, when the oil passage of the oil chamber 53 is open, the hydraulic oil in the oil chamber 53 can flow freely. The hydraulic oil can freely enter through the oil inlet 51 and freely return through the oil return port 52. If the road conditions of the wheels connected by the first torsion bar 1 and the second torsion bar 2 are different, for example, if the vehicle is driving on road conditions with different degrees of roughness, there will be a certain height difference between the two wheels, which will cause relative rotation between the first torsion bar 1 and the second torsion bar 2, and thus relative rotation between the first locking member 3 and the second locking member 4. At this time, the second protrusion 431 can slide away from the groove 32, and the second locking member 4 will generate axial movement so that the two wheels can independently adapt to their respective road conditions, thereby ensuring that each wheel can touch the ground at the same time, improving the vehicle's passability and comfort under different road conditions.

[0084] Specifically, when the vehicle travels from a rough road to a smooth road, the road conditions under each wheel tend to be the same, and the distance between the first locking member 3 and the second locking member 4 decreases. When the distance between the first locking member 3 and the second locking member 4 is less than the distance set by the distance detection device, the distance detection device can send a first distance signal to the vehicle computer. The vehicle computer controls the oil circuit to be closed according to the first distance signal. At this time, there is no relative rotation between the first torsion bar 1 and the second torsion bar 2, the oil chamber 53 is filled with hydraulic oil, and the hydraulic oil cannot flow. The hydraulic oil can provide a pressure to the second locking member 4 in the direction of the first locking member 3, so that the second protrusion 431 on the second locking member 4 engages in the groove 32 of the first locking member 3, preventing relative rotation between the first locking member 3 and the second locking member 4, thereby ensuring the stability of the vehicle when driving on a smooth road.

[0085] When the vehicle travels from a smooth road to a rough road, a height difference will exist between the left and right wheels. At this time, the distance between the first locking member 3 and the second locking member 4 increases. When the distance between the first locking member 3 and the second locking member 4 exceeds the distance set by the distance detection device, the distance detection device can send a second distance signal to the vehicle computer. The vehicle computer controls the oil circuit to open according to the second distance signal, and the hydraulic oil in the oil chamber 53 can flow freely. For example, when the wheel connected to the first torsion bar 1 is in a higher position relative to the wheel connected to the second torsion bar 2, there is a certain angle of relative rotation between the first torsion bar 1 and the second torsion bar 2. The second protrusion 431 slides relative to the side wall 321 of the groove 32 and can gradually slide away from the groove 32. At the same time, the second locking member 4 undergoes axial displacement. When the second clamp 4 moves away from the first clamp 3, the volume of the oil chamber 53 is compressed. Since the oil circuit is open, the hydraulic oil flows out of the oil chamber 53 as the volume of the oil chamber 53 is compressed, thus avoiding excessive pressure on the second clamp 4. At this time, the first clamp 3 and the second clamp 4 will not be locked together and can rotate relative to each other according to the road conditions of the wheels, thereby ensuring that each wheel can touch the ground at the same time and improving the vehicle's passability and comfort under different road conditions.

[0086] It is understandable that both the first torsion bar 1 and the second torsion bar 2 are L-shaped, so that the first locking piece 3 and the second locking piece 4 can rotate relative to each other when there is a height difference between the wheels on both sides of the vehicle.

[0087] Among them, such as Figure 8 As shown, the distance detection device may include a magnetic ring 45 and a Hall sensor 46. The magnetic ring 45 is connected to the second locking member 4, and the Hall sensor 46 is connected to the second torsion bar 2. The Hall sensor 46 detects the distance between the first locking member 3 and the second locking member 4 through its cooperation with the magnetic ring 45. Specifically, the Hall sensor 46 can be a switch-type sensor. The Hall sensor 46 can be preset with a target sensing distance, detect the actual sensing distance through its cooperation with the magnetic ring 45, and determine whether to send a switch signal to the vehicle computer based on the actual sensing distance and the target sensing distance.

[0088] Therefore, the distance detection device can detect the distance between the first card 3 and the second card 4, and the vehicle computer can control the oil circuit to open or close based on the distance, thereby realizing the automatic control of the oil circuit opening or closing.

[0089] Of course, the distance detection device can also be a distance sensor, which can be connected to the first card 3 or the second card 4. The distance sensor can detect the distance between the first card 3 and the second card 4 through laser, ultrasonic waves, or other means.

[0090] As a specific implementation method, such as Figure 6 and Figure 7 As shown, the stabilizer bar assembly 10 also includes a connecting shaft 7. One end of the connecting shaft 7 passes through the second clip 4 and is rotatably connected to the first clip 3. The second clip 4 is fixedly sleeved on the connecting shaft 7, and the second torsion bar 2 is fixedly connected to the end of the connecting shaft 7 away from the first clip 3.

[0091] When the oil circuit is open, the first locking member 3 can rotate relative to the second locking member 4. The second torsion bar 2 can drive the second locking member 4 to rotate synchronously via the connecting shaft 7. This connecting shaft 7 ensures the stable rotation of the second locking member 4 and avoids radial vibration. It is understood that to ensure the stable rotation of the connecting shaft 7 relative to the first locking member 3, a bearing can be provided between the connecting shaft 7 and the first locking member 3, with the connecting shaft 7 rotatably connected to the first locking member 3 via the bearing. Furthermore, to prevent radial vibration of the connecting shaft 7 and ensure stable rotation of the connecting shaft 7 relative to the housing 5, the connecting shaft 7 and the housing 5 can also be rotatably connected via a bearing.

[0092] As a specific implementation method, such as Figure 6 and Figure 7As shown, the stabilizer bar assembly 10 also includes an elastic element 9, one end of which abuts against the side of the second locking member 4 away from the first locking member 3, and the other end of which abuts against the housing 5.

[0093] When the oil circuit is open, the second locking member 4 rotates while simultaneously displacing away from the first locking member 3. At this time, the volume of the oil chamber 53 is compressed, causing hydraulic oil to flow out of the oil chamber 53. The elastic member 9 is compressed, generating a reaction force on the second locking member 4 towards the first locking member 3. This allows the second protrusion 431 to automatically re-engage with the groove 32 when not rotating. This ensures that when both wheels of the vehicle are traveling on the same road conditions, the oil chamber 53 can be filled with hydraulic oil, and the oil circuit can be closed, preventing relative rotation between the first torsion bar 1 and the second torsion bar 2. The elastic member 9 can be a spring.

[0094] As a specific implementation method, such as Figure 6 and Figure 7 As shown, the stabilizer bar assembly 10 also includes a bushing 8, which is disposed inside the housing 5 and fitted onto the second clamp 4; an elastic member 9 is fitted onto the second clamp 4, with one end of the elastic member 9 abutting against the bushing 8 and the other end of the elastic member 9 abutting against the end of the second clamp 4 away from the bushing 8; an oil cavity 53 is formed between the housing 5, the second clamp 4 and the bushing 8.

[0095] The bushing 8 can ensure the stable rotation of the second clamping member 4 and prevent radial vibration of the second clamping member 4. An oil cavity 53 is formed between the bushing 8, the housing 5 and the second clamping member 4, which can lubricate the mating interface of the second clamping member 4, the bushing 8 and the housing 5 with hydraulic oil, and ensure the stable rotation of the second clamping member.

[0096] Specifically, such as Figure 10 As shown, the second clamping member 4 includes a chuck 43 and a mounting part 44. One end of the mounting part 44 is fixedly connected to the chuck 43. A second protrusion 431 is disposed on the side of the chuck 43 away from the mounting part 44 and protrudes towards the first clamping member 3. A step is formed between the chuck 43 and the mounting part 44. An elastic member 9 is sleeved on the mounting part 44, and one end of the elastic member 9 abuts against the step. A bushing 8 is sleeved on the end of the mounting part 44 away from the chuck 43.

[0097] Both the first locking member 3 and the second locking member 4 are rotating structures. The second protrusion 431 protrudes towards the first locking member 3, and the first protrusion 31 protrudes towards the second locking member 4, thereby aligning the second protrusion 431 and the groove 32 axially with the first locking member 3 and the second locking member 4. This allows the second locking member 4 to rotate while simultaneously undergoing axial displacement. Furthermore, by forming a step between the chuck 43 and the mounting portion 44, an oil cavity 53 can be formed between the step, the bushing 8, the mounting portion 44, and the housing 5, which also facilitates the fixing of the elastic member 9.

[0098] As a specific implementation, a keyway is provided in the mounting part 44, and a spline is provided on the connecting shaft 7. The connecting shaft 7 and the mounting part 44 are connected by the spline and the keyway. The spline and the keyway facilitate the assembly of the second clamp 4 and the connecting shaft 7, and also enable the synchronous rotation of the connecting shaft 7 and the second clamp 4.

[0099] As a specific implementation method, such as Figure 5 As shown, the stabilizer bar assembly 10 also includes a first seal 41, a second seal 71, and a third seal 42. The first seal 41 is disposed between the chuck 43 and the housing 5, the second seal 71 is disposed between the connecting shaft 7 and the housing 5, and the third seal 42 is disposed between the chuck 43 and the connecting shaft 7. This allows for sealing of the oil chamber 53 in all directions, preventing hydraulic oil leakage. The first seal 41, the second seal 71, and the third seal 42 can all be sealing rings.

[0100] As a specific implementation method, such as Figure 6 As shown, the sidewall 321 of the groove 32 forms an obtuse angle with the bottom surface 322 of the groove 32. Since the groove 32 is formed between two adjacent first protrusions 31, the sidewall 321 of the groove 32 is also the sidewall 321 of the first protrusion 31. By making the sidewall 321 of the groove 32 form an obtuse angle with the bottom surface 322 of the groove 32, it is beneficial for the second protrusion 431 to slide away from the groove 32 when the second clamping member 4 rotates, and axial displacement of the second clamping member 4 can be achieved.

[0101] Specifically, when the second protrusion 431 engages with the groove 32, the top surface of the second protrusion 431 abuts against the bottom surface 322 of the groove 32. When the second locking member 4 rotates relative to the first locking member 3, the second protrusion 431 can slide along the side wall 321 of the groove 32, and the top surface of the second protrusion 431 separates from the bottom surface 322 of the groove 32. When the wheels on both sides of the vehicle travel on different road conditions, the first locking member 3 and the second locking member 4 frequently rotate relative to each other. Guided by the side wall 321 of the groove 32, the second protrusion 431 can move between the bottom surface 322 of the groove 32 and the top surface of the first protrusion 31, which facilitates the rotation of the second locking member 4, allowing the wheels on both sides of the vehicle to independently adapt to different road conditions and ensuring that the wheels on both sides can simultaneously touch the ground under different driving conditions.

[0102] In this embodiment, the sidewall 321 of the groove 32 can be an arc-shaped surface or a plane. In this embodiment, for ease of force control, the sidewall 321 of the groove 32 is preferably a plane, forming an obtuse angle with the bottom surface 322 of the groove 32. In this embodiment, for ease of explaining the force analysis of the second clip 4, an angle complementary to this obtuse angle is defined as α. For example... Figure 9 As shown, when the second protrusion 431 of the second locking member 4 is engaged with the groove 32, the second locking member 4 is subjected to the elastic force from the elastic member 9 and the pressure of the hydraulic oil. When the second locking member 4 needs to rotate relative to the first locking member 3, the oil circuit is in a conductive state, and the pressure from the hydraulic oil can be ignored. At this time, the second locking member 4 is subjected to the elastic force F from the elastic member 9. X In addition, it will also be subject to the torsional force F that drives the second card 4 to rotate. T As the second protrusion 431 slides along the sidewall 321 of the groove 32 in a direction away from the first retaining member 3, the torsional force F... T Two component forces will be generated on the side wall 321 of the groove 32, namely the first component force and the second component force. The direction of the first component force is perpendicular to the side wall 321 of the groove 32, and the direction of the second component force is parallel to the side wall 321 of the groove 32. The first component force is F. T sinα, the second component force is F T cosα. The second card 4 is subjected to an elastic force F from the elastic element 9. X Direction and torsional force F T The direction is perpendicular, and the elastic force F X Two component forces will also be generated on the side wall 321 of the groove 32, namely the third component force and the fourth component force. The direction of the third component force is perpendicular to the side wall 321 of the groove 32, and the direction of the fourth component force is parallel to the side wall 321 of the groove 32. The third component force is F. X cosα, the fourth component force is F X sinα. The third component force F X cosα and the first component force F T The directions of sinα are the same, that is, the pressure F of the second protrusion 431 on the side wall 321 of the groove 32. N Satisfy: F N =F T sinα+F X cosα. And the fourth component force F X sinα and the second component force F T The direction of cosα is opposite.

[0103] It should be noted that when the second protrusion 431 slides along the side wall 321 of the groove 32, a frictional force F is generated between the second protrusion 431 and the side wall 321 of the groove 32. f The frictional force F f The direction of the fourth component force F X The directions of sinα are the same, and only the force that can drive the second protrusion 431 to slide in the direction parallel to the side wall 321 of the groove 32 is greater than the frictional force F. f and the fourth component force F XOnly when the sum of sinα is reached can the second protrusion 431 slide relative to the sidewall 321 of the groove 32, that is, the second locking member 4 can rotate. Therefore, the condition for the second locking member 4 to rotate needs to satisfy: F T cosα>F f +F X sinα, due to frictional force F f =μF N Where μ is the sliding friction coefficient of the second card part 4, it can be further obtained as follows:

[0104] That is when At this time, the second card 4 can be rotated.

[0105] The second clamp 4 is subjected to torque from the second torsion bar 2, which can be calculated based on the input torque of the second torsion bar 2 and the effective radius of the chuck 43.

[0106] like Figure 10 As shown, this application embodiment also provides a stabilizer bar assembly 10 control system, which includes an accumulator 63, a solenoid valve 61, a one-way valve 62, and a stabilizer bar assembly 10 provided in any embodiment of this application. The oil inlet 51 of the housing 5 is connected to the solenoid valve 61, the solenoid valve 61 is connected to the accumulator 63, and the oil return port 52 of the housing 5 is connected to the accumulator 63 through the one-way valve 62.

[0107] In this system, the oil circuit of the stabilizer bar assembly 10 can use a valve block 6 as a carrier. A check valve 62 and a solenoid valve 61 can be inserted into the valve block 6 according to their respective circuit positions. The valve block 6 is connected to the oil circuit via an oil pipe 65 to the accumulator 63. The accumulator 63 can serve as an auxiliary power source, providing the opening pressure required for the check valve 62 and solenoid valve 61 to open, compensating for minor leaks in the hydraulic circuit, and providing a constant pressure oil source to the circuit.

[0108] The control system of the stabilizer bar assembly 10 may also include a pressure sensor 64, which may be inserted into the valve block 6 according to the corresponding circuit position to detect the oil pressure change on both sides of the stabilizer bar assembly 10, ensure the normal operation of the oil circuit, and serve as a basis for fault diagnosis.

[0109] The vehicle 20 includes a control unit, which can be a vehicle computer. A solenoid valve is connected to the control unit. The control unit controls the solenoid valve to open or close based on the distance signal emitted by the distance detection device, thereby opening or closing the oil circuit connected to the oil chamber 53. The distance detection device can automatically open or close the oil circuit based on the distance between the first locking member 3 and the second locking member 4. One end of the first torsion bar 1 is connected to the wheel 30 on one side of the vehicle 20, and one end of the second torsion bar 2 is connected to the wheel 30 on the other side of the vehicle 20. When the oil circuit is closed and the oil chamber 53 is filled with hydraulic oil, the hydraulic oil can provide continuous and stable pressure to the second locking member 4, allowing the first locking member 3 and the second locking member 4 to be relatively fixed. At this time, the first torsion bar 1 and the second torsion bar 2 do not rotate relative to each other through the cooperation of the first locking member 3 and the second locking member 4, which can ensure the stability of the vehicle 20 when driving on a flat road. When the oil passage of the oil chamber 53 is open, the hydraulic oil in the oil chamber 53 can flow freely. If the road conditions of the wheels 30 connected by the first torsion bar 1 and the second torsion bar 2 are different, there will be a certain height difference between the two wheels 30, which will cause relative rotation between the first torsion bar 1 and the second torsion bar 2, and thus relative rotation between the first locking piece 3 and the second locking piece 4. At this time, the second protrusion 431 can slide away from the groove 32, and the second locking piece 4 will generate axial movement so that the two wheels 30 can independently adapt to their respective road conditions, thereby ensuring that each wheel 30 can touch the ground at the same time, improving the passability and comfort of the vehicle 20 under different road conditions.

[0110] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A stabilizer bar assembly, characterized in that, include: A housing, wherein an oil cavity is provided inside the housing, and an oil inlet and an oil return outlet communicating with the oil cavity are provided on the housing; A first clip is fixed to the housing. The first clip has a plurality of first protrusions, and a groove is formed between two adjacent first protrusions. The second locking component is rotatably disposed within the housing. The second locking component is provided with a second protrusion for engaging with the groove. The oil cavity and the first locking component are respectively located on both sides of the second locking component. The first torsion bar is fixedly connected to the first clamp; The second torsion bar includes a key, and the second locking member includes a keyway. The second torsion bar and the second locking member are fixedly connected by the engagement of the key and the keyway. A distance detection device is used to detect the distance between the first card and the second card; When the distance between the first card and the second card is less than the distance set by the distance detection device, the oil circuit is closed, that is, the hydraulic oil in the oil chamber cannot enter through the oil inlet or return through the oil return outlet. When the distance between the first card and the second card is greater than the distance set by the distance detection device, the oil circuit is open, that is, the hydraulic oil in the oil chamber can enter through the oil inlet and return through the oil return port.

2. The stabilizer bar assembly according to claim 1, characterized in that, It also includes a connecting shaft, one end of which passes through the second clamp and is rotatably connected to the first clamp. The second clamp is fixedly sleeved on the connecting shaft, and the second torsion bar is fixedly connected to the end of the connecting shaft away from the first clamp.

3. The stabilizer bar assembly according to claim 2, characterized in that, It also includes an elastic element, one end of which abuts against the side of the second card that is away from the first card, and the other end of which abuts against the housing.

4. The stabilizer bar assembly according to claim 2, characterized in that, It also includes an elastic element and a bushing, the bushing being disposed inside the housing and fitted onto the second clamping element; The elastic element is sleeved on the second clip, and one end of the elastic element abuts against the bushing, while the other end of the elastic element abuts against the second clip. The oil cavity is formed between the housing, the second clamp, and the bushing.

5. The stabilizer bar assembly according to claim 4, characterized in that, The second locking component includes a chuck and a mounting portion. One end of the mounting portion is fixedly connected to the chuck. The second protrusion is disposed on the side of the chuck away from the mounting portion and protrudes toward the first locking component. A step is formed between the chuck and the mounting part, the elastic element is sleeved on the mounting part, and one end of the elastic element abuts against the step; The bushing is fitted onto the end of the mounting portion away from the chuck.

6. The stabilizer bar assembly according to claim 5, characterized in that, It also includes a first seal, a second seal, and a third seal. The first seal is disposed between the chuck and the housing, the second seal is disposed between the connecting shaft and the housing, and the third seal is disposed between the chuck and the connecting shaft.

7. The stabilizer bar assembly according to any one of claims 3-6, characterized in that, The sidewall of the groove forms an obtuse angle with the bottom surface of the groove.

8. The stabilizer bar assembly according to claim 7, characterized in that, The angle complementary to the obtuse angle is α, and the elastic force of the elastic element on the second locking element is F. X The torque exerted by the second torsion bar on the second clamp is F. T , α, F X and F T satisfy: μ is the coefficient of sliding friction of the second card.

9. The stabilizer bar assembly according to claim 1, characterized in that, The distance detection device includes a magnetic ring and a Hall sensor. The magnetic ring is connected to the second card, and the Hall sensor is connected to the second torsion bar. The Hall sensor detects the distance between the first card and the second card by cooperating with the magnetic ring.

10. The stabilizer bar assembly according to claim 1, characterized in that, The distance detection device is a distance sensor, which is connected to the first card or the second card.

11. A stabilizer bar assembly control system, characterized in that, The device includes an accumulator, a solenoid valve, a check valve, and a stabilizer bar assembly as described in any one of claims 1-8. The oil inlet of the housing is connected to the solenoid valve, the solenoid valve is connected to the accumulator, and the oil return port of the housing is connected to the accumulator through the check valve.

12. A vehicle, comprising a control unit, characterized in that, The vehicle also includes the stabilizer bar assembly control system of claim 11, wherein the solenoid valve is connected to the control unit, and the control unit is used to control the solenoid valve to open or close according to the distance signal emitted by the distance detection device, so as to make the oil circuit connected to the oil chamber open or close. One end of the first torsion bar is connected to a wheel on one side of the vehicle, and one end of the second torsion bar is connected to a wheel on the other side of the vehicle.

13. The vehicle according to claim 12, characterized in that, The vehicle in question is an all-terrain vehicle.

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