Motorized active roll stabilizer device and vehicle

Abstract

The application relates to a motor type active transverse stabilizer bar device and a car, which comprises coaxially arranged first and second motors, a clutch for selectively connecting or disconnecting motor shafts of the first and second motors, a first planetary reducer with an input shaft connected to a motor shaft of the first motor, a first stabilizer bar half connected to an output shaft of the first planetary reducer, a second planetary reducer with an input shaft connected to a motor shaft of the second motor, and a second stabilizer bar half connected to an output shaft of the second planetary reducer, wherein the first and second planetary reducers totally comprise an odd number of planetary reduction mechanisms with opposite input and output rotation directions. The application sets the planetary reduction mechanism with opposite input and output rotation directions in one side planetary reducer, realizes the active anti-rollover even when one side motor is damaged, makes the driving process safer and more comfortable, and is easy to implement and commercially applied.

Description

Technical Field

[0001] This invention relates to an automotive component, and more specifically to a motor-driven active stabilizer bar device. Further, this invention relates to a vehicle including the aforementioned motor-driven active stabilizer bar device. Background Technology

[0002] When a vehicle turns or travels on bumpy roads, the suspensions on both sides of the vehicle will bounce in opposite directions, which will exacerbate the vehicle's body roll and, in severe cases, cause the vehicle to roll over. Traditional passive stabilizer bars suppress excessive body roll angles through the stiffness of the stabilizer bar material itself. When the vehicle rolls, the two ends of the stabilizer bar will shift in opposite directions, causing the stabilizer bar to passively twist and generate anti-torsional torque, which is transmitted to the vehicle body as anti-roll torque. However, passive stabilizer bars cannot adjust their stiffness in real time and cannot reasonably adjust the roll angle stiffness according to the vehicle's driving conditions. Too much stiffness will lead to an uncomfortable driving experience, while too little stiffness will not prevent body roll during driving, which has certain limitations.

[0003] Active stabilizer bars address the aforementioned issues by adding actuators to traditional passive stabilizer bars. Through a specific algorithm, these actuators are controlled in real-time to output anti-roll torque, thereby suppressing vehicle roll and adjusting the anti-roll torque based on driving conditions. Active stabilizer bars improve vehicle roll stability while increasing wheel grip and enhancing steering performance, playing a crucial role in improving the safety and comfort of the ride.

[0004] Currently, active anti-roll bars used in vehicles are divided into hydraulic and electric types. Hydraulic active anti-roll bars have complex structures, slow response times, and are difficult to meet the needs of highly variable operating conditions. They also have low reliability, oil leaks that pollute the environment, and poor performance in low temperatures due to changes in oil viscosity. Electric anti-roll bars commonly include single-motor active anti-roll bars, represented by Schaeffler and ZF. Their biggest drawbacks are twofold: first, the motor installation uses interference fitting, which is complex, and when parts are damaged, it cannot be repaired and loses its anti-roll capability, increasing operating costs and safety risks; second, installation requires rubber gaskets, affecting response time and posing a potential risk of abnormal noise. Another type is the dual-motor split type, represented by Audi. Its biggest drawback is that its structure is much more complex, and it also suffers from the problem of losing anti-roll capability when components are damaged.

[0005] Chinese patent CN207842585U discloses an active anti-roll bar, including a left anti-roll bar, a right anti-roll bar, a left planetary gear mechanism, a right planetary gear mechanism, a magnetic powder clutch including an active end and a driven end, and a dual-rotor motor including: an inner rotor connected to the active end of the magnetic powder clutch and passing through the sun gear of the left planetary gear mechanism; an outer rotor whose lead-out end is connected to the driven end of the magnetic powder clutch via a flange and bolts, and the other output end of the outer rotor is connected to the sun gear of the right planetary gear mechanism; and an ECU electrically connected to the dual-rotor motor and the magnetic powder clutch. This active anti-roll bar can independently control the two anti-roll bars, achieving complete decoupling of the suspension. However, when either the inner or outer rotor fails, the rotation direction of the two anti-roll bars is the same, failing to achieve active stabilization, resulting in reduced anti-roll performance and driving comfort. Furthermore, the dual-rotor motor used is uncommon, structurally complex, and costly, hindering commercial-scale application. Additionally, the large radial dimension of the dual-rotor motor is inconvenient for vehicle layout.

[0006] In view of this, there is a need to design an active lateral stabilizer bar that can overcome the above-mentioned technical difficulties and effectively solve or alleviate the above-mentioned technical defects. Summary of the Invention

[0007] One of the objectives of this invention is to provide a motor-driven active lateral stabilizer bar device that can independently adjust the height of the suspension on both sides, and can still achieve active anti-roll even after one motor is damaged. It also has a relatively simple structure, is repairable when damaged, and is easy to implement on a commercial scale.

[0008] Furthermore, a second objective of the present invention is to provide a vehicle whose stabilizer bar provides better anti-roll performance and whose stabilizer bar is repairable when damaged.

[0009] To achieve the above objectives, a motor-driven active lateral stabilizer bar device of the present invention includes: a first motor and a second motor arranged coaxially, a first planetary reducer, a second planetary reducer, a first stabilizer bar half-bar, a second stabilizer bar half-bar, and a clutch for selectively connecting or disconnecting the motor shafts of the first motor and the second motor. The input shaft of the first planetary reducer is power-transmittingly connected to the motor shaft of the first motor, and the output shaft of the first planetary reducer is connected to the first stabilizer bar half-bar, so that the first stabilizer bar half-bar and the motor shaft of the first motor can rotate together. The input shaft of the second planetary reducer is power-transmittingly connected to the motor shaft of the second motor, and the output shaft of the second planetary reducer is connected to the second stabilizer bar half-bar, so that the second stabilizer bar half-bar and the motor shaft of the second motor can rotate together. The total number of planetary reduction mechanisms included inside the first planetary reducer and the second planetary reducer is an odd number, and the input rotation direction of the odd number of planetary reduction mechanisms is opposite to the output rotation direction.

[0010] Preferably, both the first motor and the second motor include a torque sensor.

[0011] Specifically, the first planetary reducer includes a first planetary reduction mechanism, a second planetary reduction mechanism, and a third planetary reduction mechanism, and the second planetary reducer includes a fourth planetary reduction mechanism and a fifth planetary reduction mechanism.

[0012] Specifically, the input shaft of the first planetary reducer is connected to the motor shaft of the first motor; the input shaft of the second planetary reducer is connected to the output shaft of the first planetary reducer; the input shaft of the third planetary reducer is connected to the output shaft of the second planetary reducer; the output shaft of the third planetary reducer is connected to the first stabilizer bar half-bar; the input shaft of the fourth planetary reducer is connected to the motor shaft of the second motor; the input shaft of the fifth planetary reducer is connected to the output shaft of the fourth planetary reducer; and the output shaft of the fifth planetary reducer is connected to the second stabilizer bar half-bar. The sun gears of the first, second, third, and fourth planetary reducers actively rotate, driving the planet carrier to passively rotate, thus making the input rotation direction and output rotation direction of the first, second, third, and fourth planetary reducers the same. The sun gear of the fifth planetary reducer actively rotates, driving the external gear ring to passively rotate, thus making the input rotation direction and output rotation direction of the fifth planetary reducer opposite.

[0013] Preferably, the total torque ratio of the first planetary reducer and the second planetary reducer is the same.

[0014] Preferably, the first motor, the second motor, the first planetary reducer, the second planetary reducer, and the clutch are arranged inside the long cylinder, which includes a first long cylinder and a second long cylinder. The first motor is connected to the first long cylinder, the second motor is connected to the second long cylinder, and the first long cylinder is connected to the second long cylinder via a detachable connection structure.

[0015] Specifically, the first long cylinder and the first motor are connected by a rectangular spline clearance fit, the second long cylinder and the second motor are connected by a rectangular spline clearance fit, and the first long cylinder and the second long cylinder are connected by a thread.

[0016] Preferably, the system further includes an oil seal, which is bolted to both ends of the long cylinder. The first stabilizer bar half and the second stabilizer bar half pass through the oil seal, and a rubber bushing is connected between the first stabilizer bar half and the first long cylinder, and between the second stabilizer bar half and the second long cylinder.

[0017] Preferably, bearings are connected between the first stabilizer bar half and the first long cylinder, and between the second stabilizer bar half and the second long cylinder.

[0018] Preferably, the inner wall of the first region of the elongated cylinder is formed with the outer gear rings of the first planetary reduction mechanism, the second planetary reduction mechanism, and the third planetary reduction mechanism; the inner wall of the second region of the elongated cylinder is formed with the outer gear ring of the fourth planetary reduction mechanism; the planetary gear set includes at least three planetary gears; the clutch is a magnetic powder clutch including a first part of a magnetic powder clutch and a second part of a magnetic powder clutch; one end of the motor shaft of the first motor is connected to the sun gear of the first planetary reduction mechanism, and the other end is connected to the first part of the magnetic powder clutch; one end of the motor shaft of the second motor is connected to the sun gear of the fourth planetary reduction mechanism, and the other end is connected to the second part of the magnetic powder clutch.

[0019] Based on the above-mentioned technical solution of the motor-driven active lateral stabilizer bar device, the present invention provides a vehicle including the motor-driven active lateral stabilizer bar device described in any of the above claims of this application.

[0020] Through the above technical solution, the motor-driven active lateral stabilizer bar device of the present invention innovatively uses a planetary reducer to ensure that the rotation direction of the output motor on one side is opposite to the rotation direction of its corresponding stabilizer bar half-bar. This allows the motor shafts of both motors to be connected via a clutch when one motor fails. The motor shaft of the normal motor drives the motor shaft of the failed motor to rotate, resulting in the input rotation direction of both planetary reducers being the same. Since the input and output rotation directions of one planetary reducer are opposite, while the input and output rotation directions of the other planetary reducer are the same, the stabilizer bar half-bars on both sides output torques in opposite directions. This allows the motor-driven active lateral stabilizer bar device to still provide active anti-roll when one motor fails. Furthermore, the total torque ratio of both planetary reducers is the same, ensuring that when one motor fails, the other motor can provide the stabilizer bar half-bars with the same magnitude but opposite directions. This provides the stabilizer bar half-bar on the side with the failed motor with appropriate force to move the connected frame, avoiding the problems of uncomfortable driving experience due to excessive torque and poor anti-roll performance due to insufficient torque. Furthermore, torque sensors are installed on both sides of the motors to provide real-time data to the relevant controllers, thereby improving anti-roll performance. In addition, the motor-driven active lateral stabilizer bar device of this invention features oil seals on both sides of the long cylinder, with rubber bushings between the oil seals and the stabilizer bar half-bars. This protects internal components from water, dust, and oil leaks, increasing the service life of the motor-driven active lateral stabilizer bar device. The long cylinder is divided into a first long cylinder and a second long cylinder. The first motor is connected to the first long cylinder, the second motor to the second long cylinder, and the first long cylinder to the second long cylinder via detachable connection structures, enabling repair in case of damage and reducing maintenance costs. The motor-driven active lateral stabilizer bar device of this invention has a relatively simple manufacturing process, relatively low cost, and is easy to commercialize. Attached Figure Description

[0021] Figure 1 This is a structural schematic diagram of a specific embodiment of the long tube of the present invention.

[0022] Figure 2 This is a schematic diagram of the structure of a specific embodiment of the first long tube of the present invention.

[0023] Figure 3 This is a structural schematic diagram of a specific embodiment of the first long cylinder assembly of the present invention.

[0024] Figure 4 This is a schematic diagram of a specific embodiment of the second long tube of the present invention.

[0025] Figure 5 This is a schematic diagram of a specific embodiment of the second long cylinder assembly of the present invention.

[0026] Wherein, 1-First motor; 2-Second motor; 3-First planetary reducer; 4-Second planetary reducer; 5-First stabilizer bar half-bar; 6-Second stabilizer bar half-bar; 7-Magnetic powder clutch; 8-First planetary reduction mechanism; 9-Second planetary reduction mechanism; 10-Third planetary reduction mechanism; 11-Fourth planetary reduction mechanism; 12-Fifth planetary reduction mechanism; 13-Long cylinder; 14-First long cylinder; 15-Second long cylinder; 16-Oil seal; 17-External gear ring; 18-Planetary gear set; 19-Planetary carrier; 20-Sun gear; 21-First area; 22-Second area; 23-Third area; 24-Fourth area; 25-Fifth area; 26-Sixth area; 27-First part of magnetic powder clutch; 28-Second part of magnetic powder clutch; 29-Bearing; 30-Bolt; 31-Mounting fixing point. Detailed Implementation

[0027] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0028] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0029] In this invention, unless otherwise specified, terms such as "first" and "second" are used to distinguish one element from another and do not have sequential or importance, nor do they constitute a limitation on the scope of protection of this invention. The directional terms used, such as "top," "bottom," "upper," "lower," "left," "right," "front," and "rear," are defined in the context of the vehicle's normal driving state. Specifically, the direction from the vehicle's center of gravity to the vehicle roof is top and upper; the direction from the vehicle's center of gravity to the vehicle chassis is bottom and lower; the direction from the vehicle's center of gravity to the front of the vehicle is front; the direction from the vehicle's center of gravity to the rear of the vehicle is rear; the direction from the right wheel to the left wheel is left; and the direction from the left wheel to the right wheel is right. In the following description, "lateral" refers to the left-right direction, "longitudinal" refers to the front-back direction, and "inner" and "outer" refer to the inner and outer contours of the relevant components. The directional descriptions of the embodiments of this invention are all based on the directional descriptions given in the vehicle assembly state of the embodiments of this invention. The terms "clockwise rotation" and "counterclockwise rotation" mentioned in the embodiments of this invention are merely for illustrative purposes and do not constitute a limitation on the scope of protection of this invention. Furthermore, the planetary reduction device mentioned in this invention has at least one stage of planetary reduction mechanism. The main transmission structure of each stage of the planetary reduction mechanism includes: planetary gears, a sun gear, a planet carrier, and an external gear ring. A sun gear is located at the center of the external gear ring. A set of planetary gears is disposed between the sun gear and the external gear ring. The central axis of this set of planetary gears is connected to the planet carrier. This set of planetary gears revolves around the sun gear within a ring formed by the sun gear and the external gear ring, supported by the planet carrier, the sun gear, and the external gear ring. When power drives the sun gear, it can drive the planetary gears to rotate and revolve around the center. The revolution of the planetary gears drives the planet carrier connected to them to rotate, outputting power outward. Thus, the slower the output speed, the greater the increase in torque. It should be noted that planetary reduction mechanisms can be implemented in various ways. As long as the ratio of the input torque to the output torque of the planetary reduction mechanism meets the usage requirements, the number of planetary gears, the number of teeth on the driving gear, the number of teeth on the driven gear, etc., can be adjusted according to the needs. Furthermore, a planetary reduction mechanism that achieves speed reduction transmission with the input shaft rotating in the opposite direction to the output shaft rotation only requires a fixed planet carrier, with the sun gear as the driving gear and the external ring gear as the driven gear. This is obvious to those skilled in the art and will not be elaborated upon here; all of these are part of the concept of this invention. The "torque ratio" mentioned in this application refers to the ratio of the output torque to the input torque of the corresponding planetary reduction mechanism, and the "total torque ratio" refers to the ratio of the input torque to the input torque of the corresponding planetary reducer.

[0030] like Figure 1As shown, the motor-driven active lateral stabilizer bar device of the present invention includes a first motor 1 and a second motor 2 arranged coaxially, a first planetary reducer 3, a second planetary reducer 4, a first stabilizer bar half-bar 5, a second stabilizer bar half-bar 6, and a clutch 7 for selectively connecting or disconnecting the motor shafts of the first motor 1 and the second motor 2. The input shaft of the first planetary reducer 3 is power-transmittingly connected to the motor shaft of the first motor 1, the output shaft of the first planetary reducer 3 is connected to the first stabilizer bar half-bar 5, and the input shaft of the second planetary reducer 4 is power-transmittingly connected to the motor shaft of the second motor 2. The output shaft of the planetary reducer 4 is connected to the second stabilizer bar half-rod 6. The input shaft of the first planetary reducer 3 and the motor shaft of the first motor 1, the input shaft of the second planetary reducer 4 and the motor shaft of the second motor 2 can be directly connected or connected by a transmission connector, as long as the first stabilizer bar half-rod 5 and the motor shaft of the first motor 1, and the second stabilizer bar half-rod 6 and the motor shaft of the first motor 2 can rotate together. The total number of planetary reduction mechanisms included inside the first planetary reducer 3 and the second planetary reducer 4 is an odd number, and the input rotation direction of this odd number of planetary reduction mechanisms is opposite to the output rotation direction. Figure 3 and Figure 5As shown in the specific embodiment of this application, the first planetary reducer 3 has an even number of planetary reduction mechanisms with input rotation directions opposite to output rotation directions, and the second planetary reducer 4 has an odd number of planetary reduction mechanisms with input rotation directions opposite to output rotation directions. The first stabilizer bar half-link 5 is connected to the left suspension of the vehicle, and the second stabilizer bar half-link 6 is connected to the right suspension of the vehicle. When both the first motor 1 and the second motor 2 are working normally, the clutch is not engaged, thereby disconnecting the motor shafts of the first motor 1 and the second motor 2. When the vehicle tilts, such as during a sharp left turn, the right side of the vehicle lifts. The motor shaft of the second motor 2 rotates clockwise, and after being reduced in speed and torque by the second planetary reducer 4, its rotation direction is reversed by a planetary reduction mechanism with an odd number of input and output rotation directions opposite, causing the second stabilizer bar 6 to rotate counterclockwise. This applies a downward force to the right side of the suspension. Simultaneously, the first motor 1 rotates clockwise, and after being reduced in speed and torque by the first planetary reducer 3, its rotation direction is reversed by a planetary reduction mechanism with an even number of input and output rotation directions opposite, causing the first stabilizer bar 5 to rotate clockwise. This applies an upward force to the left side of the suspension, thus providing active anti-roll function and increasing driving safety and comfort. If one motor malfunctions, such as the first motor 1, the clutch is controlled to connect the motor shafts of the first motor 1 and the second motor 2. When the vehicle tilts, such as during a sharp left turn, the right side of the vehicle lifts. The motor shaft of the second motor 2 rotates clockwise, and after being reduced in speed and torque amplified by the second planetary reducer 4, the rotation direction is reversed by an odd number of planetary reduction mechanisms with opposite input and output rotation directions. This causes the second stabilizer bar 6 to rotate counterclockwise, applying a downward force to the right side of the suspension. Simultaneously, the motor shaft of the second motor 2 drives the motor shaft of the first motor 1 to rotate clockwise. After being reduced in speed and torque amplified by the first planetary reducer 3, this causes the first stabilizer bar 5 to rotate clockwise, applying an upward force to the left side of the suspension. This provides active anti-roll function even when one motor fails, increasing driving safety and comfort. When both the first motor 1 and the second motor 2 fail, the clutch engages, connecting the two motors. Neither motor outputs power. When one side of the suspension moves, it drives the corresponding stabilizer bar half-link, which in turn drives the corresponding planetary reducer. This power is then transmitted via a clutch to the planetary reducer on the other side, and finally to the stabilizer bar half-link on the other side. At this point, the stabilizer bar primarily provides anti-roll functionality through material stiffness, and the active stabilizer bar becomes a passive stabilizer bar. Furthermore, the clutch in this application only engages when a motor malfunctions; therefore, under normal circumstances, the clutch does not consume energy. The aforementioned motor-driven active stabilizer bar device can independently control the first motor 1 and the second motor 2, thereby independently controlling the left and right suspensions. Besides providing basic anti-roll functionality, it can also independently adjust the height of each suspension, providing technical support for entertainment modes, welcome modes, etc.Furthermore, this motor-driven active lateral stabilizer bar device can still achieve active anti-roll function even if any motor fails. In the event of a dual motor failure, the passive stabilizer bar can achieve anti-roll function through the engagement of the electromagnetic clutch, thus ensuring safety. Vehicles using this motor-driven active lateral stabilizer bar device are safer and more comfortable, and the components used in this device are all conventional, making it easy to implement on a commercial scale.

[0031] As a preferred implementation, such as Figure 1 As shown, both the first motor 1 and the second motor 2 include torque sensors. The torque sensors provide real-time feedback of the motor output torque to the processor. The processor calculates the torque output to the stabilizer bar half-bar based on the obtained motor output torque and the preset total torque ratio of the planetary reducers on both sides. Furthermore, it adjusts the motor output torque according to relevant algorithms based on actual conditions, thereby making the entire anti-roll process smoother, more comfortable, and more efficient.

[0032] As a specific implementation method, such as Figure 3 and Figure 5As shown, the first planetary reducer 3 includes a first planetary reduction mechanism 8, a second planetary reduction mechanism 9, and a third planetary reduction mechanism 10, and the second planetary reducer 4 includes a fourth planetary reduction mechanism 11 and a fifth planetary reduction mechanism 12. The input shaft of the first planetary reducer 8 is connected to the motor shaft of the first motor 1, the input shaft of the second planetary reducer 9 is connected to the output shaft of the first planetary reducer 8, the input shaft of the third planetary reducer 10 is connected to the output shaft of the second planetary reducer 9, the output shaft of the third planetary reducer 10 is connected to the first stabilizer bar half-bar 5, the input shaft of the fourth planetary reducer 11 is connected to the motor shaft of the second motor 2, the input shaft of the fifth planetary reducer 12 is connected to the output shaft of the fourth planetary reducer 11, and the output shaft of the fifth planetary reducer 12 is connected to the second stabilizer bar half-bar 6. The sun gears 20 of the first planetary reduction mechanisms 8, 9, 10, and 11 actively rotate, driving the planet carrier 19 to rotate passively. This results in the input and output rotation directions of these mechanisms being the same. The sun gear 20 of the fifth planetary reduction mechanism 12 actively rotates, driving the external gear ring 17 to rotate passively. This results in the input and output rotation directions of the fifth planetary reduction mechanism 12 being opposite. When the vehicle tilts, for example, during a sharp left turn, the right side of the vehicle lifts. The motor shaft of the second motor 2 rotates clockwise, and through the reduction transmission of the fourth planetary reduction mechanism 11 and the reverse reduction transmission of the fifth planetary reduction mechanism 12, the second stabilizer bar 6 rotates counterclockwise, applying a downward force to the right side suspension. Simultaneously, the first motor 1 rotates clockwise, and through the reduction transmission of the first planetary reducer 3, the first stabilizer bar 5 rotates clockwise, applying an upward force to the left side suspension. This provides active anti-roll function, increasing vehicle driving safety and comfort. When one motor fails, for example, the first motor 1 fails, the clutch is controlled to connect the motor shafts of the first motor 1 and the second motor 2. When the vehicle tilts, for example, during a sharp left turn, the right side of the vehicle lifts. The motor shaft of the second motor 2 rotates clockwise, and through the fourth planetary reduction gear 11 and the fifth planetary reduction gear 12, it causes the second stabilizer bar 6 to rotate counterclockwise, applying a downward force to the right side of the suspension. Simultaneously, the motor shaft of the second motor 2 drives the motor shaft of the first motor 1 to rotate clockwise, and through the first planetary reducer 3, it causes the first stabilizer bar 5 to rotate clockwise, applying an upward force to the left side of the suspension. This provides active anti-roll function even when one motor fails, increasing driving safety and comfort. When both the first motor 1 and the second motor 2 fail, the clutch is controlled to connect them.Neither motor outputs power. When one side of the suspension moves, it drives the corresponding stabilizer bar half-bar, which in turn drives the corresponding planetary reducer. Through the clutch, the power is transmitted to the planetary reducer on the other side, and finally to the stabilizer bar half-bar on the other side. At this time, the lateral stabilizer bar mainly provides anti-roll function through the stiffness of the material, and the active stabilizer bar becomes a passive stabilizer bar.

[0033] As a preferred implementation, such as Figure 1 The total torque ratio of the first planetary reducer 3 and the second planetary reducer 4 is the same. When one motor fails, for example, the first motor 1 fails, the clutch connects the motor shafts of the first motor 1 and the second motor 2. The second motor 2 applies reverse rotation to the second stabilizer bar half-bar 6 through the second planetary reducer 4, and at the same time, the second motor 2 applies forward rotation to the first stabilizer bar half-bar 5 through the first planetary reducer 3. Because the total torque ratio of the first planetary reducer 3 and the second planetary reducer 4 is the same, the first stabilizer bar half-bar and the second stabilizer bar half-bar are subjected to forces with opposite directions and the same torque. This avoids the problem of excessive torque on the damaged side causing driving discomfort or insufficient anti-roll performance caused by insufficient torque on the damaged side when the total torque ratio of the first planetary reducer 3 and the second planetary reducer 4 is different. This improves the driving safety and comfort of the vehicle using the motor-type active stabilizer bar device.

[0034] As a preferred implementation, such as Figure 3 and Figure 5 As shown, the first motor 1, the second motor 2, the first planetary reducer 3, the second planetary reducer 4, and the clutch are arranged inside the elongated cylinder 13. The elongated cylinder 13 includes a first elongated cylinder 14 and a second elongated cylinder 15. The first motor 1 is connected to the first elongated cylinder 14, the second motor 2 is connected to the second elongated cylinder 15, and the first elongated cylinder 14 is connected to the second elongated cylinder 15 via a detachable connection structure. The elongated cylinder 13 is used to protect the motor-driven active lateral stabilizer bar device, and its easily disassembled structure facilitates the repair and replacement of damaged components. Specifically, the first elongated cylinder 14 and the first motor 1 are connected by a rectangular spline clearance fit, the second elongated cylinder 15 and the second motor 2 are connected by a rectangular spline clearance fit, and the first elongated cylinder 14 and the second elongated cylinder 15 are connected by threads. This simplifies the process, makes repairable damage possible, and reduces production and usage costs. Preferably, as... Figure 3 and Figure 5As shown, oil seals 16 are installed at the left and right ends of the long cylinder 13 via bolts 30. The first stabilizer bar half-rod 5 and the second stabilizer bar half-rod 6 pass through the oil seals 16 respectively. Rubber bushings are connected between the first stabilizer bar half-rod 5 and the first long cylinder 14, and between the second stabilizer bar half-rod 6 and the second long cylinder 15, which can prevent water and dust, thereby increasing the service life of the motor-driven active lateral stabilizer bar device. Furthermore, bearings 29 are connected between the first stabilizer bar half-rod 5 and the first long cylinder 14, and between the second stabilizer bar half-rod 6 and the second long cylinder 15. The bearings 29 support the first stabilizer bar half-rod 5 and the second stabilizer bar half-rod 6, improving the installation stability of the first stabilizer bar half-rod 5 and the second stabilizer bar half-rod 6.

[0035] As a specific implementation method, such as Figures 2 to 5 As shown, the inner wall of the first region 21 of the long cylinder 13 is formed with the outer gear ring 17 of the first planetary reduction mechanism 8, the second planetary reduction mechanism 9, and the third planetary reduction mechanism 10. The inner wall of the second region 26 of the long cylinder 13 is formed with the outer gear ring 17 of the fourth planetary reduction mechanism 11. The planetary gear set 18 includes at least three planetary gears. The clutch is a magnetic powder clutch 7, which includes a magnetic powder clutch first part 27 and a magnetic powder clutch second part 28. One end of the motor shaft of the first motor 1 is connected to the sun gear of the first planetary reduction mechanism 8, and the other end is connected to the magnetic powder clutch first part 27. One end of the motor shaft of the second motor 2 is connected to the sun gear of the fourth planetary reduction mechanism 11, and the other end is connected to the magnetic powder clutch second part 28.

[0036] Based on the motor-driven active lateral stabilizer bar device mentioned in the above technical solution of this invention, this invention further provides a vehicle. The motor-driven active lateral stabilizer bar device described in this application is connected to the left and right suspensions of this vehicle, thereby enabling the left and right suspensions of the vehicle to be controlled independently, while improving the vehicle's anti-roll performance and driving comfort.

[0037] like Figures 1 to 5As shown, the present invention provides a preferred motor-driven active lateral stabilizer bar device. This device includes a first motor 1 and a second motor 2 arranged coaxially, a first planetary reducer 3, a second planetary reducer 4, a first stabilizer bar half-bar 5, a second stabilizer bar half-bar 6, and a clutch 7 for selectively connecting or disconnecting the motor shafts of the first motor 1 and the second motor 2. The input shaft of the first planetary reducer 3 is power-transmittingly connected to the motor shaft of the first motor 1, and the output shaft of the first planetary reducer 3 is connected to the first stabilizer bar half-bar 5, allowing the first stabilizer bar half-bar 5 to rotate together with the motor shaft of the first motor 1. The input shaft of the second planetary reducer 4 is power-transmittingly connected to the motor shaft of the second motor 2, and the output shaft of the second planetary reducer 4 is connected to the second stabilizer bar half-bar 6, allowing the second stabilizer bar half-bar 6 to rotate together with the motor shaft of the second motor 2. The first planetary reducer 3 includes a first planetary reduction mechanism 8, a second planetary reduction mechanism 9, and a third planetary reduction mechanism 10, and the second planetary reducer 4 includes a fourth planetary reduction mechanism 11 and a fifth planetary reduction mechanism 12. The driving element of the first planetary reducer 8, the second planetary reducer 9, the third planetary reducer 10, and the fourth planetary reducer 11 is the sun gear 20, which actively rotates to drive the driven planet carrier 19 to rotate passively. The external gear ring 17 is a fixed element. Therefore, the first planetary reducer 8, the second planetary reducer 9, the third planetary reducer 10, and the fourth planetary reducer 11 are speed-reducing planetary reducer mechanisms with the input and output directions communicating. The driving element of the fifth planetary reducer 12 is the sun gear 20, which actively rotates to drive the driven external gear ring 17 to rotate passively. The planet carrier 19 is a fixed element. Therefore, the fifth planetary reducer 12 is a speed-reducing planetary reducer mechanism with the input and output directions opposite. The first motor 1, the second motor 2, the first planetary reducer 3, the second planetary reducer 4, and the clutch are arranged inside the long cylinder 13, which includes a first long cylinder 14 and a second long cylinder 15. The first long cylinder 14 and the first motor 1 are connected by a rectangular spline clearance fit. The second long cylinder 15 and the second motor 2 are connected by a rectangular spline clearance fit. The first long cylinder 14 and the second long cylinder 15 are connected by threads. The oil seal 16 is installed at both ends of the long cylinder 13 by bolts 30. The first stabilizer bar half rod 5 and the second stabilizer bar half rod 6 pass through the oil seal 16 respectively. Rubber bushings are connected between the first stabilizer bar half rod 5 and the first long cylinder 14, and between the second stabilizer bar half rod 6 and the second long cylinder 15. Thus, the motor-driven active lateral stabilizer bar device is protected by the long cylinder, the oil seal and the rubber bushing, making it waterproof, dustproof and oil-proof. The first motor 1 and the first long cylinder 14, the second motor 2 and the second long cylinder 15, and the first long cylinder 14 and the second long cylinder 15 are connected by a detachable connection structure, which facilitates the maintenance of the motor-driven active lateral stabilizer bar device.Bearings 29 connect the first stabilizer bar half-bar 5 to the first long cylinder 14 and the second stabilizer bar half-bar 6 to the second long cylinder 15, thereby improving the installation stability of the first stabilizer bar half-bar 5 and the second stabilizer bar half-bar 6. The first long cylinder 14 and the second long cylinder 15 are each provided with two mounting points 31 for vehicle installation. The inner wall of the first region 21 of the long cylinder 13 forms the outer gear rings 17 of the first planetary reduction mechanism 8, the second planetary reduction mechanism 9, and the third planetary reduction mechanism 10. The inner wall of the sixth region 26 of the long cylinder 13 forms the outer gear ring 17 of the fourth planetary reduction mechanism 11. This reduces the number of parts in the motor-driven active lateral stabilizer bar device, simplifies its structure, facilitates commercial-scale production, and reduces product size for easy placement in the vehicle. The planetary gear set 18 includes at least three planetary gears. The clutch is a magnetic powder clutch 7, including a first part 27 and a second part 28. The first part 27 of the magnetic powder clutch is located in the third region of the first long cylinder 14, and the second part 28 of the magnetic powder clutch is located in the fourth region of the second long cylinder 15. A first motor 1 is housed in the second region 22 of the long cylinder 13, and a second motor 2 is housed in the fifth region 25. One end of the motor shaft of the first motor 1 is connected to the sun gear of the first planetary reduction mechanism 8, and the other end is connected to the first part 27 of the magnetic powder clutch. One end of the motor shaft of the second motor 2 is connected to the sun gear of the fourth planetary reduction mechanism 11, and the other end is connected to the second part 28 of the magnetic powder clutch. When the vehicle tilts, for example, during a sharp left turn, the right side of the vehicle lifts up. The motor shaft of the second motor 2 rotates clockwise. Through the same-direction reduction transmission of the fourth planetary reduction mechanism 11 and the reverse reduction transmission of the fifth planetary reduction mechanism 12, the second stabilizer bar 6 rotates counterclockwise, thus applying a downward force to the right side suspension of the vehicle. Meanwhile, the first motor 1 rotates clockwise, and through the reduction and torque amplification transmission of the first planetary reducer 3, the first stabilizer bar 5 rotates clockwise, thus applying an upward force to the left side suspension of the vehicle. This provides active anti-roll function, increasing vehicle driving safety and comfort. When one motor malfunctions, for example, the first motor 1 fails, the clutch is controlled to connect the motor shafts of the first motor 1 and the second motor 2. When the vehicle tilts, such as during a sharp left turn, the right side of the vehicle lifts. The motor shaft of the second motor 2 rotates clockwise. Through the same-direction reduction transmission of the fourth planetary reduction mechanism 11 and the reverse reduction transmission of the fifth planetary reduction mechanism 12, the second stabilizer bar 6 rotates counterclockwise, applying a downward force to the right side suspension. Simultaneously, the motor shaft of the second motor 2 drives the motor shaft of the first motor 1 to rotate clockwise. Through the reduction and torque amplification transmission of the first planetary reducer 3, the first stabilizer bar 5 rotates clockwise, applying an upward force to the left side suspension. This ensures that even if one motor fails, active anti-roll function is still provided, increasing vehicle driving safety and comfort.Furthermore, the total torque ratio of the first planetary reducer 3 and the second planetary reducer 4 is the same. Therefore, when one motor fails, the normal motor can provide the same magnitude but opposite direction force to both stabilizer bar half-arms, further improving driving safety and comfort when one motor fails. Torque sensors are installed on the first motor 1 and the second motor 2, providing real-time feedback of the motor output torque to the processor. The processor calculates the torque output to the stabilizer bar half-arm based on the obtained motor output torque and the preset total torque ratio of the two planetary reducers, and further adjusts the motor output torque according to the actual situation and relevant algorithms, making the entire anti-roll process smoother, more comfortable, and more efficient. When both the first motor 1 and the second motor 2 fail, the clutch connects the first motor 1 and the second motor 2. Neither motor outputs power. When one side of the suspension moves, it drives the corresponding stabilizer bar half-arm, which in turn drives the corresponding planetary reducer. Through the clutch, the power is transmitted to the planetary reducer on the other side, and finally to the stabilizer bar half-arm on the other side. At this time, the motor-type active lateral stabilizer bar device primarily provides anti-roll function through material stiffness, and the active stabilizer bar becomes a passive stabilizer bar. When the vehicle does not require anti-roll, this motor-driven active lateral stabilizer bar device can be used to generate electricity. That is, the suspension movement drives the stabilizer bar half-bar movement, which drives the motor to rotate through the planetary reducer. The motor rotor cuts the magnetic field, thereby generating electricity.

[0038] As can be seen from the above description, the technical concept of the present invention is not limited to... Figures 1 to 5 The specific structural configuration shown is not merely a general description; rather, it can be broadly applied to various improved reversing methods. This allows for the realization, with a suitable size for the motor-driven active lateral stabilizer bar device, that the rotation direction of the motor shaft on one side is opposite to the rotation direction of the stabilizer bar half-bar on that side, and vice versa. While this invention achieves both deceleration and torque increase through a planetary reduction mechanism, those skilled in the art can utilize a variety of reversing methods, such as various reversing gear sets. Any method employing the technical concept of this invention falls within its protection scope and will not be elaborated upon here.

[0039] As can be seen from the above description, the advantages of this invention are as follows: First, by using dual motors to independently control the suspensions on the left and right sides of the vehicle, in addition to achieving active anti-roll function, the height of each suspension can also be adjusted independently, thus providing technical support for entertainment modes, welcome modes, etc. Second, the motor-driven active lateral stabilizer bar device provided by this invention can still provide active anti-roll even if any motor fails, increasing driving safety and comfort. Third, in the event of a dual motor failure, the motor-driven active lateral stabilizer bar device provided by this invention achieves passive anti-roll through the engagement of an electromagnetic clutch, still ensuring a certain level of safety. Fourth, the motor-driven active lateral stabilizer bar device provided by this invention is installed in a long cylinder, with oil seals installed at both ends of the long cylinder. Rubber bushings are installed between the oil seals and the stabilizer bar half-bar and the oil seals, which can protect the internal parts of the motor-driven active lateral stabilizer bar device and provide waterproof, dustproof, and oil leakage prevention. Fifth, the long cylinder is divided into two parts, which are connected by threads. The motor is installed on the long cylinder using a small-clearance spline, which simplifies the manufacturing process, allows for repairability in case of damage, and reduces production and usage costs. Sixth, when the vehicle does not require anti-roll capability, the active stabilizer bar can be used to generate electricity and provide energy. Seventh, the two parts of the magnetic powder clutch only engage in the event of a motor failure, therefore the magnetic powder clutch does not consume additional energy during normal operation, thus saving energy. Eighth, the motor-driven active lateral stabilizer bar device provided by this invention has a relatively simple structure and uses common parts. The device's size is friendly to overall layout and easy to scale up for commercial application.

[0040] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the specific details of the above embodiments. Within the scope of the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention, and these simple modifications all fall within the protection scope of the present invention.

[0041] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

[0042] Furthermore, various different embodiments of the present invention can be combined in any way, as long as they do not violate the spirit of the present invention, they should also be regarded as the content disclosed by the present invention.

Claims

1. A motor-driven active lateral stabilizer bar device, characterized in that, include: The system comprises a first motor (1) and a second motor (2) arranged coaxially, a first planetary reducer (3), a second planetary reducer (4), a first stabilizer bar half-rod (5), a second stabilizer bar half-rod (6), and a clutch (7) for selectively connecting or disconnecting the motor shafts of the first motor (1) and the second motor (2). The input shaft of the first planetary reducer (3) is power-transmittingly connected to the motor shaft of the first motor (1), and the output shaft of the first planetary reducer (3) is connected to the first stabilizer bar half-rod (5) so that the first stabilizer bar half-rod (5) and the motor shaft of the first motor (1) can rotate together. The input shaft of the second planetary reducer (4) is power-transmittingly connected to the motor shaft of the second motor (2). The output shaft of the second planetary reducer (4) is connected to the second stabilizer half rod (6) so that the second stabilizer half rod (6) rotates together with the motor shaft of the second motor (2). The total number of planetary reduction mechanisms included in the first planetary reducer (3) and the second planetary reducer (4) is an odd number. The input rotation direction of the odd number of planetary reduction mechanisms is opposite to the output rotation direction. The clutch (7) is configured to connect the motor shaft of the first motor (1) and the motor shaft of the second motor (2) through the clutch (7) when one of the first motor (1) and the second motor (2) is damaged, so that the motor shaft of the first motor (1) and the motor shaft of the second motor (2) are connected in a transmission connection.

2. The motor-driven active lateral stabilizer bar device according to claim 1, characterized in that, Both the first motor (1) and the second motor (2) include torque sensors.

3. The motor-driven active lateral stabilizer bar device according to claim 1, characterized in that, The first planetary reducer (3) includes a first planetary reduction mechanism (8), a second planetary reduction mechanism (9) and a third planetary reduction mechanism (10), and the second planetary reducer (4) includes a fourth planetary reduction mechanism (11) and a fifth planetary reduction mechanism (12).

4. The motor-driven active lateral stabilizer bar device according to claim 3, characterized in that, The input shaft of the first planetary reducer (8) is connected to the motor shaft of the first motor (1). One end of the input shaft of the second planetary reducer (9) is connected to the output shaft of the first planetary reducer (8). The input shaft of the third planetary reducer (10) is connected to the output shaft of the second planetary reducer (9). The output shaft of the third planetary reducer (10) is connected to the first stabilizer bar half-bar (5). The input shaft of the fourth planetary reducer (11) is connected to the motor shaft of the second motor (2). The input shaft of the fifth planetary reducer (12) is connected to the output shaft of the fourth planetary reducer (11). The output shaft of the fifth planetary reducer (12) is connected to the output shaft of the fifth planetary reducer (12). The output shaft is connected to the second stabilizer bar half rod (6). The sun gears (20) of the first planetary reduction mechanism (8), the second planetary reduction mechanism (9), the third planetary reduction mechanism (10), and the fourth planetary reduction mechanism (11) rotate actively, driving the planet carrier (19) to rotate passively. This makes the input rotation direction and output rotation direction of the first planetary reduction mechanism (8), the second planetary reduction mechanism (9), the third planetary reduction mechanism (10), and the fourth planetary reduction mechanism (11) the same. The sun gear (20) of the fifth planetary reduction mechanism (12) rotates actively, driving the external gear ring (17) to rotate passively. This makes the input rotation direction and output rotation direction of the fifth planetary reduction mechanism (12) opposite.

5. The motor-driven active lateral stabilizer bar device according to claim 4, characterized in that, The total torque ratio of the first planetary reducer (3) and the second planetary reducer (4) is the same.

6. The motor-driven active lateral stabilizer bar device according to claim 5, characterized in that, The first motor (1), the second motor (2), the first planetary reducer (3), the second planetary reducer (4) and the clutch are arranged inside the long cylinder (13), which includes a first long cylinder (14) and a second long cylinder (15). The first motor (1) is connected to the first long cylinder (14), the second motor (2) is connected to the second long cylinder (15), and the first long cylinder (14) is connected to the second long cylinder (15) through a detachable connection structure.

7. The motor-driven active lateral stabilizer bar device according to claim 6, characterized in that, The first long cylinder (14) and the first motor (1) are connected by a rectangular spline clearance fit, the second long cylinder (15) and the second motor (2) are connected by a rectangular spline clearance fit, and the first long cylinder (14) and the second long cylinder (15) are connected by a thread.

8. The motor-driven active lateral stabilizer bar device according to claim 7, characterized in that, It also includes an oil seal (16), which is installed at both ends of the long cylinder (13) by bolts (30). The first stabilizer bar half rod (5) and the second stabilizer bar half rod (6) pass through the oil seal (16) respectively. A rubber bushing is connected between the first stabilizer bar half rod (5) and the first long cylinder (14), and between the second stabilizer bar half rod (6) and the second long cylinder (15).

9. The motor-driven active lateral stabilizer bar device according to claim 8, characterized in that, A bearing (29) is connected between the first stabilizer bar half (5) and the first long cylinder (14), and between the second stabilizer bar half (6) and the second long cylinder (15).

10. The motor-driven active lateral stabilizer bar device according to claim 9, characterized in that, The inner wall of the first region (21) of the long cylinder (13) is formed with the outer gear ring (17) of the first planetary reduction mechanism (8), the second planetary reduction mechanism (9), and the third planetary reduction mechanism (10). The inner wall of the second region (26) of the long cylinder (13) is formed with the outer gear ring (17) of the fourth planetary reduction mechanism (11). The planetary gear set (18) includes at least three planetary gears. The clutch is a magnetic powder clutch, including a magnetic powder clutch first part (27) and a magnetic powder clutch second part (28). One end of the motor shaft of the first motor (1) is connected to the sun gear of the first planetary reduction mechanism (8), and the other end is connected to the magnetic powder clutch first part (27). One end of the motor shaft of the second motor (2) is connected to the sun gear of the fourth planetary reduction mechanism (11), and the other end is connected to the magnetic powder clutch second part (28).

11. A vehicle, characterized in that, The vehicle has an electric motor-driven active lateral stabilizer bar device as described in any one of claims 1 to 10.

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