Stabilizer bar system and vehicle

Abstract

The application provides a stabilizer bar system and a vehicle. The stabilizer bar system is applied to the vehicle and comprises a stabilizer bar connected with a vehicle body. Two ends of the stabilizer bar are respectively hinged with an extension rod. Each extension rod has a first state of reciprocating extension and contraction to change the length and a second state of unidirectional length change and locking after changing to a fixed length. The extension rod is arranged to switch between the first state and the second state. The vehicle is provided with two suspensions in the width direction. One end of each extension rod away from the stabilizer bar is respectively hinged with one suspension. The stabilizer bar system and the vehicle provided by the application have the advantages of simple structure, convenient use, the stabilizer bar can be connected or disconnected at any time during the driving of the vehicle, the vehicle roll can be inhibited or the rebound stroke can be released according to the requirement, the reliability is high, the user experience is improved, and the application scenarios are more extensive.

Description

Technical Field

[0001] This application relates to the field of vehicle adjustment technology, and more particularly to a stabilizer bar system and a vehicle. Background Technology

[0002] With the development of the automotive industry, vehicles are increasingly involved in our daily lives and work. To suppress body roll during cornering, lateral stabilizer bars are installed on vehicles to reduce body roll and improve vehicle safety. However, while lateral stabilizer bars reduce body roll, they also bring some adverse effects. For example, when driving off-road, the road surface is uneven, and the stabilizer bar suppresses the rebound travel of the left and right suspensions, limiting the suspension travel on both sides. This leads to reduced wheel contact and support for the vehicle, resulting in decreased off-road performance and a difficulty in balancing the suppression of body roll and the release of rebound travel under different road conditions.

[0003] To address this contradiction, some stabilizer bars are split in the middle to form two halves, which are then connected via a connection / disconnection device. When the left and right halves are connected, torque can be transmitted to suppress vehicle roll, and when they are disconnected, anti-roll travel can be released to improve wheel contact. However, the connection / disconnection device requires the left and right halves to be completely separated, and cannot be connected or disconnected at any time during vehicle operation. Moreover, when the vehicle is cornering at its limit, the stabilizer bar needs to transmit torques exceeding 1500 Nm. The connection / disconnection device is unreliable under long-term operation under extremely high torque and is difficult to connect or disconnect quickly. Therefore, there is an urgent need for a highly reliable stabilizer bar system that can be connected or disconnected at any time. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a stabilizer bar system and vehicle to solve the technical problem of not being able to connect or disconnect the stabilizer bar at any time.

[0005] A first aspect of this application provides a stabilizer bar system for use in a vehicle, comprising: a stabilizer bar connected to a vehicle body, wherein a telescopic rod is hinged to each end of the stabilizer bar, each telescopic rod having a first state of reciprocating extension and retraction to change its length, and a second state of only being able to change its length in one direction and locking after changing to a fixed length, the telescopic rod being configured to switch between the first state and the second state, the vehicle having two suspensions along its width direction, and the end of each telescopic rod away from the stabilizer bar being hinged to one of the suspensions.

[0006] Furthermore, the second state is a state in which the telescopic rod can only extend and then locks after extending to the fixed length, or a state in which the telescopic rod can only shorten and then locks after shortening to the fixed length.

[0007] Further, the telescopic rod includes: a first cylinder for containing gas and hydraulic oil; a second cylinder fixed inside the first cylinder and coaxial with the first cylinder for containing the hydraulic oil, the end of the second cylinder communicating with the first cylinder; a piston disposed inside the second cylinder and sliding along the axial direction of the second cylinder, the piston dividing the second cylinder into a first working chamber and a second working chamber, the piston having two channels communicating between the first working chamber and the second working chamber, one channel having a one-way valve and the other channel having a two-way valve; and a piston rod, one end connected to the piston and the other end passing through the first cylinder.

[0008] Furthermore, the piston rod extends through the bottom of the first cylinder, the bottom end of the second cylinder is connected to the first cylinder, the inlet of the one-way valve is close to the second working chamber, and the outlet of the one-way valve is close to the first working chamber.

[0009] Furthermore, a limiting block is provided on the piston rod, which is used to limit the axial sliding position of the piston along the second cylinder.

[0010] Furthermore, one end of the telescopic rod is provided with a first connecting part for connecting to the stabilizer bar, and the other end is provided with a second connecting part for connecting to the suspension.

[0011] Furthermore, the stabilizer bar system also includes a controller, which is electrically connected to the bidirectional valve and is used to control the opening and closing of the bidirectional valve.

[0012] Furthermore, the stabilizer bar includes a torsion bar, with a connecting rod at each end of the torsion bar, each connecting rod being hinged to a telescopic bar, and the torsion bar having at least one third connecting part for connecting to the vehicle body.

[0013] Furthermore, the suspension includes an upper control arm, a steering knuckle, and a lower control arm connected in sequence. A shock absorber assembly is connected between the lower control arm and the vehicle body. The end of the telescopic rod away from the stabilizer bar is hinged to the upper control arm, the steering knuckle, the lower control arm, or the shock absorber assembly.

[0014] A second aspect of this application provides a vehicle including the stabilizer bar system described in the first aspect above.

[0015] As can be seen from the above, this application provides a stabilizer bar system and a vehicle. By connecting the stabilizer bar to the vehicle body, support can be provided for the stabilizer bar. A telescopic bar is hinged to each end of the stabilizer bar, and the end of each telescopic bar furthest from the stabilizer bar is hinged to a suspension, facilitating the transmission of force between the suspension and the stabilizer bar. When the telescopic bar is in the first state, it can reciprocate to change its length, allowing each telescopic bar to freely change its length with the corresponding suspension's up-and-down movement. The stabilizer bar will not undergo torsional deformation, effectively disconnecting it and rendering it ineffective. This allows the suspension travel to adjust independently when the vehicle is driving on uneven surfaces, preventing wheels from being suspended in mid-air. When the telescopic bar is in the second state, it can only change its length in one direction and locks after reaching a fixed length. When both telescopic bars have reached their fixed lengths and locked, they have equal lengths and cannot change further. This is equivalent to a relatively stable connection between the two telescopic bars and the stabilizer bar. When the vehicle turns, the body tilts, and the suspensions on both sides move inconsistently. The outer suspension's downward movement will press against the fixed section. The telescopic bar, when extended, causes the stabilizer bar to twist, generating a torque to resist suspension rebound, preventing vehicle tilt and maintaining vehicle balance as much as possible, thus providing lateral stability. Furthermore, in its second state, the telescopic bar can automatically change its length unidirectionally with the suspension's up and down movements. When both telescopic bars have reached their fixed lengths, the stabilizer bar automatically returns to its balanced state, achieving lateral stability. By connecting the stabilizer bar and the suspension with a telescopic bar capable of two states, the stabilizer bar can be connected or disconnected without dividing it into two sections. Connecting or disconnecting the stabilizer bar can be quickly achieved by switching its states. Moreover, the telescopic bar only transmits tension or compression, not torque, resulting in higher reliability, longer service life, and a smaller footprint compared to connection / disconnection devices, saving vehicle space. This stabilizer bar system and vehicle structure are simple and easy to use. The stabilizer bar can be connected or disconnected at any time during vehicle operation to suppress vehicle roll or release rebound travel as needed, offering high reliability, improving user experience, and broadening application scenarios. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of a stabilizer bar system in related technologies;

[0018] Figure 2This is a schematic diagram of a stabilizer bar system according to an embodiment of this application;

[0019] Figure 3a This is a schematic diagram of the telescopic rod that stretches to its limit length after the one-way valve is opened and the two-way valve is closed, according to an embodiment of this application.

[0020] Figure 3b This is a schematic diagram of the telescopic rod in an embodiment of this application, which is not stretched to its limit length after the one-way valve is opened and the two-way valve is closed.

[0021] Figure 3c This is a schematic diagram of the telescopic rod that stretches to its limit length after the one-way valve and the two-way valve are opened, as shown in the embodiment of this application.

[0022] Figure 3d This is a schematic diagram of the telescopic rod in the embodiment of this application, which is not stretched to its limit length after the one-way valve is opened and the two-way valve is opened;

[0023] Figure 4 This is a schematic diagram of the stabilizer bar system in an embodiment of this application when suspension bounce occurs after the one-way valve is opened and the two-way valve is closed.

[0024] Figure 5 This is a schematic diagram of the stabilizer bar system in an embodiment of this application when suspension bounce occurs after the one-way valve and the two-way valve are opened.

[0025] Reference numerals: 1. Stabilizer bar; 1-1. Torsion bar; 1-2. Linkage rod; 1-3. Third connecting part; 2. Telescopic rod; 2-1. First cylinder; 2-1-1. Air chamber; 2-1-2. Oil chamber; 2-2. Second cylinder; 2-2-1. First working chamber; 2-2-2. Second working chamber; 2-3. Piston; 2-3-1. One-way valve; 2-3-2. Two-way valve; 2-4. Piston rod; 2-5. Limiting block; 2-6. First connecting part; 2-7. Second connecting part; 3. Suspension; 3-1. Upper control arm; 3-2. Steering knuckle; 3-3. Lower control arm; 3-4. Shock absorber assembly; 3-5. Wheel; 4. Connecting / disconnecting device. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0027] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed following the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0028] With the development of the automotive industry, vehicles are increasingly involved in our daily lives and work. To suppress body roll when turning, vehicles are equipped with lateral stabilizer bars to reduce body roll and improve vehicle safety.

[0029] A stabilizer bar, also known as an anti-roll bar or balance bar, is an auxiliary elastic element in a vehicle's suspension. Its function is to prevent excessive lateral roll of the vehicle body during cornering, keeping the vehicle as balanced as possible. The aim is to reduce lateral roll and improve ride comfort. A stabilizer bar is essentially a transverse torsion bar spring; functionally, it can be considered a special type of elastic element. Figure 1 As shown, the end of the stabilizer bar 1 is typically connected to various components of the suspension 3, such as the upper control arm 3-1, lower control arm 3-3, steering knuckle 3-2, or shock absorber assembly 3-4. The torsion bar 1-1 of the stabilizer bar 1 is connected to the vehicle body via a bushing. When the vehicle body only moves vertically, the deformation of the suspensions 3 on both sides is the same, and the lateral stabilizer bar does not function. When the vehicle turns, the vehicle body tilts, and the suspensions 3 on both sides bounce unevenly. The outer suspension 3 presses against the stabilizer bar 1, causing the stabilizer bar 1 to twist and generate a torque that resists the roll and the rebound of the suspension 3. The elasticity of the bar prevents the vehicle body from tilting, keeping the vehicle body as balanced as possible and playing a role in lateral stability. If the left and right wheels 3-5 bounce up and down simultaneously, that is, when the vehicle body only moves vertically and the deformation of the suspensions 3 on both sides is equal, the stabilizer bar 1 will rotate freely within the bushing, and the stabilizer bar 1 will not function.

[0030] However, while stabilizer bar 1 reduces body roll, it also brings some adverse effects. For example, when the vehicle is driving in off-road conditions, the road surface is uneven, and stabilizer bar 1 has a suppressive effect on the rebound travel of the left and right suspension 3, which limits the travel of the left and right suspension 3. This leads to a reduction in the ground contact of the wheels 3-5 and the support of the vehicle under large off-road conditions, resulting in a decrease in off-road performance. Moreover, off-road vehicles usually have a high center of gravity, requiring a robust stabilizer bar 1 to provide sufficient body roll suppression. This further worsens the suppressive effect of stabilizer bar 1 on the rebound travel of the left and right suspension 3. The traditional stabilizer bar 1 is difficult to balance the contradiction between suppressing vehicle body roll and releasing rebound travel under different road conditions.

[0031] To resolve this issue, some stabilizer bars 1 are broken in the middle to form two halves, and then the left and right halves are connected by a connecting / disconnecting device 4, such as... Figure 1 As shown, the connection and disconnection of the stabilizer bar 1 are controlled by the connection / disconnection device 4. When the left and right halves of the bar are connected, torque can be transmitted to suppress vehicle roll. When the left and right halves of the bar are disconnected, the anti-bounce stroke is released to improve the ground contact of the wheels 3-5.

[0032] However, the connection / disconnection device 4 requires the left and right halves of the bar to be completely separated, and the connection or disconnection operation cannot be performed at any time during vehicle operation. Moreover, the stabilizer bar 1 needs to transmit a torque of more than 1500 Nm during extreme cornering. The connection / disconnection device 4 has poor reliability and short service life due to long-term operation under extremely high torque, and it is difficult to quickly connect or disconnect. In addition, the connection / disconnection device 4 is usually large in size and occupies a lot of vehicle space. Therefore, there is an urgent need for a stabilizer bar system with high reliability that can be connected or disconnected at any time.

[0033] The following describes specific embodiments in conjunction with... Figures 2 to 5 The technical solution of this application will be described in detail below.

[0034] Some embodiments of this application provide a stabilizer bar system applied to vehicles, such as... Figure 2 As shown, it includes: a stabilizer bar 1, which is connected to the vehicle body, and a telescopic bar 2 hinged to each end of the stabilizer bar 1. Each telescopic bar 2 has a first state in which it reciprocates to change its length, and a second state in which it can only change its length in one direction and locks after changing to a fixed length. The telescopic bar 2 is configured to switch between the first state and the second state. The vehicle is provided with two suspensions 3 along the width direction, and the end of each telescopic bar 2 away from the stabilizer bar 1 is hinged to one of the suspensions 3.

[0035] Stabilizer bar 1 can be, for example, a U-shaped stabilizer bar, but the specific type is not limited. By connecting stabilizer bar 1 to the vehicle body, it can provide support.

[0036] A telescopic rod 2 is hinged to each end of the stabilizer bar 1. The end of each telescopic rod 2 away from the stabilizer bar 1 is hinged to a suspension 3, which facilitates the transmission of the force between the suspension 3 and the stabilizer bar 1.

[0037] When telescopic rod 2 is in the first state, telescopic rod 2 can reciprocate to change its length. In this way, each telescopic rod 2 can freely change its length as the corresponding suspension 3 jumps up and down. The stabilizer bar 1 will not be torsional or deformed, which is equivalent to disconnecting the stabilizer bar 1. The stabilizer bar 1 does not function. In this way, when the vehicle is driving on uneven roads, the travel of the suspension 3 can be adjusted independently to avoid the wheels 3-5 being suspended in the air.

[0038] The second state is, for example, a state in which the telescopic rod 2 can only extend and then locks after extending to a fixed length, the fixed length being, for example, the ultimate extension length of the telescopic rod 2; or, a state in which the telescopic rod 2 can only shorten and then locks after shortening to a fixed length, the fixed length being, for example, the ultimate compression length of the telescopic rod 2, without being specifically limited.

[0039] When telescopic rod 2 is in the second state, it can only change its length in one direction and lock after reaching a fixed length. When both telescopic rods 2 have changed to their fixed lengths and locked, they have equal lengths and cannot be changed. This means that the two telescopic rods 2 and the stabilizer bar 1 have a relatively stable connection. When the vehicle turns, the body tilts and the two suspensions 3 bounce unevenly. The outer suspension 3 bounces down and presses against the fixed-length telescopic rod 2. The telescopic rod 2 causes the stabilizer bar 1 to twist, generating a torque that resists the rebound of the suspension 3, preventing the body from tilting and keeping the body as balanced as possible, thus playing a role in lateral stability.

[0040] In the second state, the telescopic bar 2 can automatically change its length in one direction as the suspension 3 moves up and down. For example, it can change its length by turning several times. When both telescopic bars 2 have changed to a fixed length, the stabilizer bar 1 will automatically return to a balanced state, thereby achieving the function of lateral stability.

[0041] By connecting the stabilizer bar 1 and the suspension 3 with a telescopic bar 2 that has two states, the connection or disconnection of the stabilizer bar 1 can be quickly achieved by switching the state of the telescopic bar 2. It is not necessary to divide the telescopic bar 2 into two sections. Moreover, the telescopic bar 2 only needs to transmit tension or pressure, not torque, which makes it more reliable and has a longer service life. Compared with the connection / disconnection device 4, it occupies a smaller volume and saves vehicle space.

[0042] The stabilizer bar system has a simple structure and is easy to use. The stabilizer bar 1 can be connected or disconnected at any time during vehicle operation to suppress vehicle roll or release anti-bounce travel as needed. It has high reliability, improves user experience, and has a wider range of applications.

[0043] In some embodiments, such as Figures 3a to 3d As shown, the telescopic rod 2 includes: a first cylinder 2-1 for containing gas and hydraulic oil; a second cylinder 2-2 fixed inside the first cylinder 2-1 and coaxial with the first cylinder 2-1 for containing the hydraulic oil, the end of the second cylinder 2-2 communicating with the first cylinder 2-1; a piston 2-3 disposed inside the second cylinder 2-2 and sliding along the axial direction of the second cylinder 2-2, the piston 2-3 dividing the second cylinder 2-2 into a first working chamber 2-2-1 and a second working chamber 2-2-2, the piston 2-3 having two channels communicating between the first working chamber 2-2-1 and the second working chamber 2-2-2, one channel having a one-way valve 2-3-1 and the other channel having a two-way valve 2-3-2; and a piston rod 2-4, one end connected to the piston 2-3 and the other end passing through the first cylinder 2-1.

[0044] like Figures 3a to 3d As shown, the first cylinder 2-1 includes an air chamber 2-1-1 and an oil chamber 2-1-2. The gas in the air chamber 2-1-1 can be compressed, which plays a balancing and buffering role on the hydraulic oil in the oil chamber 2-1-2. The second cylinder 2-2 is filled with hydraulic oil, and the bottom end of the second cylinder 2-2 is connected to the first cylinder 2-1, so that the hydraulic oil in the second cylinder 2-2 and the hydraulic oil in the first cylinder 2-1 can flow to each other, which plays a balancing role on the amount of hydraulic oil in the second cylinder 2-2.

[0045] Piston 2-3 is disposed inside the second cylinder 2-2 and fits against the inner wall of the second cylinder 2-2, allowing piston 2-3 to slide axially along the second cylinder 2-2. Piston 2-3 is connected to piston rod 2-4, which passes through the first cylinder 2-1, either through the top or the bottom of the first cylinder 2-1. Piston rod 2-4 is coaxial with the first cylinder 2-1. When piston rod 2-4 is compressed, because piston rod 2-4 enters the second cylinder 2-2, increasing the space occupied, excess hydraulic oil in the second cylinder 2-2 can flow into the first cylinder 2-1, avoiding restriction on the compression of telescopic rod 2. When piston rod 2-4 is extended, because piston rod 2-4 leaves the second cylinder 2-2, reducing the space occupied, hydraulic oil in the first cylinder 2-1 can flow into the second cylinder 2-2 for replenishment. Therefore, the hydraulic level in the first cylinder 2-1 after extension is lower than the hydraulic level in the first cylinder 2-1 before extension.

[0046] Piston 2-3 divides the second cylinder 2-2 into a first working chamber 2-2-1 and a second working chamber 2-2-2. The first working chamber 2-2-1 is, for example, the upper working chamber, and the second working chamber 2-2-2 is, for example, the lower working chamber. Piston 2-3 is provided with two channels connecting the first working chamber 2-2-1 and the second working chamber 2-2-2. A one-way valve 2-3-1 is provided on one channel. When the one-way valve 2-3-1 is open, it can restrict the flow direction of hydraulic oil, thereby making the piston rod 2-4 move only in one direction, which serves to switch to the second state. A two-way valve 2-3-2 is provided on the other channel. When the two-way valve 2-3-2 is open, the hydraulic oil in the first working chamber 2-2-1 and the second working chamber 2-2-2 can flow freely, and the piston rod 2-4 can be stretched and compressed, which serves to switch to the first state. The one-way valve 2-3-1 is, for example, a check valve and is in a normally open state. The two-way valve 2-3-2 is, for example, a solenoid valve, which can be controlled to open and close as needed, and is not specifically limited.

[0047] For example, when the two-way valve 2-3-2 is closed and the one-way valve 2-3-1 is open, the piston rod 2-4 passes through the bottom of the first cylinder 2-1, and the bottom of the second cylinder 2-2 is connected to the first cylinder 2-1. When the inlet of the one-way valve 2-3-1 is close to the second working chamber 2-2-2 and the outlet is close to the first working chamber 2-2-1, hydraulic oil can flow from the second working chamber 2-2-2 to the first working chamber 2-2-1, allowing the piston rod 2-4 to be stretched. Because the one-way valve 2-3-1 restricts the hydraulic oil from flowing in the opposite direction, the piston rod 2-4 cannot be compressed. When the piston rod 2-4 is stretched to its maximum stretch length, for example, when the piston 2-3 is pulled to the bottom of the second cylinder 2-2, the hydraulic oil in the first working chamber 2-2-1 cannot flow in the opposite direction, meaning the piston rod 2-4 cannot be stretched or compressed, thus achieving locking.

[0048] Alternatively, for example, the two-way valve 2-3-2 is closed, the one-way valve 2-3-1 is open, the piston rod 2-4 passes through the bottom of the first cylinder 2-1, and the top of the second cylinder 2-2 is connected to the first cylinder 2-1. When the outlet of the one-way valve 2-3-1 is close to the second working chamber 2-2-2 and the inlet is close to the first working chamber 2-2-1, hydraulic oil can flow from the first working chamber 2-2-1 to the second working chamber 2-2-2, allowing the piston rod 2-4 to be compressed. Because the one-way valve 2-3-1 restricts the hydraulic oil from flowing in the opposite direction, the piston rod 2-4 cannot be stretched. When the piston rod 2-4 is compressed to its maximum compression length, for example, when the piston 2-3 is pressed to the top of the second cylinder 2-2, the hydraulic oil in the second working chamber 2-2-2 cannot flow in the opposite direction, meaning the piston rod 2-4 cannot be stretched or compressed, thus achieving locking.

[0049] The telescopic rod 2 has a simple structure, is easy to process and manufacture, occupies a small volume, and can achieve two states without the need for bypass or additional flow channel design. It has high reliability, long service life, and the two states can be switched by simply controlling the opening and closing of the two-way valve 2-3-2, making it easy to operate.

[0050] In some embodiments, the end of the first cylinder 2-1 is also provided with a guide seat, which can guide the piston rod 2-4.

[0051] In some embodiments, such as Figures 3a to 3d As shown, the piston rod 2-4 passes through the bottom of the first cylinder 2-1, the bottom end of the second cylinder 2-2 is connected to the first cylinder 2-1, the inlet of the one-way valve 2-3-1 is close to the second working chamber 2-2-2, and the outlet of the one-way valve 2-3-1 is close to the first working chamber 2-2-1.

[0052] The piston rod 2-4 passes through the second working chamber 2-2-2 and through the first cylinder 2-1. The bottom end of the second cylinder 2-2 is connected to the first cylinder 2-1. For example, a through hole can be provided at the bottom end of the second cylinder 2-2. The inlet of the one-way valve 2-3-1 is close to the second working chamber 2-2-2, and the outlet is close to the first working chamber 2-2-1. When the one-way valve 2-3-1 is open and the two-way valve 2-3-2 is closed, the hydraulic oil in the second cylinder 2-2 can only enter the first working chamber 2-2-1 from the second working chamber 2-2-2. That is, the piston rod 2-4 can only be stretched and cannot be compressed. Compared with the telescopic rod 2, which can only be compressed and cannot be stretched, the hydraulic oil can withstand less pressure, has higher reliability, and a longer service life.

[0053] In some embodiments, such as Figures 3a to 3d As shown, a limiting block 2-5 is provided on the piston rod 2-4, and the limiting block 2-5 is used to restrict the piston 2-3 from sliding along the axial direction of the second cylinder 2-2.

[0054] The limiting block 2-5 is, for example, a limiting ring sleeved on the piston rod 2-4, which can limit the sliding position of the piston rod 2-4; the setting position is, for example, set on the piston rod located inside the first cylinder 2-1, which can limit the ultimate stretching length, or set on the piston rod 2-4 located outside the first cylinder 2-1, which can limit the ultimate compression length; and the limiting block 2-5 can prevent the piston 2-3 from directly contacting the end of the second cylinder 2-2 during the sliding process, thus preventing wear and improving service life.

[0055] like Figure 3aThe diagram shows the structure of the telescopic rod 2 after the one-way valve 2-3-1 is open and the two-way valve 2-3-2 is closed, when it is stretched to its limit length. At this time, the telescopic rod 2 is completely locked and cannot be stretched or compressed further. The mechanism is that when the telescopic rod 2 reaches its limit stretch length, the limiting block 2-5 contacts the bottom of the second cylinder 2-2 and is limited, so it cannot be stretched further. Also, the hydraulic oil in the first working chamber 2-2-1 cannot flow to the second working chamber 2-2-2, so it cannot be compressed further. At this time, the oil chamber 2-1-2, the air chamber 2-1-1, and the second working chamber 2-2-2 are all in a low-pressure state, for example, below 1MPa. Only the first working chamber 2-2-1 is in a high-pressure state, for example, above 10MPa. The greater the compressive force borne by the telescopic rod 2, the greater the pressure in the first working chamber 2-2-1.

[0056] like Figure 3b The diagram shows the structure of the telescopic rod 2 after the one-way valve 2-3-1 is open and the two-way valve 2-3-2 is closed, but before it is stretched to its maximum length. At this time, the telescopic rod 2 can be stretched but cannot be further compressed. The mechanism is that the hydraulic oil in the second working chamber 2-2-2 can flow freely to the first working chamber 2-2-1 through the one-way valve 2-3-1. However, because the two-way valve 2-3-2 is closed, the hydraulic oil in the first working chamber 2-2-1 cannot flow to the second working chamber 2-2-2. At this time, the telescopic rod 2 will gradually and automatically return to its maximum stretched state as the suspension 3 on the left and right sides bounces up and down. When the telescopic rod 2 reaches its maximum stretched length, its telescopic movement is completely locked, realizing the function of automatically restoring the balance position and locking.

[0057] like Figure 3c The diagram shows the structure of the telescopic rod 2 after the one-way valve 2-3-1 and the two-way valve 2-3-2 are opened and stretched to their limit length. At this time, the telescopic rod 2 can be freely compressed but cannot be further stretched. The mechanism is that when the telescopic rod 2 reaches its limit stretch length, the limiting block 2-5 contacts the bottom of the second cylinder 2-2 and is limited, so it cannot be stretched further. However, the hydraulic oil in the first working chamber 2-2-1 can flow freely to the second working chamber 2-2-2 through the two-way valve 2-3-2, so it can be freely compressed. At this time, the oil chamber 2-1-2, the air chamber 2-1-1, the first working chamber 2-2-1 and the second working chamber 2-2-2 are all in a low-pressure state, for example, below 1MPa. The pressure only fluctuates slightly with the extension and retraction of the telescopic rod 2.

[0058] like Figure 3dThe diagram shows the structure of the telescopic rod 2 when the one-way valve 2-3-1 and the two-way valve 2-3-2 are open but not stretched to their limit length. At this time, the telescopic rod 2 can be freely extended and retracted. The mechanism is that the telescopic rod 2 has not reached its limit extension length, and the hydraulic oil in the second working chamber 2-2-2 can flow freely to the first working chamber 2-2-1 through the one-way valve 2-3-1 or the two-way valve 2-3-2, so it can be freely extended; the hydraulic oil in the first working chamber 2-2-1 can also flow freely to the second working chamber 2-2-2 through the two-way valve 2-3-2, so it can be freely compressed.

[0059] In some embodiments, such as Figure 4 The diagram shows the state of the stabilizer bar system when the suspension 3 bounces after the one-way valve 2-3-1 is open and the two-way valve 2-3-2 is closed. If both the left and right telescopic rods 2 are at their maximum extension length, their extension and retraction are completely locked. When the vehicle turns, the body tilts, and the wheels 3-5 on the left and right sides bounce, the suspension 3 transmits the bounce motion to the stabilizer bar 1 through the locked left and right telescopic rods 2, causing the stabilizer bar 1 to undergo torsional deformation to resist the body roll. If the left and right telescopic rods 2 are not at their maximum extension length, they can only be stretched and not compressed. The left and right telescopic rods 2 will gradually and automatically return to their maximum extension length as the suspension 3 on the left and right sides bounces up and down. When both the left and right telescopic rods 2 reach their maximum extension length, their extension and retraction are completely locked, achieving the function of automatically restoring the balance position and locking, thus allowing the stabilizer bar 1 to play its normal role in resisting body roll.

[0060] In some embodiments, such as Figure 5The diagram shows the state of the stabilizer bar system when suspension 3 bounces after the one-way valve 2-3-1 and the two-way valve 2-3-2 are open. When the two-way valve 2-3-2 is open, both the left and right telescopic rods 2 can be freely compressed from their maximum extension length. When the vehicle is in off-road condition, and the left and right wheels 3-5 bounce, the upward bounce of the left wheel 3-5 will drive the first cylinder 2-1 of the left telescopic rod 2 to move upward. Since the left telescopic rod 2 is at its maximum extension length at this time, it cannot be stretched further. The left telescopic rod 2 will bounce upward synchronously with the upward bounce of the left wheel 3-5, and drive the stabilizer bar 1 to rotate upward around the width of the vehicle, thereby driving the right telescopic rod 2 to compress. Due to the piston rod 2-4 of the right telescopic rod 2... Since it can be freely compressed, the stabilizer bar 1 will not undergo torsional deformation, meaning it will not generate torque to resist the rebound of the suspension 3 on the left and right sides. This is equivalent to disconnecting the stabilizer bar system, and the stabilizer bar 1 will not play a role in resisting body roll or the rebound of the suspension 3 on the left and right sides. At this time, even if the right wheel 3-5 jumps further down, the first cylinder 2-1 of the right telescopic bar 2 will move downward, and the right telescopic bar 2 can be further freely compressed, completely releasing the rebound travel of the suspension 3 on the left and right sides without causing the stabilizer bar 1 to undergo torsional deformation. The above describes the rebound situation of left-side up-jump and right-side down-jump. The same applies to the rebound situation of right-side up-jump and left-side down-jump. In this state, the stabilizer bar system can release the rebound travel of the suspension 3 on the left and right sides in any rebound situation, achieving rebound decoupling.

[0061] In some embodiments, such as Figures 3a to 3d As shown, one end of the telescopic rod 2 is provided with a first connecting part 2-6 for connecting the stabilizer rod 1, and the other end is provided with a second connecting part 2-7 for connecting the suspension 3.

[0062] The first connecting part 2-6 and the second connecting part 2-7 are, for example, hinges, and there is no specific limitation. The first connecting part 2-6 is disposed on the first cylinder body 2-1 and the second connecting part 2-7 is disposed on the piston rod 2-4; or the first connecting part 2-6 is disposed on the piston rod 2-4 and the second connecting part 2-7 is disposed on the first cylinder body 2-1, and there is no specific limitation.

[0063] like Figures 3a to 3d As shown, the first connecting part 2-6 is located at the bottom of the piston rod 2-4 and connected to the stabilizer bar 1, and the second connecting part 2-7 is located at the top of the first cylinder 2-1 and connected to the suspension 3.

[0064] In some embodiments, the stabilizer bar system further includes a controller electrically connected to the bidirectional valve 2-3-2 for controlling the opening and closing of the bidirectional valve 2-3-2.

[0065] The controller, for example, is an ECU control unit, and its specific implementation is not limited. It is electrically connected to the two-way valve 2-3-2. It can determine whether to disconnect the stabilizer bar system based on disconnection commands and other vehicle signals. When the disconnection conditions are met, the controller controls the two-way valve 2-3-2 to open, and the stabilizer bar system completes the disconnection action. It can also determine whether to connect the stabilizer bar system based on connection commands and other vehicle signals. When the connection conditions are met, the controller controls the two-way valve 2-3-2 to close. If the telescopic rod 2 is at its maximum extension length when the two-way valve 2-3-2 is closed, the stabilizer bar system will be completely locked. If the telescopic rod 2 is not at its maximum extension length when the two-way valve 2-3-2 is closed, the telescopic rod 2 can only be stretched and cannot be compressed. The telescopic rod 2 will gradually and automatically return to its maximum extension length as the left and right suspensions 3 bounce up and down. When the telescopic rod 2 reaches its maximum extension length, its telescopic movement is completely locked, realizing the function of automatically restoring the balance position and locking.

[0066] In some embodiments, such as Figure 2 , Figure 4 and Figure 5 As shown, the stabilizer bar 1 includes a torsion bar 1-1, and each end of the torsion bar 1-1 is provided with a connecting rod 1-2. Each connecting rod 1-2 is hinged to a telescopic rod 2. The torsion bar 1-1 is provided with at least one third connecting part 1-3 for connecting to the vehicle body.

[0067] Torsion bar 1-1 is used to provide torque, connecting rod 1-2 is used to transmit force, and third connecting part 1-3 is, for example, a bushing, etc., which is not limited. For example, a third connecting part 1-3 is sleeved at both ends of torsion bar 1-1 to connect the body and provide support.

[0068] In some embodiments, such as Figure 2 , Figure 4 and Figure 5 As shown, the suspension 3 includes an upper control arm 3-1, a steering knuckle 3-2, and a lower control arm 3-3 connected in sequence. A shock absorber assembly 3-4 is connected between the lower control arm 3-3 and the vehicle body. The end of the telescopic rod 2 away from the stabilizer bar 1 is hinged to the upper control arm 3-1, the steering knuckle 3-2, the lower control arm 3-3, or the shock absorber assembly 3-4.

[0069] The upper control arm 3-1, steering knuckle 3-2, and lower control arm 3-3 are guiding mechanisms that can control the movement trajectory of the wheel 3-5. The shock absorber assembly 3-4 plays the role of damping vehicle vibration. The telescopic rod 2 can be hinged to various components of the suspension 3, such as the upper control arm 3-1, steering knuckle 3-2, lower control arm 3-3, or shock absorber assembly 3-4, without being specifically limited.

[0070] In some embodiments of this application, a vehicle is provided that includes a stabilizer bar system as described in any of the above embodiments.

[0071] The vehicle can connect or disconnect the stabilizer bar system at any time during operation, and can suppress vehicle roll or release anti-bounce travel as needed, improving user experience and expanding application scenarios.

[0072] The various embodiments in this application are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0073] The description in this application is given for illustrative purposes and is not intended to be exhaustive or to limit the application to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described to better illustrate the principles and practical application of this application and to enable those skilled in the art to understand this application and design various embodiments with various modifications suitable for a particular purpose.

[0074] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0075] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description.

[0076] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A stabilizer bar system, applied to a vehicle, characterized in that, The utility model relates to a kind of stabilizer bar systems, comprising: Stabilizer bar (1), which is connected with vehicle body, one telescopic rod (2) is hinged at both ends of the stabilizer bar (1) respectively, each telescopic rod (2) has the first state of reciprocating telescopic length change, and the second state of only unidirectional length change and locking after changing to fixed length, the telescopic rod (2) is arranged to switch between the first state and the second state, the vehicle is provided with two suspensions (3) in width direction, and one suspension (3) is hinged with each telescopic rod (2) away from the stabilizer bar (1) respectively; The telescopic rod (2) includes: a first cylinder (2-1) for containing gas and hydraulic oil; a second cylinder (2-2) fixed in the first cylinder (2-1), coaxial with the first cylinder (2-1), for containing the hydraulic oil, the end of the second cylinder (2-2) is communicated with the first cylinder (2-1); a piston (2-3) is arranged in the second cylinder (2-2) and slides along the axial direction of the second cylinder (2-2), the piston (2-3) divides the second cylinder (2-2) into a first working chamber (2-2-1) and a second working chamber (2-2-2), the piston (2-3) is provided with two channels communicating the first working chamber (2-2-1) and the second working chamber (2-2-2), a one-way valve (2-3-1) is arranged on one of the channels, and a two-way valve (2-3-2) is arranged on the other channel; a piston rod (2-4) is connected with the piston (2-3) at one end and penetrates the first cylinder (2-1) at the other end; The stabilizer bar system further comprises a controller electrically connected with the two-way valve (2-3-2) for controlling the opening and closing of the two-way valve (2-3-2), and the one-way valve (2-3-1) is in a normally open state.

2. The stabilizer bar system of claim 1, wherein The second state is a state in which the telescopic rod (2) can only be lengthened and locked after being lengthened to the fixed length, or the second state is a state in which the telescopic rod (2) can only be shortened and locked after being shortened to the fixed length.

3. The stabilizer bar system of claim 1, wherein The piston rod (2-4) penetrates the bottom of the first cylinder (2-1), the bottom end of the second cylinder (2-2) is communicated with the first cylinder (2-1), the inlet of the one-way valve (2-3-1) is close to the second working chamber (2-2-2), and the outlet of the one-way valve (2-3-1) is close to the first working chamber (2-2-1).

4. The stabilizer bar system of claim 1, wherein, A limiting block (2-5) is arranged on the piston rod (2-4), and the limiting block (2-5) is used to limit the sliding position of the piston (2-3) along the axial direction of the second cylinder (2-2).

5. The stabilizer bar system of claim 1, wherein, One end of the telescopic rod (2) is provided with a first connecting portion (2-6) for connecting the stabilizer bar (1), and the other end is provided with a second connecting portion (2-7) for connecting the suspension (3).

6. The stabilizer bar system of claim 1, wherein, The stabilizer bar (1) comprises a torsion bar (1-1), both ends of the torsion bar (1-1) are respectively provided with a connecting rod (1-2), each connecting rod (1-2) is hingedly connected with a telescopic rod (2), and the torsion bar (1-1) is provided with at least one third connecting part (1-3) for connecting a vehicle body.

7. The stabilizer bar system of claim 1, wherein, The suspension (3) comprises a upper control arm (3-1), a steering knuckle (3-2) and a lower control arm (3-3) connected in sequence, a shock absorber assembly (3-4) is connected between the lower control arm (3-3) and a vehicle body, and a distal end of the telescopic rod (2) away from the stabilizer bar (1) is hingedly connected with the upper control arm (3-1), the steering knuckle (3-2), the lower control arm (3-3) or the shock absorber assembly (3-4). 8.A vehicle comprising the stabilizer bar system according to any one of claims 1-7.

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