Hydraulic variable-torque stabilizer bar device and active suspension system

Abstract

The invention provides a hydraulic torque conversion stabilizer bar device and an active suspension system, and the hydraulic torque conversion stabilizer bar device comprises a hydraulic torque converter which comprises an input connecting end and an output connecting end; the driving motor is in transmission connection with the input connecting end and is used for driving the hydraulic torque converter to operate; one end of the stabilizer bar assembly is in transmission connection with the output connecting end, and the other end is in transmission connection with a shock absorber assembly of the automobile; the stabilizer bar assembly further comprises a torque sensor, and the torque sensor is used for detecting torque force borne by the stabilizer bar assembly. And the controller is in signal connection with the driving motor and the torque sensor, and can control the operation of the driving motor according to a signal fed back by the torque sensor. According to the scheme, the rigidity, the height and the damping force of the suspension system can be adjusted according to actual requirements, more stable and accurate control experience is provided for a driver, and meanwhile the riding comfort is kept. The method is particularly important for medium and large vehicles, and is also suitable for limit driving modes and complex road conditions.

Description

Technical Field

[0001] The present application relates to the technical field of automobile components, and in particular to a hydraulic torque converter stabilizer bar device and an active suspension system. Background Art

[0002] More and more vehicles are no longer limited to vehicles for driving, but tend to rely on vehicles for life travel, extreme off-road challenges, life safety and other needs; for example, medium and large MPVs, SUVs, RVs and other models continue to sell well; there are higher requirements for vehicle size, comfort, safety, etc. The stabilizer bars used in the current automobile suspension structure are generally mechanical spring stabilizer bars or electric (or pneumatic) active stabilizer bars, but these two types of stabilizer bars are only suitable for meeting the basic travel needs of vehicles and improving the comfort of small and medium-sized cars with small curb weight. The application effect is not obvious for medium and large vehicles with large curb weight, and it cannot effectively solve the problems of large roll, large tail drift, large front and rear tilt and even rollover in extreme driving modes and extreme road conditions. Summary of the invention

[0003] The purpose of the embodiments of the present application is to provide a hydraulic torque converter stabilizer bar device and an active suspension system, which can solve the problem that the existing stabilizer bar structure of the existing automobile suspension is not obvious in application effect in medium and large vehicles, and cannot effectively solve the problems of large roll, large drift, large front and rear tilt and even rollover of the vehicle in extreme driving modes and extreme road conditions.

[0004] The embodiment of the present application provides a hydraulic torque converter stabilizer bar device, comprising:

[0005] A hydraulic torque converter, comprising an input connection end and an output connection end;

[0006] A driving motor, drivingly connected to the input connection end, for driving the torque converter to operate;

[0007] A stabilizer bar assembly, one end of which is transmission-connected to the output connection end, and the other end of which is transmission-connected to the shock absorber assembly of the automobile; the stabilizer bar assembly also includes a torque sensor, and the torque sensor is used to detect the torque force borne by the stabilizer bar assembly;

[0008] The controller is connected to the drive motor and the torque sensor signal, and can control the operation of the drive motor according to the signal fed back by the torque sensor.

[0009] In the above implementation process, the hydraulic torque converter is a structure that uses hydraulic oil as a working medium to transmit torque and change torque. Its input connection end is connected to the drive motor, and its output connection end is connected to the stabilizer bar assembly. When the drive motor is running, the torque will be transmitted to the stabilizer bar assembly through the hydraulic torque converter, so as to achieve the purpose of actively improving the stiffness of the stabilizer bar assembly. Importantly, the hydraulic torque converter also has the function of amplifying torque, which can realize the output of the lower torque input by the drive motor into a higher torque acting on the stabilizer bar assembly, so as to achieve the effect of greatly improving the stiffness of the stabilizer bar. A torque sensor is also provided in the stabilizer bar assembly of this scheme. The torque sensor can detect the torsional force perception on various rotating or non-rotating mechanical parts. The torque and angle signals of the stabilizer bar assembly can be detected by the torque sensor, and the signal can be fed back to the controller. The controller can control the operation of the drive motor according to the preset program to achieve the purpose of providing appropriate torque to the stabilizer bar assembly. Therefore, based on the settings of the controller and the torque sensor, the stabilizer bar device of the present solution can adjust the stiffness of the torque converter stabilizer suspension in real time according to driving conditions and road conditions, and then change the height and damping force of the active suspension device.

[0010] In some embodiments, the stabilizer bar assembly includes a crank arm, a torque transfer rod and a connecting rod, one end of the torque transfer rod is transmission-connected to the output connection end, and the other end is connected to the crank arm, and the torque sensor is arranged at the connection between the crank arm and the torque transfer rod to detect the torque between the crank arm and the torque transfer rod; one end of the crank arm away from the torque transfer rod is connected to the connecting rod, and the end of the connecting rod away from the crank arm is used to connect to the shock absorber assembly.

[0011] In the above implementation process, the stabilizer bar assembly mainly includes a crank arm, a torque transmission rod and a connecting rod. One end of the torque transmission rod is connected to the output connection end of the torque converter, and the other end is connected to the crank arm. At this key connection, a torque sensor is cleverly set, which can accurately detect the torque transmitted between the crank arm and the torque transmission rod. The other end of the crank arm is connected to the shock absorber assembly of the vehicle through a connecting rod. In this embodiment, not only the accurate transmission of torque is ensured, but also the real-time monitoring of the torque sensor provides accurate data support for the controller, thereby realizing intelligent adjustment of the performance of the suspension system.

[0012] In some embodiments, the torque transfer rod and the output connection end are connected via a diaphragm coupling.

[0013] In the above implementation process, the diaphragm coupling, with its high precision and low clearance, ensures stable and accurate torque transmission between the torque transmission rod and the output connection end, which helps to reduce energy loss and improve transmission efficiency, thereby ensuring that the stabilizer bar assembly can provide the required torque as expected. The diaphragm coupling usually has a certain elasticity and shock absorption capacity, which helps to absorb and alleviate the vibration and impact caused by uneven road surface or changing driving conditions. This performance is essential for protecting the suspension system, extending its service life and improving ride comfort. In addition, the diaphragm coupling can also adapt to certain axial, radial and angular deviations, which helps to maintain stable torque transmission under complex driving conditions. This adaptability is essential to ensure the stability and handling performance of the vehicle under various road conditions. It can also adapt to work in high temperature and harsh environments, and can operate safely under shock and vibration conditions. At the same time, it has the advantages of simple structure, light weight, small size, and easy assembly and disassembly. It can be assembled and disassembled without moving the machine, does not require lubrication, and can accurately transmit the speed. It runs without slip and is used for precision mechanical transmission.

[0014] In some embodiments, an oil circulation system is further included, wherein the oil circulation system is connected to the torque converter to provide cooling oil for the torque converter circulation.

[0015] In the above implementation process, the oil circulation system can circulate and cool the oil by continuously circulating the oil, which significantly improves the cooling efficiency of the torque converter, which helps to reduce the operating temperature of the torque converter and extend its service life. The cooled oil has better lubrication performance and lower viscosity, which helps to reduce friction loss inside the torque converter and improve transmission efficiency. In addition, the oil circulation system removes impurities and particles through the filter, preventing these harmful substances from damaging the torque converter and transmission components, and extending the service life of the transmission system.

[0016] In some embodiments, the oil circulation system includes an oil pump, an oil tank, an oil delivery pipe and an oil return pipe. The oil outlet end of the oil tank is connected to the oil pump, the oil outlet end of the oil pump is connected to the torque converter through the oil delivery pipe, and the oil return end of the oil tank is connected to the torque converter through the oil return pipe.

[0017] In the above implementation process, the oil pump serves as the power source of the oil circulation system. The oil pump is responsible for extracting oil from the oil tank and delivering it to the torque converter after pressurization. The selection of the oil pump should meet the requirements of the torque converter for oil flow and pressure. The oil tank is a container for storing oil. Its capacity should be large enough to ensure that it can continuously provide sufficient oil to the oil pump during the oil circulation process. The oil pipeline is responsible for delivering the oil pressurized by the oil pump to the torque converter. The oil pipeline should be made of pressure-resistant and corrosion-resistant materials to ensure the safety and stability of the oil during the transportation process. At the same time, the length and diameter of the oil pipeline should also be reasonably designed according to actual needs to reduce pressure loss and energy consumption during oil transportation. The oil return pipe is responsible for returning the used oil in the torque converter to the oil tank. The oil return pipe should also be made of pressure-resistant and corrosion-resistant materials, and its inner diameter should be large enough to quickly and smoothly return the oil to the oil tank. In addition, filters and other accessories can be set on the oil return pipe to remove impurities and particles in the oil to ensure the cleanliness of the oil. The design of the oil circulation system of this embodiment provides stable and reliable cooling and lubrication functions for the torque converter, significantly improving the stability and transmission efficiency of the transmission system.

[0018] In some embodiments, a hydraulic regulating valve is provided in the oil pipeline.

[0019] In the above implementation process, the hydraulic regulating valve is mainly used to control the flow and pressure of the oil in the oil pipeline. By adjusting the opening of the hydraulic regulating valve, the oil flow and pressure can be accurately controlled to meet the different requirements of the torque converter for oil. Specifically, the hydraulic regulating valve can stably control the pressure of the oil in the oil pipeline to ensure that the torque converter works under the rated pressure. When the oil pressure exceeds the set value, the hydraulic regulating valve will automatically adjust to release the excess pressure to protect the torque converter and the transmission system from damage. According to the actual needs of the torque converter, the hydraulic regulating valve can flexibly adjust the flow of the oil. When it is necessary to increase torque transmission, the flow of the oil can be increased; when it is necessary to reduce torque transmission, the flow of the oil can be reduced. This flow regulation function helps to improve the efficiency and stability of the transmission system.

[0020] In some embodiments, a one-way valve is provided in the oil return pipe, and the one-way valve is opened in one direction from the torque converter toward the oil tank.

[0021] In the above implementation process, the one-way valve can ensure that the oil can only flow in one direction in the return oil pipe, thereby preventing the oil from flowing back from the oil tank to the torque converter. This helps to keep the oil inside the torque converter clean and stable, avoid oil contamination and mixing, and protect the torque converter from damage; it can also maintain the pressure of the oil circulation system when it is not working, and can quickly start working after shutdown.

[0022] In some embodiments, the driving motor is a dual-axis motor including two power output ends, and the two power output ends are respectively connected to the oil pump and the torque converter.

[0023] In the above implementation process, a dual-axis motor is used, so that the drive motor not only serves as the power source of the torque converter, but also can serve as the power source of the oil pump at the same time. This eliminates the need for a separate power source for the oil pump, simplifies the structure, reduces costs, and improves the compactness of the entire device.

[0024] In some embodiments, the drive motor and the torque converter are connected via a transmission.

[0025] In the above implementation process, the transmission can adjust the speed and torque output by the engine so that the torque converter can obtain a sufficient input speed.

[0026] In some embodiments, it also includes an installation shell, in which a torque converter chamber, a transmission chamber, a motor chamber, an oil pump chamber and an oil tank chamber are arranged in sequence, the torque converter is installed in the torque converter chamber, the transmission is arranged in the transmission chamber, the drive motor is installed in the motor chamber, the oil pump is arranged in the oil pump chamber, and the oil tank is arranged in the oil tank chamber.

[0027] In the above implementation process, by designing a comprehensive installation shell, key components such as the torque converter, transmission, drive motor, oil pump and fuel tank are integrated together in an orderly manner, making the connection between the components tighter and more efficient, reducing energy loss and failure rate. This design not only improves the compactness and efficiency of the system, but also simplifies the overall structure, reducing manufacturing costs and maintenance difficulties.

[0028] In some embodiments, the oil tank is integrally formed in the mounting housing.

[0029] In the above implementation process, the oil tank is integrally formed in the mounting shell, which means that the oil tank and the mounting shell are manufactured through the same process, and there is no seam or connector between them. This design not only improves the bonding strength between the oil tank and the mounting shell, but also simplifies the overall structure and reduces the manufacturing cost.

[0030] In some embodiments, with the oil tank chamber as the center, two groups of the torque converter chamber, the transmission chamber, the motor chamber and the oil pump chamber are symmetrically arranged in the mounting shell.

[0031] In the above implementation process, two sets of drive motors, two sets of torque converters, two sets of stabilizer bar assemblies, etc. are symmetrically arranged on the left and right sides, which can provide support for the left and right wheels of the car respectively. The oil tank chamber is arranged in the center, so that the left and right oil circulation systems can share one oil tank, simplifying the structure and improving the compactness of the device.

[0032] In some embodiments, the torque converter includes a torque converter housing and a pump wheel, a guide wheel and a turbine arranged in the torque converter housing, the input connection end is arranged at the pump wheel, the output connection end is arranged at the turbine, the pump wheel and the turbine are spaced apart, and the guide wheel is arranged between the pump wheel and the turbine.

[0033] In the above implementation process, the pump wheel is connected to the drive motor and is responsible for transmitting the power of the drive motor to the torque converter; the pump wheel is radially equipped with many twisted blades, which rotate under the drive of the drive motor and stir the oil flow in the torque converter cavity. The oil obtains a certain speed (kinetic energy) and pressure under the action of the pump wheel blades, providing power for subsequent energy conversion. The turbine is connected to the stabilizer bar assembly in a transmission manner. When the oil flows from the pump wheel to the guide wheel and finally impacts the turbine blades, the turbine is subjected to a thrust, which is transmitted to the stabilizer bar assembly, thereby forming a torque acting on the stabilizer bar assembly. The guide wheel is located between the pump wheel and the turbine, and is installed on the guide shaft connected to the pump wheel through a one-way clutch. The guide wheel is composed of many twisted blades, and its function is to change the flow direction of the oil, thereby realizing the regulation and amplification of the torque. When the oil flows from the turbine to the pump wheel, the shape of the guide wheel blades causes the speed and direction of the oil flow to change, specifically causing the oil to change direction and impact the back of the pump wheel, giving the pump wheel an additional boost, thereby increasing the torque. Based on the above torque converter, it is possible to efficiently and smoothly transmit the torque to the stabilizer bar assembly, while having the effect of amplifying the output torque.

[0034] In some embodiments, the number of blades on the pump wheel and the turbine is 50, and the number of blades on the guide wheel is 30.

[0035] In the above implementation process, the reasonable design of the number of blades enables the torque converter to have higher efficiency in transmitting torque, and a larger number of pump and turbine blades helps to reduce energy loss and improve transmission efficiency.

[0036] In another aspect, an active suspension system is provided, comprising:

[0037] Subframe assembly;

[0038] Two steering knuckle assemblies, respectively connected to the left and right sides of the subframe assembly;

[0039] a shock absorber assembly, connected to the steering knuckle assembly;

[0040] In the above-mentioned hydraulic torque converter stabilizer bar device, the stabilizer bar assembly can be rotatably mounted on the subframe assembly, and the stabilizer bar assembly is connected to the shock absorber assembly.

[0041] In the above implementation process, based on the torque converter stabilizer bar device of this embodiment, the active suspension system of this embodiment can actively increase the stiffness of the stabilizer bar, effectively counteract the vehicle roll pressure, especially in extreme driving and complex road conditions, and can significantly improve the stability and safety of the vehicle. It can also adjust the stiffness, height and damping force of the suspension system according to actual needs, providing the driver with a more stable and precise control experience while maintaining riding comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0043] Figure 1 is a schematic structural diagram of an active suspension system in an embodiment of the present application;

[0044] Figure 2 It is a cross-sectional view of the hydraulic torque converter stabilization device described in an embodiment of the present application.

[0045] in,

[0046] 10. Hydraulic torque converter stabilizer bar device; 11. Stabilizer bar assembly; 111. Torque transmission rod; 112. Crank arm; 113. Connecting rod; 114. Torque sensor; 115. Diaphragm coupling; 12. Controller; 13. Hydraulic torque converter; 131. Pump wheel; 132. Turbine; 133. Guide wheel; 14. Oil circulation system; 141. Oil pump; 142. Oil tank; 143. Oil pipeline; 144. Oil return pipe; 145. Hydraulic regulating valve; 146. One-way valve; 15. Drive motor; 116. Mounting housing; 20. Subframe assembly; 30. Steering knuckle assembly; 40. Shock absorber assembly. DETAILED DESCRIPTION

[0047] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0048] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0049] More and more vehicles are no longer limited to vehicles for driving, but tend to rely on vehicles for life travel, extreme off-road challenges, life safety and other needs; for example, medium and large MPVs, SUVs, RVs and other models continue to sell well; there are higher requirements for vehicle size, comfort, safety, etc. The stabilizer bars used in the current automobile suspension structure are generally mechanical spring stabilizer bars or electric (or pneumatic) active stabilizer bars, but these two types of stabilizer bars are only suitable for meeting the basic travel needs of vehicles and improving the comfort of small and medium-sized cars with small curb weight. The application effect is not obvious for medium and large vehicles with large curb weight, and it cannot effectively solve the problems of large roll, large tail drift, large front and rear tilt and even rollover in extreme driving modes and extreme road conditions.

[0050] In order to overcome the above technical problems, refer to Figure 1-2 This embodiment provides a hydraulic torque converter stabilizer bar device 10, comprising:

[0051] The hydraulic torque converter 13 includes an input connection end and an output connection end;

[0052] A driving motor 15, drivingly connected to the input connection end, for driving the torque converter 13 to operate;

[0053] The stabilizer bar assembly 11 has one end drivingly connected to the output connection end and the other end drivingly connected to the shock absorber assembly 40 of the vehicle; the stabilizer bar assembly 11 also includes a torque sensor 114, and the torque sensor 114 is used to detect the torque force borne by the stabilizer bar assembly 11;

[0054] The controller 12 is connected to the drive motor 15 and the torque sensor 114 via signals, and can control the operation of the drive motor 15 according to the signal fed back by the torque sensor 114 .

[0055] The hydraulic torque converter 13 is a structure that uses hydraulic oil as a working medium to transmit and change torque. Its input connection end is connected to the drive motor 15, and its output connection end is connected to the stabilizer bar assembly 11. When the drive motor 15 is running, the torque will be transmitted to the stabilizer bar assembly 11 through the hydraulic torque converter 13, so as to actively improve the stiffness of the stabilizer bar assembly 11. Importantly, the hydraulic torque converter 13 also has the function of amplifying torque, which can realize the output of the lower torque input by the drive motor 15 into a higher torque acting on the stabilizer bar assembly 11, so as to greatly improve the stiffness of the stabilizer bar.

[0056] In the stabilizer bar assembly 11, one end is connected to the torque converter 13, and the other end can be connected to the shock absorber assembly 40 of the vehicle when used. The torque converter 13 provides torque to the stabilizer bar, and the torque of the stabilizer bar is used to counteract the roll pressure of the wheel connected to the shock absorber assembly 40, so as to improve the roll stiffness of the vehicle, thereby reducing the roll amplitude of the vehicle. Figure 2 In a specific application, the stabilizer bar assembly 11 can be rotatably mounted on the subframe assembly 20 of the vehicle, and one end is movably connected to the shock absorber assembly 40 .

[0057] In addition, a torque sensor 114 is also provided in the stabilizer bar assembly 11 of the present solution. The torque sensor 114 can detect the torsional force perception on various rotating or non-rotating mechanical parts. The torque and angle signals of the stabilizer bar assembly 11 can be detected through the torque sensor 114, and the signals are fed back to the controller 12. The controller 12 can control the operation of the drive motor 15 according to a preset program to achieve the purpose of providing appropriate torque to the stabilizer bar assembly 11. Therefore, based on the settings of the controller 12 and the torque sensor 114, the stabilizer bar device of the present solution can adjust the stiffness of the hydraulic torque converter 13 stabilizer suspension in real time according to driving conditions and road conditions, and then change the height and damping force of the active suspension device to provide the best handling performance and comfort.

[0058] The driving motor 15 is used as a power device to drive the torque converter 13 to operate. Preferably, it adopts a PWM-controlled brushless DC motor, which has a simple structure, low cost, and is cooled by axial flow of oil, and the speed can be controlled by PWM.

[0059] In summary, the torque converter 13 stabilizer bar device of this embodiment is applied to the automobile suspension and has at least the following beneficial effects:

[0060] 1. Significantly improve vehicle stability: Through the torque transmission and amplification function of the torque converter 13, the device can actively increase the stiffness of the stabilizer bar and effectively resist the vehicle roll pressure, especially in extreme driving and complex road conditions, which can significantly improve the stability and safety of the vehicle.

[0061] 2. Intelligent adaptation to different driving conditions: The torque sensor 114 in the device can monitor the torque and angle signals of the stabilizer bar assembly 11 in real time, and feed these signals back to the controller 12. The controller 12 intelligently adjusts the operation of the drive motor 15 according to the real-time feedback signals and the preset program to ensure that the stabilizer bar assembly 11 provides appropriate torque, thereby adjusting the performance of the suspension system in real time according to driving conditions and road conditions.

[0062] 3. Optimize handling performance and comfort: The hydraulic torque converter stabilizer bar device 10 can adjust the stiffness, height and damping force of the suspension system according to actual needs, providing the driver with a more stable and precise handling experience while maintaining riding comfort. This is particularly important for medium and large vehicles, and can significantly improve the quality of driving and riding.

[0063] 4. Enhance vehicle adaptability: This device is not only suitable for ordinary driving conditions, but also particularly suitable for extreme driving modes and complex road conditions, such as off-road, high-speed turning, etc. By intelligently adjusting the performance of the suspension system, the vehicle can better adapt to various road and environmental conditions, improving driving reliability and safety.

[0064] In some embodiments, the stabilizer bar assembly 11 includes a crank arm 112, a torque transfer rod 111 and a connecting rod 113, one end of the torque transfer rod 111 is transmission-connected to the output connection end, and the other end is connected to the crank arm 112, and the torque sensor 114 is arranged at the connection between the crank arm 112 and the torque transfer rod 111 to detect the torque between the crank arm 112 and the torque transfer rod 111; one end of the crank arm 112 away from the torque transfer rod 111 is connected to the connecting rod 113, and the end of the connecting rod 113 away from the crank arm 112 is used to connect the shock absorber assembly 40.

[0065] The stabilizer bar assembly 11 mainly includes a crank arm 112, a torque transmission rod 111 and a connecting rod 113. One end of the torque transmission rod 111 is connected to the output connection end of the torque converter 13, and the other end is connected to the crank arm 112. At this key connection, a torque sensor 114 is cleverly set, which can accurately detect the torque transmitted between the crank arm 112 and the torque transmission rod 111. The other end of the crank arm 112 is connected to the shock absorber assembly 40 of the vehicle through the connecting rod 113. In this embodiment, not only the accurate transmission of torque is ensured, but also the real-time monitoring of the torque sensor 114 provides accurate data support for the controller 12, thereby realizing intelligent adjustment of the performance of the suspension system.

[0066] Among them, the crank arm 112, the torque transmission rod 111, etc. are preferably formed by 65Mn spring steel and then heat treated.

[0067] Universal ball pins are welded and fixed at both ends of the connecting rod 113. The two universal ball pins are respectively connected to the crank arm 112 and the shock absorber assembly 40 by bolts, so as to realize the movable connection between the two ends of the connecting rod 113, so as to feed back the torque output by the stabilizer bar assembly 11 to the shock absorber assembly 40 to resist the tilt of the vehicle body. The universal ball pin is preferably made of high alloy steel 40Cr to ensure durability.

[0068] In some embodiments, the torque transfer rod 111 is transmission-connected to the output connection end via a diaphragm coupling 115 .

[0069] The diaphragm coupling 115 is mainly composed of a diaphragm, a sleeve (or a half coupling), bolts, etc. Among them, the diaphragm is the core component of the coupling, usually composed of several groups of stainless steel sheets connected to two half couplings alternately with bolts, and each group of diaphragms is composed of several stacked sheets.

[0070] The diaphragm coupling 115, with its high precision and low clearance, ensures stable and accurate torque transmission between the torque transmission rod 111 and the output connection end, which helps to reduce energy loss and improve transmission efficiency, thereby ensuring that the stabilizer bar assembly 11 can provide the required torque as expected. The diaphragm coupling 115 usually has a certain elasticity and shock absorption capacity, which helps to absorb and alleviate the vibration and impact caused by uneven road surface or changes in driving conditions. This performance is essential for protecting the suspension system, extending its service life and improving ride comfort. In addition, the diaphragm coupling 115 can also adapt to certain axial, radial and angular deviations, which helps to maintain stable torque transmission under complex driving conditions. This adaptability is essential for ensuring the stability and handling performance of the vehicle under various road conditions. It can also adapt to work in high temperature and harsh environments, and can operate safely under shock and vibration conditions. At the same time, it has the advantages of simple structure, light weight, small size, and easy assembly and disassembly. It can be assembled and disassembled without moving the machine, does not require lubrication, and can accurately transmit the rotation speed, and runs without slip for precision mechanical transmission.

[0071] In some embodiments, an oil circulation system 14 is further included. The oil circulation system 14 is connected to the torque converter 13 to provide cooling oil for the torque converter 13 to circulate.

[0072] The oil circulation system 14 can circulate and cool the oil by continuously circulating the oil, which significantly improves the cooling efficiency of the torque converter 13, which helps to reduce the operating temperature of the torque converter 13 and extend its service life. The cooled oil has better lubrication performance and lower viscosity, which helps to reduce the friction loss inside the torque converter 13 and improve the transmission efficiency. In addition, the oil circulation system 14 removes impurities and particles through the filter, preventing these harmful substances from damaging the torque converter 13 and transmission components, and extending the service life of the transmission system.

[0073] In some embodiments, the oil circulation system 14 includes an oil pump 141, an oil tank 142, an oil pipe 143 and an oil return pipe 144. The oil outlet end of the oil tank 142 is connected to the oil pump 141, the oil outlet end of the oil pump 141 is connected to the torque converter 13 through the oil pipe 143, and the oil return end of the oil tank 142 is connected to the torque converter 13 through the oil return pipe 144.

[0074] The oil pump 141 is the power source of the oil circulation system 14. The oil pump 141 is responsible for extracting oil from the oil tank 142 and delivering it to the torque converter 13 after pressurization. The selection of the oil pump 141 should meet the requirements of the torque converter 13 for oil flow and pressure. The oil tank 142 is a container for storing oil. Its capacity should be large enough to ensure that it can continuously provide enough oil for the oil pump 141 during the oil circulation process. The oil pipe 143 is responsible for delivering the pressurized oil of the oil pump 141 to the torque converter 13. The oil pipe 143 should be made of pressure-resistant and corrosion-resistant materials to ensure the safety and stability of the oil during the transportation process. At the same time, the length and diameter of the oil pipe 143 should also be reasonably designed according to actual needs to reduce pressure loss and energy consumption during the oil transportation process. The oil return pipe 144 is responsible for returning the used oil in the torque converter 13 to the oil tank 142. The oil return pipe 144 should also be made of pressure-resistant and corrosion-resistant materials, and ensure that its inner diameter is large enough to quickly and smoothly return the oil to the oil tank 142. In addition, accessories such as filters can be set on the oil return pipe 144 to remove impurities and particles in the oil to ensure the cleanliness of the oil.

[0075] The design of the oil circulation system 14 of this embodiment provides stable and reliable cooling and lubrication functions for the torque converter 13, significantly improving the stability and transmission efficiency of the transmission system.

[0076] Optionally, the oil pump 141 is a rotary oil pump 141, which delivers oil with a certain pressure through rotation; it can adopt a roller type, gear type, or blade type structure.

[0077] In some embodiments, a hydraulic regulating valve 145 is disposed in the oil delivery pipe 143 .

[0078] The hydraulic regulating valve 145 is mainly used to control the flow and pressure of the oil in the oil pipe 143. By adjusting the opening of the hydraulic regulating valve 145, the oil flow and pressure can be accurately controlled, thereby meeting the different oil requirements of the torque converter 13. Specifically, the hydraulic regulating valve 145 can stably control the pressure of the oil in the oil pipe 143 to ensure that the torque converter 13 works under the rated pressure. When the oil pressure exceeds the set value, the hydraulic regulating valve 145 will automatically adjust to release the excess pressure to protect the torque converter 13 and the transmission system from damage. According to the actual needs of the torque converter 13, the hydraulic regulating valve 145 can flexibly adjust the flow of the oil. When it is necessary to increase the torque transmission, the flow of the oil can be increased; when it is necessary to reduce the torque transmission, the flow of the oil can be reduced. This flow regulation function helps to improve the efficiency and stability of the transmission system.

[0079] Preferably, the hydraulic regulating valve 145 adopts an electromagnetic automatic control structure, which is connected to the controller 12 by signal and can be coordinated and controlled by the controller 12 to ensure reliable operation of the device.

[0080] In some embodiments, a one-way valve 146 is disposed in the oil return pipe 144 , and the one-way valve 146 is opened in one direction from the torque converter 13 toward the oil tank 142 .

[0081] The one-way valve 146 can ensure that the oil can only flow in one direction in the return oil pipe 144, thereby preventing the oil from flowing back from the oil tank 142 to the torque converter 13. This helps to keep the oil inside the torque converter 13 clean and stable, avoid oil contamination and mixing, and protect the torque converter 13 from damage; it can also maintain the pressure of the oil circulation system 14 when it is not working, and can quickly start working after shutdown.

[0082] In some embodiments, the driving motor 15 is a dual-axis motor, which includes two power output ends, and the two power output ends are respectively connected to the oil pump 141 and the torque converter 13.

[0083] The use of a dual-axis motor allows the drive motor 15 to serve not only as the power source of the torque converter 13, but also as the power source of the oil pump 141 at the same time. This eliminates the need for a separate power source for the oil pump 141, simplifies the structure, reduces costs, and improves the compactness of the entire device.

[0084] In some embodiments, the drive motor 15 and the torque converter 13 are connected via a transmission.

[0085] The transmission can adjust the speed and torque output by the engine so that the torque converter 13 can obtain a sufficient input speed. Preferably, the transmission is an acceleration transmission, which can increase the speed of the pump wheel 131 in the torque converter 13.

[0086] In some embodiments, it also includes an installation shell 116, in which a torque converter chamber, a transmission chamber, a motor chamber, an oil pump 141 chamber and an oil tank 142 chamber are arranged in sequence, the torque converter 13 is installed in the torque converter chamber, the transmission is arranged in the transmission chamber, the drive motor 15 is installed in the motor chamber, the oil pump 141 is arranged in the oil pump 141 chamber, and the oil tank 142 is arranged in the oil tank 142 chamber.

[0087] By designing a comprehensive mounting housing 116, key components such as the torque converter 13, transmission, drive motor 15, oil pump 141 and oil tank 142 are orderly integrated together, making the connection between the various components tighter and more efficient, reducing energy loss and failure rate. This design not only improves the compactness and efficiency of the system, but also simplifies the overall structure, reducing manufacturing costs and maintenance difficulties.

[0088] Preferably, the mounting housing 116 is made of aluminum alloy, cast iron or stainless steel sheet metal.

[0089] In some embodiments, the oil tank 142 is integrally formed in the mounting housing 116 .

[0090] The oil tank 142 is integrally formed in the mounting housing 116, which means that the oil tank 142 and the mounting housing 116 are manufactured through the same process, and there is no seam or connector between them. This design not only improves the bonding strength between the oil tank 142 and the mounting housing 116, but also simplifies the overall structure and reduces the manufacturing cost.

[0091] In some embodiments, with the oil tank 142 chamber as the center, two groups of the torque converter chamber, the transmission chamber, the motor chamber and the oil pump 141 chamber are symmetrically arranged in the mounting shell 116.

[0092] That is, two sets of drive motors 15, two sets of torque converters 13, two sets of stabilizer bar assemblies 11, etc. are symmetrically arranged on the left and right sides, so as to provide support for the left and right wheels of the vehicle respectively. The oil tank 142 is arranged in the center, so that the left and right sets of oil circulation systems 14 can share one oil tank 142, simplifying the structure and improving the compactness of the device.

[0093] In some embodiments, the torque converter 13 includes a torque converter housing and a pump wheel 131, a guide wheel 133 and a turbine 132 arranged in the torque converter housing, the input connection end is arranged at the pump wheel 131, the output connection end is arranged at the turbine 132, the pump wheel 131 and the turbine 132 are arranged at intervals, and the guide wheel 133 is arranged between the pump wheel 131 and the turbine 132.

[0094] The pump wheel 131 is connected to the drive motor 15 and is responsible for transmitting the power of the drive motor 15 to the torque converter 13. The pump wheel 131 is radially provided with many twisted blades. These blades rotate when driven by the drive motor 15, stirring the oil flow in the torque converter cavity. Under the action of the blades of the pump wheel 131, the oil obtains a certain speed (kinetic energy) and pressure, providing power for subsequent energy conversion.

[0095] The turbine 132 is transmission-connected to the stabilizer bar assembly 11 . When oil flows from the pump wheel 131 to the guide wheel 133 and finally hits the blades of the turbine 132 , the turbine 132 is acted upon by a thrust, which is transmitted to the stabilizer bar assembly 11 , thereby forming a torque acting on the stabilizer bar assembly 11 .

[0096] The guide wheel 133 is located between the pump wheel 131 and the turbine 132, and is installed on the conduit shaft connected to the pump wheel 131 through a one-way clutch. The guide wheel 133 is composed of many twisted blades, and its function is to change the flow direction of the oil, thereby adjusting and amplifying the torque. When the oil flows from the turbine 132 to the pump wheel 131, the shape of the blades of the guide wheel 133 changes the speed and direction of the oil flow, specifically causing the oil to change direction and impact the back of the pump wheel 131, giving the pump wheel 131 an additional boost, thereby increasing the torque.

[0097] Based on the above torque converter 13 , it is possible to efficiently and smoothly transmit the torque to the stabilizer bar assembly 11 , while having the effect of amplifying the output torque.

[0098] In some embodiments, the number of blades on the pump wheel 131 and the turbine 132 is 50, and the number of blades on the guide wheel 133 is 30.

[0099] Reasonable design of the number of blades enables the torque converter 13 to have higher efficiency in transmitting torque. A larger number of blades of the pump wheel 131 and the turbine wheel 132 helps to reduce energy loss and improve transmission efficiency.

[0100] On the other hand, refer to Figure 1 , providing an active suspension system, comprising:

[0101] Subframe assembly 20;

[0102] Two steering knuckle assemblies 30 are respectively connected to the left and right sides of the sub-frame assembly 20;

[0103] A shock absorber assembly 40 connected to the steering knuckle assembly 30;

[0104] In the above-mentioned torque converter stabilizer bar device 10 , the stabilizer bar assembly 11 can be rotatably mounted on the sub-frame assembly 20 , and the stabilizer bar assembly 11 is connected to the shock absorber assembly 40 .

[0105] The subframe assembly 20 is mainly composed of left and right longitudinal beams, front cross beams, and rear cross beams, all of which are made of high-strength automotive steel material: SAPH590, which is firmly and reliably welded after die stamping and bending. Four high-strength mounting holes are designed on the left and right longitudinal beams, and high-strength bolts are used to firmly connect the subframe to the body. The subframe assembly 20 can be used as a frame that integrates and carries all suspension components.

[0106] The steering knuckle assembly 30 is mainly composed of a steering knuckle, a wheel hub bearing, and a brake disc, which are firmly connected by bolts. The upper end is firmly connected to the shock absorber assembly 40 by bolts, and the lower end is firmly connected to the control arm by bolts. The steering knuckle assembly 30 is also called "ram's horn". It is one of the important parts in the steering axle of the automobile, which can make the automobile run stably and sensitively transmit the driving direction. The function of the steering knuckle is to transmit and bear the front load of the automobile, support and drive the front wheel to rotate around the kingpin to steer the automobile.

[0107] The shock absorber assembly 40 is mainly composed of a shock absorber and a coil spring; the upper end is firmly connected to the vehicle body by bolts, the lower end is firmly connected to the steering knuckle assembly 30 by bolts, and the middle is firmly connected to the connecting rod 113 by bolts; the shock absorber assembly 40 can eliminate the vibration caused by the road surface. It uses fluid to convert the elastic energy of the spring into heat energy, so that the vehicle movement convergence is most reasonable, and the driving stability is improved, thereby providing the driver with a sense of comfort and stability.

[0108] Similarly, based on the torque converter stabilizer bar device 10 of this embodiment, the active suspension system of this embodiment can actively increase the stiffness of the stabilizer bar, effectively counteract the vehicle roll pressure, and significantly improve the stability and safety of the vehicle, especially under extreme driving and complex road conditions. The stiffness, height and damping force of the suspension system can also be adjusted according to actual needs, providing the driver with a more stable and precise control experience while maintaining riding comfort.

[0109] The above description is only an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0110] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0111] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

Claims

1. A hydraulic torque converter stabilizer bar device, characterized in that: include: A hydraulic torque converter, comprising an input connection end and an output connection end; A driving motor, drivingly connected to the input connection end, for driving the torque converter to operate; A stabilizer bar assembly, one end of which is transmission-connected to the output connection end, and the other end of which is transmission-connected to the shock absorber assembly of the automobile; the stabilizer bar assembly also includes a torque sensor, and the torque sensor is used to detect the torque force borne by the stabilizer bar assembly; The controller is connected to the drive motor and the torque sensor signal, and can control the operation of the drive motor according to the signal fed back by the torque sensor.

2. The torque converter stabilizer bar device according to claim 1, characterized in that: The stabilizer bar assembly includes a crank arm, a torque transfer rod and a connecting rod, one end of the torque transfer rod is transmission-connected to the output connection end, and the other end is connected to the crank arm, and the torque sensor is arranged at the connection between the crank arm and the torque transfer rod to detect the torque between the crank arm and the torque transfer rod; one end of the crank arm away from the torque transfer rod is connected to the connecting rod, and one end of the connecting rod away from the crank arm is used to connect to the shock absorber assembly.

3. The torque converter stabilizer bar device according to claim 2, characterized in that: The torque transmission rod and the output connection end are transmission connected via a diaphragm coupling.

4. The torque converter stabilizer bar device according to claim 1, characterized in that: The invention also includes an oil circulation system, wherein the oil circulation system is connected to the torque converter to provide cooling oil for the torque converter circulation.

5. The torque converter stabilizer bar device according to claim 4, characterized in that: The oil circulation system includes an oil pump, an oil tank, an oil delivery pipe and an oil return pipe. The oil outlet end of the oil tank is connected to the oil pump, the oil outlet end of the oil pump is connected to the torque converter through the oil delivery pipe, and the oil return end of the oil tank is connected to the torque converter through the oil return pipe.

6. The torque converter stabilizer bar device according to claim 5, characterized in that: A hydraulic regulating valve is arranged in the oil delivery pipe.

7. The torque converter stabilizer bar device according to claim 5, characterized in that: A one-way valve is arranged in the oil return pipe, and the one-way valve is opened in one direction from the torque converter to the oil tank.

8. The torque converter stabilizer bar device according to claim 5, characterized in that: The drive motor is a dual-shaft motor, which includes two power output ends, and the two power output ends are respectively connected to the oil pump and the hydraulic torque converter; the drive motor and the hydraulic torque converter are connected through a transmission.

9. The torque converter stabilizer bar device according to claim 8, characterized in that: It also includes an installation shell, wherein the installation shell is provided with a torque converter chamber, a transmission chamber, a motor chamber, an oil pump chamber and an oil tank chamber which are arranged in sequence, the hydraulic torque converter is installed in the torque converter chamber, the transmission is arranged in the transmission chamber, the drive motor is installed in the motor chamber, the oil pump is arranged in the oil pump chamber, and the oil tank is arranged in the oil tank chamber; The oil tank is integrally formed in the mounting housing; With the oil tank chamber as the center, two groups of torque converter chambers, transmission chambers, motor chambers and oil pump chambers are symmetrically arranged in the mounting housing; The hydraulic torque converter includes a torque converter housing and a pump wheel, a guide wheel and a turbine arranged in the torque converter housing, the input connection end is arranged at the pump wheel, the output connection end is arranged at the turbine, the pump wheel and the turbine are arranged at intervals, and the guide wheel is arranged between the pump wheel and the turbine.

10. An active suspension system, characterized in that: include: Subframe assembly; Two steering knuckle assemblies, respectively connected to the left and right sides of the subframe assembly; a shock absorber assembly, connected to the steering knuckle assembly; According to any one of claims 1 to 9, the stabilizer bar assembly is rotatably mounted on the subframe assembly, and the stabilizer bar assembly is connected to the shock absorber assembly.

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