Suspension assembly, suspension system and vehicle

Abstract

The invention discloses a suspension assembly, a suspension system and a vehicle, relates to the technical field of vehicle chassis, and aims to improve the flexibility of rigidity adjustment and reduce the cost. The suspension assembly comprises a first stabilizer bar, a second stabilizer bar, a limiting mechanism and a rigidity mechanism, the rigidity mechanism comprises two first elastic pieces, the first ends of the two first elastic pieces are in sliding connection with the first end of the second stabilizer bar, and the second ends of the two first elastic pieces are arranged on the two sides, limiting the rotating direction of the first stabilizer bar, of the first end of the first stabilizer bar. When the limiting mechanism limits movement of the first ends of the two first elastic pieces, the second ends of the two first elastic pieces make contact with the first stabilizer bar, and when the limiting mechanism allows movement of the first ends of the two first elastic pieces, the first ends of the two first elastic pieces slide on the second stabilizer bar along with relative rotation of the first stabilizer bar and the second stabilizer bar. The rigidity adjusting mode of the suspension assembly is flexible, a high-power power source is not needed, and the cost of the suspension assembly can be effectively reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle chassis, and particularly to a suspension assembly, a suspension system and a vehicle. Background Art

[0002] With the development of automotive technology, people's requirements for the overall vehicle comfort are also getting higher and higher. As an important subsystem of the vehicle chassis system, the suspension system can be used to transmit the forces and torques acting between the wheels and the vehicle frame, and can buffer the impact force transmitted from the uneven road surface to the vehicle frame or body, reducing the body vibration caused thereby. The performance of the suspension system will directly affect the driving stability and riding comfort, and has now become one of the basic configurations of vehicles.

[0003] Traditional suspension systems use passive suspensions as the main components. Passive suspensions, with their low-cost advantages, have been a mainstream suspension for a long time. However, passive suspensions always maintain the coupling of the left and right wheel sides, which reduces the vehicle performance and riding comfort in some working conditions where coupling is not required, such as off-road conditions or single-side manhole cover conditions. In response to this, semi-active suspensions and active suspensions have gradually emerged. Semi-active suspensions, with their advantages such as controllability and adaptive adjustability, are equipped on more and more vehicle models. They usually consist of coil springs or gas springs and dampers with continuously adjustable damping. Active suspensions are configured on very few top-level vehicle models and require a high-power power source for additional energy input, such as a hydraulic pump or a linear motor, etc., to achieve active adjustment operations. However, existing semi-active suspensions have poor flexibility in stiffness adjustment, while active suspensions, although able to flexibly adjust stiffness, have very high costs. It is difficult for these two existing suspensions to be widely applied in vehicle chassis.

[0004] In summary, how to reduce the cost of the suspension system on the premise of flexibly adjusting the stiffness is a technical problem that the suspension system urgently needs to solve at present. Summary of the Invention

[0005] The present application provides a suspension assembly, a suspension system and a vehicle, so as to reduce the cost of the suspension system on the premise of flexibly adjusting the stiffness.

[0006] In a first aspect, the present application provides a suspension assembly, including a first stabilizer bar, a second stabilizer bar, a limiting mechanism, and a stiffness mechanism. The first end of the first stabilizer bar is rotatably connected to the first end of the second stabilizer bar. The second end of the first stabilizer bar is connected to a first wheel side, and the second end of the second stabilizer bar is connected to a second wheel side. The stiffness mechanism includes a stiffness module, and the stiffness module includes two first elastic members disposed circumferentially on the second stabilizer bar. The first ends of the two first elastic members are both slidably connected to the first end of the second stabilizer bar, and the second ends of the two first elastic members are disposed on both sides of the first end of the first stabilizer bar that limit its rotation direction. The limiting mechanism is used to limit or allow the movement of the first ends of the two first elastic members. When the limiting mechanism limits the movement of the first ends of the two first elastic members, the second ends of the two first elastic members contact the first stabilizer bar. When the limiting mechanism allows the movement of the first ends of the two first elastic members, the first ends of the two first elastic members slide on the second stabilizer bar as the first stabilizer bar and the second stabilizer bar rotate relative to each other.

[0007] In the above suspension assembly, when the first ends of the two first elastic members are restricted from moving, as the first stabilizer bar and the second stabilizer bar rotate relative to each other, the two first elastic members are compressed, and the two first elastic members generate a reaction force, which can be used to inhibit the relative rotation of the first stabilizer bar and the second stabilizer bar, so that the suspension assembly generates roll stiffness. On the contrary, when the first ends of the two first elastic members are allowed to move, as the first stabilizer bar and the second stabilizer bar rotate relative to each other, the two first elastic members can slide relative to the second stabilizer bar, and the suspension assembly does not generate roll stiffness. It can be seen that with the structural design of this suspension assembly, only by operating the limiting mechanism to restrict or not restrict the movement of the first ends of the two first elastic members, the suspension assembly can be switched between having stiffness and not having stiffness, the flexibility of stiffness adjustment is relatively high, and there is no need for a high-power power source, so the cost of the suspension assembly can be effectively reduced.

[0008] In a possible design, the stiffness mechanism may include a plurality of stiffness modules, and the first elastic members in the plurality of stiffness modules are arranged axially along the second stabilizer bar.

[0009] Through the above design, the suspension assembly can generate multiple stiffnesses. For example, by controlling the number of stiffness modules participating in the work, the suspension assembly can be in the required stiffness. The more stiffness modules participating in the work, the greater the generated stiffness and the stronger the ability to inhibit roll.

[0010] In a possible design, a first groove body along the axial direction of the first stabilizer bar is formed at the first end of the first stabilizer bar, and the first end of the second stabilizer bar is sleeved in the first groove body.

[0011] With the above design, the first end of the first stabilizer bar and the first end of the second stabilizer bar can be rotatably connected by sleeving. The sleeving method can increase the contact area between the two, and can improve the stability of the rotational connection.

[0012] In a possible design, there is a convex structure on the inner wall of the housing of the first groove body. The convex structure is arranged along the axial direction of the first stabilizer bar, and the second ends of the two first elastic members are located on both sides of the convex structure.

[0013] With the above design, when the convex structure rotates with the first stabilizer bar, the second ends of the two first elastic members can contact on both sides of the convex structure, generating an inhibitory effect on the rotation of the convex structure, and further playing an inhibitory role in the rotation of the first stabilizer bar where the convex structure is located. This method only needs to set a convex structure on the inner shell of the groove at the first end of the first stabilizer bar to inhibit the rotation of the first stabilizer bar. The structure is relatively simple and the cost is relatively low.

[0014] In a further possible design, the two first elastic members can be arranged to surround the second stabilizer bar circumferentially on both sides of the convex structure.

[0015] With the above design, the two first elastic members can surround the circumference of the second stabilizer bar, and it is relatively easy to realize the sliding connection between the first ends of the two first elastic members and the second stabilizer bar.

[0016] In a possible design, the stiffness module can further include two sliding members corresponding to the two first elastic members one by one. Any one of the sliding members is connected between the first end of the corresponding first elastic member and the first end of the second stabilizer bar.

[0017] With the above design, the sliding member can be used as a sliding medium between the first end of the first elastic member and the second stabilizer bar, avoiding the direct contact between the first end of the first elastic member and the second stabilizer bar. On the one hand, it can reduce the friction between the first end of the first elastic member and the second stabilizer bar and improve the smoothness of the sliding. On the other hand, it can also prevent the first end of the first elastic member from being worn and improve the service life of the first elastic member.

[0018] In a further possible design, the first end of the second stabilizer bar has a first cavity, and two opposite holes are opened on the circumferential side wall of the first cavity. The two holes correspond to the two sliding members one by one. The first end of any one of the sliding members is embedded in the corresponding hole, and the second end of any one of the sliding members is fixedly connected to the corresponding first elastic member.

[0019] With the above design, the hole can be regarded as a chute opened on the second stabilizer bar. By sliding the sliding member in this chute, the sliding of the sliding member on the second stabilizer bar can be realized.

[0020] In an example of the above design, the stiffness module may further include two second elastic members corresponding to the two sliding members one by one. Any one of the second elastic members is connected between the corresponding sliding member and the outer shell of the first cavity, and is used to press or tension the sliding member against the first cavity.

[0021] Through the above design, the second elastic member can achieve a stable connection between the sliding member and the first cavity, and prevent the sliding member from moving circumferentially along the second stabilizing rod.

[0022] In an example of the above design, the first cavity may include two sub-cavities corresponding to the two sliding members one by one, and two holes are respectively formed on the two sub-cavities; the limiting mechanism includes an accumulator, two valve bodies and pipelines. The two valve bodies correspond to the two sub-cavities one by one. The pipeline is used to connect the accumulator with the first end of any one of the valve bodies, and the second end of any one of the valve bodies with the sub-cavity corresponding to the valve body; when the two valve bodies are disconnected, the two sub-cavities are filled with liquid, and the liquid can be used to limit the sliding of the first ends of the two sliding members in the holes of the two sub-cavities; when the two valve bodies are conducted, the two sliding members slide in the holes of the two sub-cavities along with the relative rotation of the first stabilizing rod and the second stabilizing rod, and the liquid in the two sub-cavities can flow into the accumulator through the pipeline.

[0023] In the above example, the limiting mechanism is at least realized by an accumulator, a valve body and the corresponding pipeline. By adopting this limiting mechanism, only by disconnecting or conducting the valve body corresponding to any one stiffness module, the two states of providing stiffness or not providing stiffness of the stiffness module can be realized. This kind of stiffness adjustment method is relatively simple and can better improve the flexibility of stiffness adjustment.

[0024] In a further possible example, the stiffness mechanism may include multiple stiffness modules. The first end of the second stabilizing rod has multiple groups of sub-cavities corresponding to the multiple stiffness modules one by one. The multiple groups of sub-cavities are arranged along the axial direction of the second stabilizing rod. Each group of sub-cavities includes two sub-cavities corresponding to the two sliding members in the corresponding stiffness module; the limiting mechanism includes multiple groups of valve bodies and multiple groups of pipelines corresponding to the multiple groups of sub-cavities one by one. Each group of valve bodies includes two valve bodies corresponding to the corresponding group of sub-cavities, and each group of pipelines is used to connect the accumulator, the corresponding group of valve bodies and the corresponding group of sub-cavities.

[0025] In the above example, the suspension assembly can achieve 2 N kinds of stiffness states, where N is the number of stiffness modules. For example, when there are 3 stiffness modules, the suspension assembly may provide 8 kinds of stiffness states. The number of these stiffness states is relatively large, so that the selectivity of stiffness adjustment is relatively strong, and the applicable scenarios of the suspension assembly can be effectively improved.

[0026] In another example of the above design, the limiting mechanism may include a nut and a lead screw, which are arranged in the first cavity along the axial direction of the second stabilizing rod, a screw hole is opened inside the nut, the first end of the lead screw is connected to the first cavity, and the second end of the lead screw is embedded in the screw hole; the lead screw is used to rotate in the screw hole to drive the nut to move, and when the nut moves to a position in contact with the first ends of the two sliding parts, the two sliding parts are limited; when the nut moves to a position offset from the two sliding parts, the two sliding parts slide in the hole of the first cavity with the relative rotation of the first stabilizing rod and the second stabilizing rod.

[0027] In the above example, the limiting mechanism is realized by at least a lead screw and a nut. By adopting this limiting mechanism, it is only necessary to drive the lead screw to rotate to drive the nut to move to a position in contact with or not in contact with the sliding part, thereby realizing the two states of the stiffness module where the sliding part is located providing stiffness or not providing stiffness. This stiffness adjustment method is also relatively simple and can better improve the flexibility of stiffness adjustment.

[0028] In a further possible example, the side wall of the nut may have two grooves corresponding to the two sliding members one by one, and when the nut moves to a position in contact with the two sliding members, any sliding member may be embedded in the corresponding groove.

[0029] In the above example, the groove can limit the first end of the sliding member embedded therein, thereby preventing the first end of the sliding member from moving in the axial direction of the second stabilizing rod, thereby ensuring the stability of the first end of the sliding member being limited.

[0030] In a further possible example, the limit mechanism may further include a driving part, which is connected to the lead screw and is used to drive the lead screw to rotate in the screw hole. The driving part may be an electrically driven component, such as a motor, or a manually driven component, such as a knob, or a hydraulically driven component, such as a hydraulic pump, or a component driven by other energy sources, without specific limitation.

[0031] In the above design, the driving action of the driving unit can ensure that the lead screw rotates accurately to the required angle.

[0032] In a further possible example, the limiting mechanism may also include a third elastic member, which is connected between the first end of the lead screw and the first cavity; the third elastic member is used to allow the lead screw to compress the third elastic member after the movement of the lead screw is blocked by the sliding member, and to drive the lead screw to move in a direction close to the sliding member after the blockage disappears.

[0033] In the above example, when the roll angle is relatively large, the sliding member generates a relatively large resistance to the nut, resulting in the nut being unable to continue to advance. In this case, the presence of the third elastic member allows the lead screw to move in the reverse direction, causing the third elastic member to be compressed and preloaded by the lead screw. After the roll angle becomes smaller, the preloaded third elastic member can then push the lead screw and the nut to move together to the corresponding position. In this way, the movement of the lead screw and the nut can be prevented from being stuck in the scenario where the roll angle is relatively large, ensuring that the lead screw and the nut can move normally to the position corresponding to the target stiffness.

[0034] In a further possible example, the stiffness mechanism may include a plurality of stiffness modules, and the side wall of the nut has a plurality of groups of grooves corresponding one-to-one to the plurality of stiffness modules. Each group of grooves includes two grooves corresponding one-to-one to two sliding members in the corresponding stiffness module.

[0035] In the above example, the suspension assembly can achieve N + 1 stiffness states, where N is the number of stiffness modules. For example, when there are 3 stiffness modules, the suspension assembly can provide 4 stiffness states. The number of these stiffness states is much more than the stiffness states that can be achieved by the existing semi-active suspensions, making the selectivity of stiffness adjustment relatively strong, and thus effectively improving the applicable application scenarios of the suspension assembly.

[0036] In a possible design, the first elastic member may include one or more elastic elements. When including a plurality of elastic elements, the plurality of elastic elements can be embedded or spliced together. Among them, an elastic element refers to any element that can deform, such as a spring, rubber, air cylinder, or hydraulic accumulator, etc.

[0037] In the above design, a single elastic element can make the suspension assembly have a relatively regular stiffness characteristic throughout the process, while a combined elastic element can make the stiffness characteristic of the suspension assembly change at a certain node. By enabling the first elastic member to support a single elastic element or a combined elastic element, one or more elastic elements can be selected to construct the first elastic member according to the actual scenario requirements, improving the adaptability of the suspension assembly to the actual application scenario.

[0038] In a second aspect, the present application provides a suspension system, including a control unit and the suspension assembly in the first aspect or any design in the first aspect. The control unit is connected to the limit mechanism in the suspension assembly; the control unit is configured to send a first control signal to the limit mechanism according to the target stiffness; the limit mechanism is configured to limit or allow the movement of the first ends of two first elastic members in one or more stiffness modules according to the first control signal.

[0039] By adopting the above suspension system, the stiffness adjustment of the suspension assembly can be automatically realized through the control unit, improving the automation, intelligence, and flexibility of the stiffness adjustment.

[0040] In a possible design, the suspension system may specifically include a first suspension assembly and a second suspension assembly. The first suspension assembly is connected between the left front wheel side and the right front wheel side, and the second suspension assembly is connected between the left rear wheel side and the right rear wheel side.

[0041] In the above design, the first suspension assembly can be used to adjust the roll stiffness of the vehicle head, and the second suspension assembly can be used to adjust the roll stiffness of the vehicle tail. The combination of the first suspension assembly and the second suspension assembly can ensure the consistency of the front and rear roll of the whole vehicle and improve the driving stability of the whole vehicle.

[0042] In a possible design, the suspension system may further include a suspension height sensor; before sending the first control signal to the limiting mechanism, the control unit is further configured to: obtain the height information collected by the suspension height sensor and determine that the height difference between the first wheel side and the second wheel side is less than or equal to a set height difference according to the height information.

[0043] In the above design, by adjusting the roll stiffness of the vehicle only when the detected vehicle roll angle is small to a certain range, even if the driving ability of the suspension assembly is small, this driving ability is sufficient to overcome the small resistance brought by the small roll angle, so as to successfully adjust the stiffness of the suspension assembly to the target stiffness. In other words, this control logic supports the use of low-power driving devices (such as motors or accumulators) for the suspension assembly. The cost of this driving device is much lower than the cost of the high-power power source of the existing active suspension, and the effects of power saving and cost reduction can be achieved.

[0044] In a third aspect, the present application provides a vehicle, including a vehicle body, a wheel side, wheels, and a suspension system as described in the second aspect or any design of the second aspect above. Among them, the suspension system is connected between the vehicle body and the wheel side, and the wheels are rotatably connected to the wheel side.

[0045] The technical effects that can be achieved in the above second aspect to the third aspect can refer to the description of the beneficial effects in the first aspect above, and will not be repeated here one by one. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 Exemplarily shows a schematic diagram of a possible application scenario of the present application;

[0047] Figure 2 Exemplarily shows a schematic layout structure diagram of a suspension system provided by the present application in a vehicle;

[0048] Figure 3 Exemplarily shows a schematic structural diagram of a sub-suspension system provided by the present application;

[0049] Figure 4 Exemplarily shows an external structure diagram of a suspension assembly provided by the present application;

[0050] Figure 5 Exemplarily shows a cross-sectional structure diagram of a suspension assembly provided by the present application;

[0051] Figure 6 Exemplarily shows a disassembled structure diagram of a first stabilizer bar and a second stabilizer bar provided by the present application;

[0052] Figure 7 Exemplarily shows a cross-sectional structure diagram of a first stabilizer bar provided by the present application;

[0053] Figure 8 Exemplarily shows a partial topology structure diagram of a suspension assembly provided by the present application;

[0054] Fig. 9 Exemplarily shows a partial topology structure diagram of a suspension assembly with a multi-stiffness module provided by the present application;

[0055] Fig.10a Exemplarily shows the correspondence between a single elastic element and stiffness characteristics provided by the present application;

[0056] Fig.10b Exemplarily shows the correspondence between a combined elastic element and stiffness characteristics provided by the present application;

[0057] Fig.10c Exemplarily shows another correspondence between a single elastic element and stiffness characteristics provided by the present application;

[0058] Fig.11 Exemplarily shows a topology structure diagram of a suspension assembly provided in Embodiment 1;

[0059] Fig.12 Exemplarily shows a topology structure diagram of a suspension assembly with a multi-stiffness module provided in Embodiment 1;

[0060] Fig.13a Exemplarily shows a topology structure diagram of a suspension assembly provided in Embodiment 1 in the 0 stiffness state;

[0061] Fig.13b Exemplarily shows a topology structure diagram of a suspension assembly provided in Embodiment 1 in the 1 stiffness state;

[0062] Fig.13c Exemplarily shows another topology structure diagram of a suspension assembly provided in Embodiment 1 in the 1 stiffness state;

[0063] Fig.13d Exemplarily shows yet another topology structure diagram of a suspension assembly provided in Embodiment 1 in the 1 stiffness state;

[0064] Fig.13eExemplarily shown is a topological structure diagram of a suspension assembly provided in Embodiment 1 in a 2-stiffness state;

[0065] Fig.13f Exemplarily shown is another topological structure diagram of a suspension assembly provided in Embodiment 1 in a 2-stiffness state;

[0066] Figure 13g Exemplarily shown is yet another topological structure diagram of a suspension assembly provided in Embodiment 1 in a 2-stiffness state;

[0067] Fig.14a Exemplarily shown is a schematic diagram of the state of a suspension assembly provided in Embodiment 1 before adjusting the stiffness;

[0068] Fig.14b Exemplarily shown is a schematic diagram of the state of another suspension assembly provided in Embodiment 1 before adjusting the stiffness;

[0069] Fig.15a Exemplarily shown is a three-dimensional structure diagram of a suspension assembly provided in Embodiment 1;

[0070] Fig.15b Exemplarily shown is a planar structure diagram of a suspension assembly provided in Embodiment 1;

[0071] Fig.15c Exemplarily shown is an exploded view of a suspension assembly provided in Embodiment 1;

[0072] Fig.16 Exemplarily shown is a topological structure diagram of a suspension assembly provided in Embodiment 2;

[0073] Fig.17 Exemplarily shown are several stage diagrams of a stiffness adjustment provided in Embodiment 2;

[0074] Fig.18 Exemplarily shown is a topological structure diagram of a suspension assembly with a multi-stiffness module provided in Embodiment 2;

[0075] Fig.19a Exemplarily shown is a topological structure diagram of a suspension assembly provided in Embodiment 2 in a 1-stiffness state;

[0076] Fig.19b Exemplarily shown is a topological structure diagram of a suspension assembly provided in Embodiment 2 in a 2-stiffness state;

[0077] Fig.19c Exemplarily shown is a topological structure diagram of a suspension assembly provided in Embodiment 2 in a 3-stiffness state;

[0078] Fig.20a Exemplarily shown is a front view structure diagram of a suspension assembly provided in Embodiment 2;

[0079] Fig.20b Exemplarily shown is a rear view structure diagram of a suspension assembly provided by Embodiment 2;

[0080] Fig.20c Exemplarily shown is an exploded view of a suspension assembly provided by Embodiment 2;

[0081] Fig.21 Exemplarily shown is a possible schematic diagram of the architecture of a suspension system provided by the present application. Detailed implementation manners

[0082] The embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0083] Hereinafter, possible application scenarios of the present application will be introduced and described. It should be noted that these introductions and descriptions are for the convenience of those skilled in the art to understand and do not constitute a limitation on the scope of protection required by the present application.

[0084] In a possible implementation manner, the suspension assembly provided by the present application can be integrated into a suspension system, and the suspension system can be installed on a vehicle. Please refer to Figure 1 , an exemplary schematic diagram of a possible application scenario of the present application is shown. In this application scenario, it is taken as an example that the suspension system 100 is installed on a vehicle and the vehicle is in a turning condition. As Figure 1 shown, the suspension system 100 is a mechanical system connected between the vehicle body and the wheel side, and can be used to provide support force, buffering force and stability for the vehicle body during the vehicle driving process. For example, when the vehicle turns on a curve, the vehicle body will tilt outward to the curve. If the vehicle is not equipped with the suspension system 100, as Figure 1 shown in (B) therein, the roll angle of the vehicle body will be very large, and this roll angle will bring a sense of tilt to the user sitting in the vehicle, reducing the riding comfort of the user. On the contrary, as Figure 1 shown in (A) therein, if the vehicle is equipped with the suspension system 100, the suspension system 100 can generate roll stiffness between the left and right wheel sides, and this roll stiffness can be used to make up for the height difference between the left and right wheel sides, so that the vehicle body can be kept as horizontal as possible to improve the comfort of the user sitting in the vehicle.

[0085] It should be understood that the above application scenarios are only examples, and the suspension system provided in this application can also be applied to other possible scenarios, rather than being limited to the scenarios exemplified above. For example, the suspension system can also be installed in other vehicles to assist the driver in achieving or automatically achieving smooth driving. Other vehicles may include, but are not limited to, cars, trucks, motorcycles, buses, recreational vehicles, amusement park vehicles, construction vehicles, trams, golf carts, trains, unmanned vehicles, intelligent vehicles, digital car ferries, airplanes, and helicopters, etc. For another example, the suspension system can also be installed on robots to achieve the smoothness of robot travel. Robots may include, but are not limited to, home robots, navigation robots, autonomous food delivery robots, medical robots, or industrial robots, etc. For another example, the suspension system can also be applied in smart life scenarios, such as being integrated into an automatically following suitcase, or an intelligent dining chair, or an intelligent mobility device, and so on. Examples are not listed one by one here.

[0086] It should be noted that the application scenarios described in this application are for more clearly explaining the technical solutions of this application, and do not constitute a limitation to the technical solutions provided in this application.

[0087] Taking the installation of the suspension system on a vehicle as an example, please refer to Figure 2 , which shows a schematic layout structure diagram of a suspension system provided in this application in a vehicle. As Figure 2 shown, the suspension system 100 may include a first sub-suspension system 110, a second sub-suspension system 120, and a control unit 130. The first sub-suspension system 110 is installed at the front of the vehicle and can also be called the front suspension system. The second sub-suspension system 120 is installed at the rear of the vehicle and can also be called the rear suspension system. The control unit 130 can be coupled to the first sub-suspension system 110 and the second sub-suspension system 120 respectively, and is used to control the roll stiffness of the first sub-suspension system 110 and the roll stiffness of the second sub-suspension system 120. For example, at the same moment, the control unit 130 can control the first sub-suspension system 110 and the second sub-suspension system 120 to generate the same roll stiffness, so as to produce the same inhibitory effect on the roll of the front of the vehicle and the roll of the rear of the vehicle, making the front and rear of the vehicle roll at approximately the same angle and improving the driving stability of the whole vehicle. Or, the roll stiffness generated by the control unit 130 at the same moment can also be different. For example, it can be controlled that the roll stiffness generated by the second sub-suspension system 120 is slightly greater than the roll stiffness generated by the first sub-suspension system 110, so as to reduce the phenomenon of the vehicle body floating while reducing the control power consumption of the front of the vehicle to a certain extent.

[0088] It can be understood that the structures of the first sub-suspension system 110 and the second sub-suspension system 120 are similar. Taking the first sub-suspension system 110 as an example, please refer to Figure 3, showing a possible structural schematic diagram of a sub-suspension system provided by the present application. This figure can be considered as the structure obtained by looking at the first sub-suspension system 110 from the front of the vehicle head of the structure shown in Figure 2 . As shown in Figure 3 , the first sub-suspension system 110 may include a suspension assembly 111, a left link assembly 112, and a right link assembly 113. The left link assembly 112 is connected between the left front bottom a1 of the vehicle body 200, the left front wheel 310, and the first end b1 of the suspension assembly 111, and can be used to transmit the movement of the left front wheel 310 to the left front vehicle head, driving the left front vehicle head to move forward or backward. The right link assembly 113 is connected between the right front bottom a2 of the vehicle body 200, the right front wheel 320, and the second end b2 of the suspension assembly 111, and can be used to transmit the movement of the right front wheel 320 to the right front vehicle head, driving the right front vehicle head to move forward or backward. The combined action of the left link assembly 112 and the right link assembly 113 on the entire vehicle head can drive the entire vehicle head to move forward or backward synchronously with the rotation of the left front wheel 310 and the right front wheel 320.

[0089] It can be understood that the structures of the left link assembly 112 and the right link assembly 113 are similar. Taking the right link assembly 113 as an example, please refer to Figure 3 . It may include a suspension arm 1131, a strut 1132, a spring 1133, and a shock absorber 1134. Among them, the suspension arm 1131 can also be called the wheel side. One end of it is connected to the second end b2 of the suspension assembly 111, and the other end is connected to the right front wheel 320. For example, it can be connected to the right front wheel 320 through a hub and wheel bearings, and the hub and wheel bearings play a role in supporting the rotation and load of the right front wheel 320 to achieve the purpose of smooth driving and durability of the vehicle. The suspension arm 1131 can change its geometric shape according to the driving state of the vehicle and road conditions to ensure good contact between the right front wheel 320 and the ground. Common types of the suspension arm 1131 may include, but are not limited to: MacPherson suspension, double A-arm suspension, and multi-link suspension, etc. The strut 1132 is a support structure connecting the suspension arm 1131 and the vehicle body 200. One end of it is fixed on the right front bottom a2 of the vehicle body 200, and the other end is fixed on the suspension arm 1131. The spring 1133 and the shock absorber 1134 are usually arranged on the strut 1132. The spring 1133 can be used to absorb and store the impact energy from the road surface and can release the corresponding energy, while the shock absorber 1134 can be used to offset the energy released by the spring 1133 to reduce the vibration of the vehicle and improve the driving stability of the vehicle. Common springs 1133 may include, but are not limited to: coil springs, leaf springs, or air springs, etc. Different types of springs 1133 may have different elastic characteristics and application scenarios, and can be selected according to the requirements of the actual use scenario. Common shock absorbers 1134 may include hydraulic shock absorbers or pneumatic shock absorbers, etc. Advanced shock absorbers can also automatically adjust the damping force according to driving conditions to improve handling performance and comfort.

[0090] Further, please continue to refer to Figure 3 , the suspension assembly 111 is a rod-shaped structure, which can also be called a stabilizer bar assembly. The suspension assembly 111 can be used to connect the suspension arm 1131 in the right link assembly 113 and the suspension arm in the left link assembly 112. Therefore, the suspension assembly 111 can receive the pressures transmitted from the left and right suspension walls simultaneously. The suspension assembly 111 can also be connected to Figure 2 the control unit 130 shown in the figure, and it can be in different stiffness states under the control of the control unit 130, such as having a stiffness state, no stiffness state, or being in several stiffness states, etc. When the vehicle body 200 rolls, there will be a difference in the pressures received on the left and right suspension walls. For example, when the vehicle body 200 rolls to the right, more weight of the vehicle body 200 will press on the right column 1132, causing the pressure exerted by the right column 1132 on the right suspension wall 1131 to be greater than the pressure exerted by the left column on the left suspension wall. In this case, if the control unit 130 controls the suspension assembly 111 to be in the no-stiffness state, the suspension assembly 111 will not compensate for the pressure difference on the left and right suspension walls, and there will be a large height difference between the left and right suspension walls, resulting in a large roll angle of the vehicle. On the contrary, if the control unit 130 controls the suspension assembly 111 to be in the stiffness state, the suspension assembly 111 can offset the pressure difference received on the left and right suspension arms, reduce the height difference between the left and right suspension walls, and thus can reduce the roll angle of the vehicle body 200, improving the driving stability and controllability of the vehicle.

[0091] As described in the background art, the existing suspension assemblies can be of three types: passive suspension, semi-active suspension, and active suspension. The passive suspension can only achieve the stiffness state and cannot be applied to some scenarios where no stiffness is required. Although the semi-active suspension and the active suspension can achieve the stiffness state and the no-stiffness state, the semi-active suspension has poor flexibility in stiffness adjustment, and the active suspension has a relatively high cost. These defects make the existing suspension assemblies unable to be widely used in vehicle chassis.

[0092] In view of this, the present application provides a suspension assembly. The suspension assembly only needs to operate the limiting mechanism to restrict or not restrict the movement of the first ends of the two first elastic members, so as to achieve the switching between the stiffness state and the no-stiffness state of the suspension assembly. The flexibility of stiffness adjustment is relatively high, and it does not require a high-power power source, so the cost can also be effectively suppressed.

[0093] Next, the suspension assembly proposed in the present application will be specifically described with reference to specific drawings.

[0094] In various embodiments of the present application, if there is no special description and logical conflict, the terms and / or descriptions between different embodiments are consistent and can be cross-referenced. The technical features in different embodiments can be combined to form new embodiments according to their internal logical relationships.

[0095] Please refer to Figure 4 , which shows an external structure diagram of a suspension assembly 400 provided by the present application. The suspension assembly 400 may include a first stabilizer bar 410, a second stabilizer bar 420, a stiffness mechanism 430, and a limiting mechanism 440. Since at least one of the stiffness mechanism 430 and the limiting mechanism 440 is hidden inside the housings of the first stabilizer bar 410 and the second stabilizer bar 420, therefore Figure 4 the specific structures of the stiffness mechanism 430 and the limiting mechanism 440 are not shown in the illustrated external structure. As Figure 4 shown, the first end c of the first stabilizer bar 410 11 is rotatably connected to the first end c of the second stabilizer bar 420 21 , the second end c of the first stabilizer bar 410 12 is used to connect to the first wheel side, and the second end c of the second stabilizer bar 420 22 is used to connect to the second wheel side. Among them, the first wheel side and the second wheel side can be understood as the suspension walls in the suspension system. For example, when the suspension assembly 400 is Figure 3 the suspension assembly 111 in the first sub-suspension system 110 shown, the second end c of the first stabilizer bar 410 12 can be understood as the second end b2 of the suspension assembly 111, the first wheel side is the Figure 3 suspension arm 1131 in the right link assembly 113 shown, and the second end c of the second stabilizer bar 420 22 can be understood as the first end b1 of the suspension assembly 111, and the second wheel side is the Figure 3 suspension arm in the left link assembly 112 shown.

[0096] To further illustrate the structure of the stiffness mechanism 430, please refer to Figure 5 , which shows a cross-sectional structure diagram of a suspension assembly provided by the present application. This cross-sectional structure can be considered as the cross-section obtained by cutting the rotatably connected part along the cross-section S shown in Figure 4 , and the cross-section S is perpendicular to the axial directions of the first stabilizer bar 410 and the second stabilizer bar 420. Combining Figure 4 and Figure 5 , the stiffness mechanism 430 may include a stiffness module 431. The stiffness module 431 includes two first elastic members 4311-4312 arranged circumferentially on the second stabilizer bar 420. The first end d of the first elastic member 4311 11 and the first end d of the first elastic member 4312 21are all connected to the first end c of the second stabilizer bar 420 21 in a sliding connection (illustrated by sliding along the circumferential direction of the first end c of the second stabilizer bar 420 21 as an example, for the specific implementation, refer to the content introduced below Figure 8 ), the second end d of the first elastic member 4311 12 and the second end d of the second elastic member 4312 22 are arranged on both sides of the first end c of the first stabilizer bar 410 11 to limit the rotation direction thereof. The limiting mechanism 440 can be used to limit or allow the movement of the first end d 11 of the first elastic member 4311 21 and the first end d of the first elastic member 4312. For example:

[0097] When the limiting mechanism 440 restricts the movement of the first end d 11 of the first elastic member 4311 21 and the first end d of the first elastic member 4312, the second end d 12 of the first elastic member 4311 22 and the second end d of the second elastic member 4312 contact the first stabilizer bar 410. Thus, when the first stabilizer bar 410 and the second stabilizer bar 420 rotate relative to each other, for example, the first stabilizer bar 410 rotates clockwise or counterclockwise relative to the second stabilizer bar 420 as shown in the figure, the first elastic member 4311 or the first elastic member 4312 is compressed, so that the first elastic member 4311 or the first elastic member 4312 generates a rebound force, and this rebound force acts on the first stabilizer bar 410 to limit the rotation of the first stabilizer bar 410 relative to the second stabilizer bar 420, and the suspension assembly 400 generates a roll stiffness, and this roll stiffness can be used to reduce the heights of the left and right suspension arms, and further can reduce the roll angle of the vehicle, so that the vehicle is suitable for working conditions such as turning or encountering obstacles;

[0098] Conversely, when the limiting mechanism 440 allows the movement of the first end d 11 of the first elastic member 4311 21 and the first end d of the first elastic member 4312, the first end d 11 of the first elastic member 4311 21 and the first end d of the first elastic member 4312 are free ends, and the first end d 11 of the first elastic member 4311 21It can slide on the second stabilizer bar 420 along with the relative rotation of the first stabilizer bar 410 and the second stabilizer bar 420. The first elastic members 4311-4312 basically have no inhibitory effect on the rotation of the first stabilizer bar 410 relative to the second stabilizer bar 420 within a certain range. The suspension assembly 400 can have no roll stiffness, and the left and right suspension arms can have different heights, so that the vehicle can have a large roll angle, and the vehicle can be applicable to off-road or single-sided manhole cover and other working conditions.

[0099] The following will Figure 4 and Figure 5 introduce and illustrate each functional component and structure shown respectively to give an exemplary specific implementation solution.

[0100] I. The first stabilizer bar and the second stabilizer bar

[0101] Optionally, the first stabilizer bar 410 and the second stabilizer bar 420 can be made of a material with a certain stiffness (such as spring steel), and can be assembled into a "U" shape structure through a rotational connection, and be horizontally arranged at the front and rear ends of the vehicle. The middle part of the "U" shape structure can be hinged to the vehicle body or frame with a rubber bushing, and the two ends of the "U" shape structure are connected to the suspension arm through rubber pads or ball pins at the side wall ends. When the vehicle body only makes vertical movement, the deformations of the left and right suspension arms are the same, and the first stabilizer bar 410 and the second stabilizer bar 420 do not work. When the vehicle body rolls, the bounces of the left and right suspension arms are inconsistent. The suspension arm with a faster bounce will press against the corresponding side stabilizer bar, causing the first stabilizer bar 410 and the second stabilizer bar 420 to rotate relative to each other, and this relative rotation can be inhibited by the elastic force generated by the stiffness mechanism 430, so that the vehicle body can be kept balanced as much as possible and play a role in lateral stability.

[0102] Further, optionally, the first end c 11 of the first stabilizer bar 410 21 and the first end c Figure 6 of the second stabilizer bar 420 11 can be rotatably connected in various ways. For example, please refer to 21 which shows a split structure diagram of a first stabilizer bar and a second stabilizer bar provided by the present application. In this example, a first groove A1 along the axial direction of the first stabilizer bar 410 can be opened at the first end c Figure 4 of the first stabilizer bar 410. When assembling the first stabilizer bar 410 and the second stabilizer bar 420, the first end c 21 of the second stabilizer bar 420 can be sleeved in the first groove A1 to obtain 21It can only rotate relative to the first stabilizing bar 410 in the first slot A1 to achieve relative rotation between the first stabilizing bar 410 and the second stabilizing bar 420 .

[0103] It should be understood that the first end c of the first stabilizing bar 410 11 The first end c of the second stabilizing bar 420 21 The rotation connection can also be achieved by other methods. For example, in another example, the first end c of the first stabilizing rod 410 can also be 11 Set as a rotation pair, through the first end c of the second stabilizing rod 420 21 The groove is opened on the upper side and wraps around the rotating pair to realize the rotating connection between the two. For example, in another example, the first end c of the second stabilizing rod 420 can also be 21 A groove is formed along the axial direction of the second stabilizing rod 420, and the first end c of the first stabilizing rod 410 is formed. 11 The first end c of the first stabilizing rod 410 can be sleeved in the groove to realize the rotation connection between the two. 11 A groove is formed on the outer surface of the first stabilizer bar 410 in the circumferential direction, and a groove is formed on the first end c of the second stabilizer bar 420. 21 A protrusion is arranged on the upper part, and the protrusion is embedded in the groove body, so that the rotation connection between the two can be achieved. And so on. They are not listed one by one here.

[0104] Further, optionally, the rotation direction of the first stabilizing bar 410 is circumferential, so the first end c of the first stabilizing bar 410 11 The two sides of the first stabilizer bar 410 that limit the rotation direction can be understood as the first end c 11 The upper part of the structure is on both sides of the circumferential direction of the first stabilizing bar 410. For example, see Figure 7 , showing that along Figure 6 The cross-sectional structure obtained by cutting the first stabilizer bar 410 is shown in FIG. Figure 5 , Figure 6 and Figure 7 , the first end c of the first stabilizing bar 410 11 After the first slot A1 is opened, the first end c 11 The cylindrical shell is a shell 411. The inner wall surface of the shell 411 is provided with a protruding structure 412 along the axial direction of the first stabilizing rod 410. The second end d of the first elastic member 4311 is 12 and the second end d of the first elastic member 4312 22 The protrusion structure 412 is disposed on two opposite sides of the first stabilizing rod 410 in the circumferential direction. Figure 5 As shown, the second end d of the first elastic member 4311 12The second end d of the second elastic member 4312 is disposed on the right side of the illustrated convex structure 412 22 and is disposed on the left side of the illustrated convex structure 412. Thus, since the convex structure 412 is fixed to the first stabilizer bar 410, when the limiting mechanism 440 restricts the first end d 11 of the first elastic member 4311 21 and the first end d 12 of the first elastic member 4312 22 from moving, the second end d of the first elastic member 4311

[0105] and the second end d of the first elastic member 4312 will block the left and right sides of the convex structure 412, inhibiting the rotation of the convex structure 412 in the clockwise or counterclockwise direction in the illustration, and further inhibiting the rotation of the first stabilizer bar 410 where the convex structure 412 is located relative to the second stabilizer bar 420. Figure 5 and Figure 7 , optionally, the two first elastic members 4311-4312 can be circumferentially arranged around the second stabilizer bar 420 on both sides of the convex structure 412. For example, in combination with

[0106] II. Stiffness mechanism

[0107] For the convenience of introducing the solution, please refer to Figure 8 , which shows a partial topological structure diagram of a suspension assembly provided by the present application. Only the first stabilizer bar 410, the second stabilizer bar 420, and the stiffness mechanism 430 are shown in the figure. It should be noted that the topological structure diagram refers to the geometric shape formed during the interconnection of components, which can be used to represent the connection relationship between each component and does not represent the positional relationship of the components. First, based on this topological structure diagram, other structures in the stiffness mechanism 430 will be introduced in detail below.

[0108] Optionally, please refer to Figure 8, in addition to including two first elastic members 4311-4312, the stiffness module 431 may further include two sliding members 4313-4314. The two sliding members 4313-4314 correspond to the two first elastic members 4311-4312 one by one. Any one of the sliding members is connected to the first end of the corresponding first elastic member and the first end c of the second stabilizer bar 420 21 therebetween. For example, the sliding member 4313 is connected to the first end d of the first elastic member 4311 11 and the first end c of the second stabilizer bar 420 21 therebetween. The sliding member 4314 is connected to the first end d of the first elastic member 4312 21 and the first end c of the second stabilizer bar 420 21 therebetween. Among them, the sliding member can be understood as any component that can achieve smooth sliding, such as a slider. By using the sliding member to connect the first end of the first elastic member and the first end c of the second stabilizer bar 420 21 , when the first end of the first elastic member slides on the first end c of the second stabilizer bar 420 21 , in fact, it is the sliding member that slides on the first end c of the second stabilizer bar 420 21 . In this way, it can be avoided that the first end of the first elastic member directly contacts the first end c of the second stabilizer bar 420 21 . On the one hand, it can reduce the friction between the first end of the first elastic member and the first end c of the second stabilizer bar 420 21 , improve the smoothness of sliding. On the other hand, it can also avoid the first end of the first elastic member from being worn and improve the service life of the first elastic member.

[0109] Furthermore, optionally, please refer to Figure 8 , the first end c of the second stabilizer bar 420 21 may further have a first cavity A2. Opposite two holes K1-K2 (the ellipse shown by the dotted line in the figure is used to lead out the position and does not represent the actual structure) are opened on the circumferential side wall of the first cavity A2. The two holes K1-K2 correspond to the two sliding members 4313-4314 one by one. The first end of any one of the sliding members is embedded in the corresponding hole, and the second end of any one of the sliding members is fixedly connected to the corresponding first elastic member. For example, the first end of the sliding member 4313 is embedded in the hole K1, and the second end of the sliding member 4313 is fixedly connected to the first end d of the first elastic member 4311 11 thereon. The first end of the sliding member 4314 is embedded in the hole K2, and the second end of the sliding member 4314 is fixedly connected to the first end d of the first elastic member 4312 21 thereon. In this way, the holes K1-K2 can form a chute for restricting the sliding of the sliding members 4313-4314. By the sliding of the first end of the sliding member 4313 in the hole K1, the first end d of the first elastic member 4311 fixedly connected to the second end of the sliding member 4313 can be driven11 The sliding on the second stabilizer bar 420 can drive the first end d of the first elastic member 4312 fixedly connected to the second end of the slider 4314 through the sliding of the first end of the slider 4314 in the hole K2 21 The sliding on the second stabilizer bar 420 can thus achieve the first ends d of the first elastic members 4311-4312 11 ~d 21 to be slidably connected to the second stabilizer bar 420

[0110] It can be understood that Figure 8 only an exemplary possible structure for realizing the sliding connection between the sliders 4313-4314 and the second stabilizer bar 420 is given, and the present application does not limit that the sliding connection can only be realized by this structure. For example, in another example, the first cavity A2 may not be provided at the first end c of the second stabilizer bar 420 21 but instead two chutes along the circumferential direction of the second stabilizer bar 420 may be directly opened at the first end c of the second stabilizer bar 420 21 and by embedding the two sliders 4313-4314 in the two chutes, the sliding of the two sliders 4313-4314 along the circumferential direction of the second stabilizer bar 420 can also be realized. Again, for example, in another example, chutes may be opened on the sliders 4313-4314 and two guide rails may be provided at the first end c of the second stabilizer bar 420 21 and by respectively embedding the two guide rails in the chutes of the sliders 4313-4314, the sliding of the sliders 4313-4314 along the circumferential direction of the second stabilizer bar 420 can also be realized. And so on, there are many possible implementation manners, and the present application will not list them one by one

[0111] Further, optionally, please refer to Figure 8 , the stiffness module 431 may further include two second elastic members 4315-4316 corresponding to the two sliders 4313-4314 one by one. Any second elastic member may include one or more elastic elements. In the figure, it is shown by taking two elastic elements provided on the left and right sides of the corresponding slider as an example. The two elastic elements may be small springs, for example Figure 8As shown, any second elastic member can be connected between the corresponding sliding member and the outer shell of the first cavity A2, and can be used to press or tension the corresponding sliding member against the first cavity A2. For example, the second elastic member 4315 is connected between the sliding member 4313 and the upper shell of the first cavity A2. When the second elastic member 4315 is in a compressed state, it indicates that the first elastic member 4311 is in a compressed state and exerts a downward elastic force on the sliding member 4313, causing the first end of the sliding member 4313 to be pressed against the upper shell of the first cavity A2. When the second elastic member 4315 is in a stretched state, the second elastic member 4315 will exert a downward tensile force on the sliding member 4313, causing the first end of the sliding member 4313 to be tensioned against the upper shell of the first cavity A2. Similarly, the second elastic member 4316 is connected between the sliding member 4314 and the lower shell of the first cavity A2. When the second elastic member 4316 is in a compressed state, it indicates that the first elastic member 4312 is in a compressed state and exerts an upward elastic force on the sliding member 4314, causing the first end of the sliding member 4314 to be pressed against the lower shell of the first cavity A2. When the second elastic member 4316 is in a stretched state, the second elastic member 4316 will exert an upward tensile force on the sliding member 4314, causing the first end of the sliding member 4314 to be tensioned against the lower shell of the first cavity A2.

[0112] Further, taking the first elastic member 4311 as an example, when the first end of the sliding member 4313 is limited, the first end of the sliding member 4313 can be exactly at the uppermost position, so that the second end d of the first elastic member 4311 12 contacts the convex structure 412. When the first end of the sliding member 4313 is not limited, the second end d of the first elastic member 4311 12 may or may not contact the convex structure 412. For example, when the second elastic member 4315 is always in a compressed state, the second elastic member 4315 will generate an upward elastic force on the sliding member 4313. If the first end of the sliding member 4313 is not limited, the sliding member 4313 will move upward to the uppermost position under the action of this elastic force, and then drive the first elastic member 4311 fixedly connected to the sliding member 4313 to move upward, so that the second end d of the first elastic member 4311 12 contacts the convex structure 412. Another example is that when the second elastic member 4315 is always in a stretched state, the second elastic member 4315 will generate a downward tensile force on the sliding member 4313. If the first end of the sliding member 4313 is not limited, the sliding member 4313 will move downward to the lowermost position under the action of this tensile force, and then drive the first elastic member 4311 fixedly connected to the sliding member 4313 to move downward, so that the second end d of the first elastic member 4311 12 may not contact the convex structure 412.

[0113] It can be understood that if the first elastic member 4311 is always in a compressed state, then regardless of the state of the second elastic member 4315, the second end d of the first elastic member 4311 12 will contact the convex structure 412. If the first elastic member 4311 is in a tensile state or a non-deformed state when the sliding member 4313 is not limited, then the second end d of the first elastic member 4311 12 Whether it contacts the convex structure 412 can be determined according to the state of the second elastic member 4315. For example, as described above, when the second elastic member 4315 is always in a compressed state, the second end d of the first elastic member 4311 12 contacts the convex structure 412. When the second elastic member 4315 is in a tensile state or a non-deformed state, the second end d of the first elastic member 4311 12 may not contact the convex structure 412.

[0114] Furthermore, optionally, the stiffness mechanism 430 may further include a plurality of stiffness modules, and the first elastic members in the plurality of stiffness modules are arranged along the axial direction of the second stabilizer bar 420. For example, please refer to Fig. 9 , which shows a partial topological structure diagram of a suspension assembly with multiple stiffness modules provided by the present application. The figure takes three stiffness modules 431, 432, and 433 as examples. The stiffness module 431 may include the aforementioned first elastic members 4311-4312 and sliding members 4313-4314 (or may further include second elastic members 4315-4316, which are not introduced in detail in this example). The stiffness module 432 may include first elastic members 4321-4322 and sliding members 4323-4324. The stiffness module 433 may include first elastic members 4331-4332 and sliding members 4333-4334. The sliding members 4313-4314, sliding members 4323-4324, and sliding members 4333-4334 are arranged along the axial direction of the second stabilizer bar 420. For example, three groups of holes are opened in the axial direction of the first cavity A2. Each group of holes includes two holes opened on the circumferential side walls. The first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 are respectively embedded in the three groups of holes to achieve a sliding connection with the second stabilizer bar 420. It should be understood that the structure of each stiffness module is similar to that of the aforementioned stiffness module 431, and will not be repeated here.

[0115] Adopting Fig. 9 the suspension assembly shown, the following four stiffness states can be achieved:

[0116] When the first ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are not limited, as the first stabilizer bar 410 rotates relative to the second stabilizer bar 420, the first ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 can slide within the holes of the first cavity A2, and the suspension assembly 400 is in a 0-stiffness state. It should be noted that the 0-stiffness here does not mean no stiffness, but rather that no stiffness is generated due to the limitation of the sliding members. The existence of the first elastic member or the second elastic member may itself introduce some stiffness. For example, when the first elastic member is always compressed or the second elastic member is always compressed, this compression itself will bring some resistance to the relative rotation of the first stabilizer bar 410 and the second stabilizer bar 420. That is to say, there will be some stiffness, but this stiffness is relatively small compared to the stiffness generated due to the limitation of the sliding members and can be ignored;

[0117] When the first end of one set of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 is limited, as the first stabilizer bar 410 rotates relative to the second stabilizer bar 420, the first elastic member corresponding to the limited set of sliding members is compressed, thereby generating a reaction force to inhibit the rotation of the first stabilizer bar 410 relative to the second stabilizer bar 420, and the stiffness module corresponding to this set of sliding members participates in the work, and the suspension assembly 400 is in a 1-stiffness state;

[0118] When the first ends of two sets of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are limited, as the first stabilizer bar 410 rotates relative to the second stabilizer bar 420, the first elastic members corresponding to the two limited sets of sliding members are compressed, and the first elastic members corresponding to these two sets of sliding members will generate reaction forces to inhibit the rotation of the first stabilizer bar 410 relative to the second stabilizer bar 420, and the stiffness modules corresponding to these two sets of sliding members participate in the work, and the suspension assembly 400 is in a 2-stiffness state, and the stiffness value in the 2-stiffness state is greater than the stiffness value in the 1-stiffness state;

[0119] When the first ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are all limited, as the first stabilizer bar 410 rotates relative to the second stabilizer bar 420, the first elastic members corresponding to the three sets of sliding members are all compressed, and the first elastic members corresponding to the three sets of sliding members will all generate reaction forces to inhibit the rotation of the first stabilizer bar 410 relative to the second stabilizer bar 420, and the three stiffness modules 431-433 corresponding to these three sets of sliding members all participate in the work. Therefore, the suspension assembly 400 is in a 3-stiffness state, and the stiffness value in the 3-stiffness state is greater than the stiffness value in the 2-stiffness state.

[0120] According to the above content, Fig. 9 The suspension assembly shown can achieve at least N + 1 stiffness states, where N is the number of stiffness modules. For example, when there are 3 stiffness modules, Fig. 9 the suspension assembly shown can provide at least 4 stiffness states, and the number of these stiffness states is much larger than the stiffness states that can be achieved by existing semi-active suspensions, making the selectivity of stiffness adjustment stronger and effectively improving the applicable application scenarios of the suspension assembly. Furthermore, Fig. 9 the suspension assembly shown only needs to limit the first end of the sliding member in one or more stiffness modules to control one or more stiffness modules to participate in work, so as to achieve any stiffness state among the 1 - N stiffness states, and the flexibility of this stiffness adjustment is good.

[0121] Further, optionally, the first elastic member may include one or more elastic elements, and the elastic element may be any element with deformation ability, such as but not limited to: springs, rubber, sponge, latex, air cylinders, hydraulic accumulators, etc. When the first elastic member is set as different elastic elements, the suspension assembly has different stiffness characteristics. Among them, the stiffness characteristic can be understood as the corresponding relationship between the roll angle and the lateral acceleration. For example, the first elastic member can be set as a single stiffness element, so that the roll angle and the lateral acceleration show a proportional relationship with an unchanged slope. Or, the first elastic member can also be set as a combined structure in which at least two elastic elements with different parameters are embedded or spliced together, so that the roll angle and the lateral acceleration show a positive correlation relationship with a changing slope. Or, the first elastic member can also be set as an elastic element with different cross-sectional characteristics, so that the roll angle and the lateral acceleration show a positive correlation relationship in the form of a curve, and so on.

[0122] Exemplarily, the corresponding relationship between three different structures of the first elastic member and the stiffness characteristic will be introduced through three different examples below.

[0123] In one example, please refer to Fig.10a which shows the corresponding relationship between a single elastic element provided by the present application and the stiffness characteristic. Among them, Fig.10a (A) in shows the structure when all three groups of the first elastic members are single springs, Fig.10a (B) in shows the stiffness characteristic diagram of the suspension assembly when using the first elastic member shown in Fig.10a (A). As shown in Fig.10a , when the first elastic member is a single spring, the roll angle corresponding to the suspension assembly in any stiffness state and the lateral acceleration are in a proportional relationship. As the lateral acceleration increases, the roll angle will also increase accordingly, and the roll angles in the 3 - stiffness state, 2 - stiffness state, 1 - stiffness state, and 0 - stiffness state decrease in sequence. In other words, the greater the stiffness, the greater the roll angle, and the large stiffness can suppress the roll angle more effectively than the small stiffness.

[0124] In another example, please refer to Fig.10b , which shows the corresponding relationship between a combined elastic element and stiffness characteristics provided by the present application. Among them, Fig.10b In (A), the structure is shown where the three groups of first elastic members are both a large spring and a small spring nested together. The length of the small spring is shorter than that of the large spring. Fig.10b In (B), it shows the suspension assembly when adopting Fig.10b the first elastic member shown in (A) of Fig.10b As shown, when the first elastic member consists of two nested springs, within a certain period of initial compression, only the outer large spring participates in the work. The roll stiffness corresponding to any stiffness state is only provided by the outer large spring. Therefore, the roll angle corresponding to any stiffness state and the lateral acceleration can be in a proportional relationship, and the slope of this proportional relationship is the same as that of Fig.10a the single small spring in

[0125] In yet another example, please refer to Fig.10c , which shows another corresponding relationship between a single elastic element and stiffness characteristics provided by the present application. Among them, Fig.10c In (A), the structure is shown where the three groups of first elastic members are all special-shaped rubbers. The calibers of the cross-sections on both sides of the special-shaped rubber are different. Fig.10c In (B), it shows the suspension assembly when adopting Fig.10c the first elastic member shown in (A) of Fig.10cAs shown in the figure, when the first elastic member is a special-shaped rubber with different cross-sectional diameters on both sides, during the initial compression period, only the large-diameter rubber part participates in the work, and the roll stiffness corresponding to any stiffness state is only provided by the large-diameter rubber part. Therefore, the roll angle corresponding to any stiffness state is approximately in direct proportion to the lateral acceleration. When the rubber part with a small diameter is compressed and also participates in the work, the large-diameter rubber part and the small-diameter rubber part provide roll stiffness together. This roll stiffness is greater than the roll stiffness when only the large-diameter rubber part participates in the work, and the roll angle is also more inhibited. As a result, the roll angle corresponding to the 1st, 2nd, and 3rd stiffness states changes at a rate smaller than that in the previous stage, and this rate of change is in the form of a curve due to the characteristics of the rubber element. In the 0th stiffness state, since the first elastic member does not participate in the work, it still changes in direct proportion to the original slope.

[0126] Understandably, using Fig.10b and Fig.10c For the first elastic member in the embodiment, the rate of change of the roll angle with lateral acceleration becomes smaller in the latter stage than in the former stage, so the ability to suppress the roll angle in the latter stage becomes stronger. However, in the structural design of some other first elastic members, the ability to suppress the roll angle in the latter stage may become weaker than that in the former stage. In this case, the turning point of the two stages can be designed so that the roll suppression ability within the lateral acceleration range of interest meets the requirements. For example, at present, more attention is paid to the roll stiffness within the acceleration range of [0, 0.5g]. Therefore, the turning point of the two stages can be designed to be 0.5g. In this way, when the lateral acceleration is less than or equal to 0.5g, the stiffness characteristic is in the former stage, so that the roll angle increases slowly with the increase of the lateral acceleration, which can meet the high roll suppression ability within the acceleration range of 0.5g.

[0127] In addition, the above only exemplarily introduces three possible structures of the first elastic member. In the actual suspension assembly 400, the first elastic member can also be composed of one or more other elastic elements, or can also be composed of other structures of the above-mentioned elastic elements, or can also be composed of a combination of the above-mentioned elastic elements and one or more other elastic elements, etc., which will not be listed one by one in the present application.

[0128] Further, optionally, the three sets of first elastic members can be designed to have the same or different elastic force magnitudes, so that the suspension assembly has different stiffness differences in different stiffness states. For example, one set of first elastic members can be composed of elastic elements with relatively small elasticity, while the other two sets of first elastic members are composed of elastic elements with relatively large elasticity. The set of first elastic members with relatively small elasticity can provide a greater stiffness, while the two sets of first elastic members with relatively large elasticity can provide a smaller stiffness. When only the set of first elastic members with relatively small elasticity is involved in the work, the roll stiffness is 1 stiffness, and the stiffness value of 1 stiffness is relatively large. When the first elastic members with relatively small elasticity work together with one or two other sets of first elastic members, the roll stiffness is 2 stiffness or 3 stiffness. The stiffness value of this 2 stiffness or 3 stiffness is greater than the stiffness value of 1 stiffness, but is relatively close to the stiffness value of 1 stiffness. For another example, the three sets of first elastic members can all be composed of elastic elements with relatively small elasticity, so that each set of first elastic members can provide a relatively large stiffness. In this way, when only one set of first elastic members works, the roll stiffness is 1 stiffness, and the stiffness value of 1 stiffness is relatively large. When two sets of first elastic members are involved in the work, the roll stiffness is 2 stiffness, and the stiffness value of 2 stiffness is significantly greater than the stiffness value of 1 stiffness, for example, it can be twice the stiffness value of 1 stiffness. When all three sets of first elastic members are involved in the work, the roll stiffness is 3 stiffness, and the stiffness value of 3 stiffness is significantly greater than the stiffness value of 2 stiffness, for example, it can be 1.5 times the stiffness value of 2 stiffness. In this way, every time an additional set of first elastic members is involved in the work, the roll stiffness will increase significantly, and the stiffness states of the suspension assembly at 1 stiffness, 2 stiffness, and 3 stiffness can have relatively large differences.

[0129] III. Limiting mechanism

[0130] It can be understood that the limiting mechanism 440 can be any structure that can limit the first end of the first elastic member. For example, it can be a pure mechanical structure, a structure combining machinery and electricity, a hydraulic structure, and so on. The following introduces two possible structures of the limiting mechanism through two specific implementation schemes.

[0131] Implementation scheme one

[0132] Please refer to Fig.11 , showing a topological structure diagram of a suspension assembly provided by the first implementation scheme. As Fig.11 shown, in this example, the first cavity A2 can be divided into two sub-cavities A 21 ~A 22 , and the two sub-cavities A 21 ~A 22 correspond to the two sliding members 4313~4314 one by one. The hole K1 is opened on the sub-cavity A 21 , and the hole K2 is opened on the sub-cavity A 22Above. The limiting mechanism 440 includes an accumulator 441, two valve bodies 4421-4422 and a pipeline 443. The two valve bodies 4421-4422 correspond to two sub-chambers A 21 ~A 22 one by one. The accumulator 441 is respectively connected to one end of the valve body 4421 and one end of the valve body 4422 through the pipeline 443. The other end of the valve body 4421 is connected to the corresponding sub-chamber A through the pipeline 443 21 connected, and the other end of the valve body 4422 is connected to the corresponding sub-chamber A through the pipeline 443 22 connected. Among them, the accumulator 441 can be any device capable of storing energy, such as a hydraulic accumulator or a gas accumulator, etc. When it is a hydraulic accumulator, the liquid in the sub-chamber A 21 、sub-chamber A 22 and the pipeline can be hydraulic oil. The hydraulic oil has advantages such as low cost and low volatility, which can improve the limiting performance of the limiting mechanism 440

[0133] Adopt Fig.11 The limiting mechanism 440 shown. When it is necessary to limit the movement of the first ends of the two sliding parts 4313-4314, the valve bodies 4421 and 4422 can be controlled to be in a disconnected state, and the sub-chamber A 21 and sub-chamber A 22 are filled with liquid. In this way, since the valve body 4421 is disconnected, the passage between the sub-chamber A 21 and the accumulator 441 is cut off, and the liquid in the sub-chamber A 21 cannot flow into the accumulator 441 through the valve body 4421. Therefore, the first end of the sliding part 4313 cannot slide in the hole K1 of the sub-chamber A 21 , and the first end of the sliding part 4313 is limited. Similarly, since the valve body 4422 is disconnected, the passage between the sub-chamber A 22 and the accumulator 441 is cut off, and the liquid in the sub-chamber A 22 cannot flow into the accumulator 441 through the valve body 4422. Therefore, the first end of the sliding part 4314 cannot slide in the hole K2 of the sub-chamber A 22 , and the first end of the sliding part 4314 is also limited

[0134] On the contrary, when it is necessary to allow the movement of the first ends of the two sliding parts 4313-4314, the valve bodies 4421 and 4422 can be controlled to be in a conducting state, so that the passage between the sub-chamber A 21 and the accumulator 441 and the passage between the sub-chamber A 22The passage between the accumulator 441 is conducted. Thus, when the first stabilizer bar 410 rotates clockwise as shown relative to the second stabilizer bar 420, under the pressure exerted by the first stabilizer bar 410 on the first elastic member 4311, the first end of the sliding member 4313 will be in the sub-cavity A 21 and slide downward in the hole K1, and the liquid in the sub-cavity A 21 can flow into the accumulator 441 through the conducted valve body 4421. The first end of the sliding member 4314 will slide downward in the hole K2 of the sub-cavity A 22 under the rebounding force of the second elastic member 4316 that is always in a compressed state, and the liquid in the accumulator 441 can flow into the sub-cavity A 22 through the conducted valve body 4422. Conversely, when the first stabilizer bar 410 rotates counterclockwise as shown relative to the second stabilizer bar 420, under the pressure exerted by the first stabilizer bar 410 on the first elastic member 4312, the first end of the sliding member 4314 slides upward in the hole K2 of the sub-cavity A 22 , and the liquid in the sub-cavity A 22 can flow into the accumulator 441 through the conducted valve body 4422. The first end of the sliding member 4313 will slide upward in the hole K1 of the sub-cavity A 21 under the rebounding force of the second elastic member 4315 that is always in a compressed state, and the liquid in the accumulator 441 can flow back into the sub-cavity A 21 .

[0135] Furthermore, optionally, the stiffness mechanism 430 may further include a plurality of stiffness modules. For example, taking the three stiffness modules 431, 432, and 433 shown Fig. 9 as an example, please refer to Fig.12 , which shows the topological structure diagram of a multi-stiffness module suspension assembly provided in Embodiment 1. In this example, the first cavity A1 is divided into three groups of sub-cavities A 21 ~A 22 , A 31 ~A 32 , A 41 ~A 42 . The three groups of sub-cavities A 21 ~A 22 , A 31 ~A 32 , A 41 ~A 42 are arranged axially along the second stabilizer bar 420 and correspond one-to-one to the three stiffness modules 431~433. For example, holes are opened on the circumferential outer walls of the sub-cavities A 21 ~A 22 , and the first ends of the sliding members 4313~4314 are embedded in the holes of the sub-cavities A 21 ~A 22 , and the sub-cavity A31 ~A 32 The circumferential outer wall of the slide member 4323-4324 is provided with a hole, and the first end of the slide member 4323-4324 is embedded in the sub-cavity A. 31 ~A 32 In the hole, sub-cavity A 41 ~A 42 The circumferential outer wall of the slide member 4333-4334 is provided with a hole, and the first end of the slide member 4333-4334 is embedded in the sub-cavity A. 41 ~A 42 Similarly, the limiting mechanism 440 may include an accumulator 441, a pipeline 443, and three groups of valve bodies corresponding to the three stiffness modules 431-433, such as valve bodies 4421-4422 corresponding to the stiffness module 431, valve bodies 4431-4432 corresponding to the stiffness module 432, and valve bodies 4441-4442 corresponding to the stiffness module 433. The accumulator 441 is connected to one end of the valve bodies 4421-4422, valve bodies 4431-4432, and valve bodies 4441-4442 through the pipeline 443, and the other ends of the valve bodies 4421-4422, valve bodies 4431-4432, and valve bodies 4441-4442 are connected to the sub-cavity A through the pipeline 443. 21 ~A 22 , subcavity A 31 ~A 32 and sub-cavity A 41 ~A 42 China Unicom.

[0136] use Fig.12 The suspension assembly structure shown in the figure can realize eight stiffness states as shown in Table 1 below by controlling the conduction or disconnection of six valve bodies 4421-4422, 4431-4432, 4441-4442:

[0137] Table 1

[0138] Stiffness state Valve body 4421~4422 Valve body 4431~4432 Valve body 4441~4442 Stiffness 0 Conductivity Conductivity Conductivity Stiffness 1-1 disconnect Conductivity Conductivity Stiffness 1-2 Conductivity disconnect Conductivity Stiffness 1-3 Conductivity Conductivity disconnect Stiffness 2-1 disconnect disconnect Conductivity Stiffness 2-2 Conductivity disconnect disconnect Stiffness 2-3 disconnect Conductivity disconnect Stiffness 3 disconnect disconnect disconnect

[0139] See also Fig.13a , Fig.13b , Fig.13c , Fig.13d , Fig.13e , Fig.13f , Figure 13g , showing the topological structure diagram of the first 7 stiffness states shown in Table 1, Fig.12 The topological structure diagram of the 8th stiffness state shown in Table 1 is shown below. Fig.12 , Figures 13a to 13g , introducing the specific implementation method of each stiffness state.

[0140] First, combining Table 1 and Fig.13a, when the three groups of valve bodies 4421-4422, 4431-4432, and 4441-4442 are all in the conducting state, the passages of the three groups of sub-chambers A 21 ~A 22 、A 31 ~A 32 、A 41 ~A 42 and the accumulator 441 are all conducted, and the first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 can all slide in the holes of the three groups of sub-chambers A 21 ~A 22 、A 31 ~A 32 、A 41 ~A 42 . The first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 are not limited, and the three stiffness modules 431-433 do not participate in the work, and the suspension assembly is in a 0-stiffness state.

[0141] Secondly, combining Table 1 and Figures 13b to 13d , when one of the three groups of valve bodies 4421-4422, 4431-4432, and 4441-4442 is in the off state and the other two groups are in the on state, the passage between the group of sub-chambers corresponding to the off-state group of valve bodies and the accumulator 441 is cut off, and the passages between the two groups of sub-chambers corresponding to the two groups of on-state valve bodies and the accumulator 441 are conducted. Therefore, the first end of the group of sliding members corresponding to the off-state group of valve bodies cannot slide in the hole of the corresponding group of sub-chambers, the first end of the group of sliding members is limited, the stiffness module where the group of sliding members is located participates in the work, and the stiffness modules where the other two groups of sliding members are located do not participate in the work, and the suspension assembly is in a 1-stiffness state. For example, as Fig.13b shows, when the valve body 4421-4422 is off and the valve bodies 4431-4432 and 4441-4442 are on, the stiffness module 431 participates in the work, or, as Fig.13c shows, when the valve body 4431-4432 is off and the valve bodies 4421-4422 and 4441-4442 are on, the stiffness module 432 participates in the work, or, as Fig.13d shows, when the valve body 4441-4442 is off and the valve bodies 4421-4422 and 4431-4432 are on, the stiffness module 433 participates in the work. These three valve body states will all make the suspension assembly in a state of 1 stiffness.

[0142] Furthermore, combining Table 1 and Figure 13e to Figure 13g, when two of the three groups of valve bodies 4421-4422, 4431-4432, and 4441-4442 are in the off state and the other group is in the on state, the passages between the two sub-chambers corresponding to the two valve bodies in the off state and the accumulator 441 are cut off, and the passage between the one sub-chamber corresponding to the one valve body in the on state and the accumulator 441 is conducted. Therefore, the first ends of the two sliding members corresponding to the two valve bodies in the off state cannot slide in the holes of the corresponding two sub-chambers, the first ends of these two sliding members are limited, and the two stiffness modules where these two sliding members are located participate in the work, while the stiffness module where the other group of sliding members is located does not participate in the work, and the suspension assembly is in the 2-stiffness state. For example, as Fig.13e shown, when the valve bodies 4421-4422 and 4431-4432 are off and the valve bodies 4441-4442 are on, the stiffness module 431 and the stiffness module 432 participate in the work, or, as Fig.13f shown, when the valve bodies 4431-4432 and 4441-4442 are off and the valve bodies 4421-4422 are on, the stiffness module 432 and the stiffness module 433 participate in the work, or, as Figure 13g shown, when the valve bodies 4421-4422 and 4441-4442 are off and the valve bodies 4431-4432 are on, the stiffness module 431 and the stiffness module 433 participate in the work. These three valve body states will all make the suspension assembly in the state of 2 stiffnesses.

[0143] Finally, combining Table 1 and Fig.12 , when all three groups of valve bodies 4421-4422, 4431-4432, and 4441-4442 are in the off state, the passages between the three groups of sub-chambers A 21 -A 22 , A 31 -A 32 , A 41 -A 42 and the accumulator 441 are all cut off, the first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 cannot slide in the holes of the three groups of sub-chambers A 21 -A 22 , A 31 -A 32 , A 41 -A 42 , the first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 are all limited, and the three stiffness modules 431-433 all participate in the work, and the suspension assembly is in the 3-stiffness state.

[0144] Furthermore, optionally, in the initial state, all three groups of valve bodies 4421-4422, 4431-4432, and 4441-4442 can be in the off state, such as Fig.12 As shown, in other words, the initial state is defaulted to the 3-stiffness state. For example, taking the suspension assembly 400 installed in a vehicle as an example, the three groups of valve bodies 4421-4422, 4431-4432, 4441-4442 can also be connected to a control unit, such as connecting to Figure 2 the control unit 130 as shown. When the vehicle leaves the factory, the three groups of sub-chambers A 21 ~A 22 、A 31 ~A 32 、A 41 ~A 42 are all filled with liquid, and the three groups of valve bodies 4421-4422, 4431-4432, 4441-4442 are all disconnected. During the driving of the vehicle, if the control unit 130 receives an adjustment instruction for the target stiffness sent by the user, or determines that it needs to be adjusted to the target stiffness according to the state signal of the vehicle (such as the sensor signal of the suspension assembly 400 or the signal sent by other components, etc.), the control unit 130 can control one or more of the three groups of valve bodies 4421-4422, 4431-4432, 4441-4442 to switch from the disconnected state to the conducting state, and control the suspension assembly 400 to switch from the 3-stiffness state to the target stiffness state. For example, when the target stiffness is 2, the control unit 130 can randomly or according to a set rule select a group of valve bodies from the three groups of valve bodies 4421-4422, 4431-4432, 4441-4442, and can send control signals to the two valve bodies in this group of valve bodies to drive the two valve bodies in this group of valve bodies to conduct, and switch the suspension assembly 400 from the 3-stiffness state to the 2-stiffness state.

[0145] Further, optionally, after the vehicle is powered off, the stiffness state of the suspension assembly 400 can be maintained at the state before power-off, such as the 2-stiffness state, so that after the vehicle is started next time, the target stiffness adjusted during the previous driving process can be adjusted to a new target stiffness. Alternatively, before the vehicle is powered off, the control unit 130 can also first control the suspension assembly 400 to switch to the 3-stiffness state, so that the vehicle maintains the maximum stiffness in the parked state, avoiding rollover in the ramp start scenario and improving the safety of the vehicle. Alternatively, before the vehicle is powered off, the control unit 130 can also control the suspension assembly 400 to switch to the 0-stiffness state, so that the stiffness of the vehicle gradually increases from the 0-stiffness state after each start, improving the flexibility of stiffness adjustment. For example, when the valve bodies 4421-4422, 4431-4432, and 4441-4442 are normally open solenoid valves, after the vehicle is powered off, these three groups of valve bodies will automatically return to the off state, causing the suspension assembly 400 to automatically switch to the 3-stiffness state. Conversely, when the valve bodies 4421-4422, 4431-4432, and 4441-4442 are normally closed solenoid valves, after the vehicle is powered off, these three groups of valve bodies will automatically return to the on state, causing the suspension assembly 400 to automatically switch to the 0-stiffness state. Furthermore, when the valve bodies 4421-4422, 4431-4432, and 4441-4442 are mechanical valves, after the vehicle is powered off, these three groups of valve bodies can remain in the state before power-off, causing the suspension assembly 400 to maintain the previous stiffness state.

[0146] Further, optionally, after the control unit 130 determines that the target stiffness needs to be adjusted, if the target stiffness is greater than the current stiffness, it means that the control unit 130 needs to switch one or more groups of valve bodies from the on state to the off state. For example, taking the need to switch the valve bodies 4421-4422 from the on state to the off state as an example, please refer to Fig.14a and Fig.14b , which show two possible state diagrams of the suspension assembly provided by Embodiment 1. Combining Figure 3 , Fig.14a and Fig.14b , suspension height sensors can also be provided on the left and right suspension arms. Before the control unit 130 performs specific stiffness control, it can first detect the current heights of the left and right suspension arms through the suspension height sensors on the left and right suspension arms. If the current height difference between the two suspension arms is less than or equal to the set height difference, as Fig.14a shows, it means that the current roll angle of the vehicle body is small, and the first stabilizer bar 410 has only rotated a relatively small angle relative to the second stabilizer bar 420, and the sub-chambers A 21 ~A 22Although a part of the liquid in [it] is pressed into the accumulator 441, the sliding members 4313-4314 are subject to a relatively small rebounding force of the first elastic members 4311-4312, and the energy storage capacity of the accumulator 441 is sufficient to drive the liquid pressed into the accumulator 441 back to the sub-chamber A 21 ~A 22 , therefore, the control unit 130 can control the valve bodies 4421-4422 to switch from the conducting state to the off state to complete the stiffness switching as soon as possible. On the contrary, if the current height difference between these two suspension walls is greater than the set height difference, such as Fig.14b shown, it indicates that the current roll angle of the vehicle body is relatively large, and the first stabilizer bar 410 rotates a relatively large angle relative to the second stabilizer bar 420, resulting in a relatively large part of the liquid in the sub-chamber A 21 ~A 22 being pressed into the accumulator 441. The sliding members 4313-4314 are subject to a relatively large rebounding force of the first elastic members 4311-4312, and the energy storage capacity of the accumulator 441 may not be sufficient to drive the liquid pressed into the accumulator 441 back to the sub-chamber A 21 ~A 22 . In this case, the control unit 130 may not control the valve bodies 4421-4422 to switch from the conducting state to the off state first, but may continue to monitor the heights of the left and right suspension arms until it is detected that the height difference between the left and right suspension arms changes to be less than or equal to the set height difference. At this time, it is determined that the vehicle body returns to a relatively small roll angle. At this time, the control unit 130 then controls the valve bodies 4421-4422 to switch from the conducting state to the off state so that the accumulator 441 can drive the liquid to flow back to the sub-chamber A successfully 21 ~A 22 to achieve stiffness adjustment.

[0147] The above content introduces the internal components of the suspension assembly provided in the first embodiment by taking the topological structure as an example. Next, the actual structure of this suspension assembly will be described. This actual structure can be considered as the physical structure of the suspension assembly installed in the vehicle.

[0148] Please refer to 15a, Fig.15b and Fig.15c . Fig.15a shows a three-dimensional structure diagram of the suspension assembly provided in the first embodiment. Fig.15b shows Fig.15a the plane structure diagram of the suspension assembly shown in Fig.15c shows Fig.15a the exploded view of the suspension assembly shown in Fig.15b . Among them, Fig.15b in (A) shows the front view of the suspension assembly. Fig.15bFigure (C) shows a cross-sectional structure diagram of a suspension assembly, and this cross-sectional structure can be considered as the structure obtained by cutting the suspension assembly along the cross-section S shown in Fig.15b Figure (A). For the convenience of introducing the solution, Fig.15a and Fig.15b in some of the figures, the housing 411 of the first stabilizer bar 410 is hidden, and the protruding structure 412 on the housing 411 is retained. The following will combine with Figures 15a to 15c to elaborate in detail on the application of the above topological structure in the actual suspension assembly 400.

[0149] First, please refer to Fig.15c . The first end c 11 of the first stabilizer bar 410 has a barrel-shaped housing 411, and a protruding structure 412 along the axial direction of the first stabilizer bar 410 is provided on the inner wall surface of the housing 411. The first end c 21 of the second stabilizer bar 420 has a columnar structure 421, and a pin shaft hole is provided on the left side surface of the columnar structure 421. A pin shaft hole is also provided on the right side surface of the first end c 11 of the first stabilizer bar 410. After the columnar structure 421 passes through the housing 411 as a whole, the pin shaft hole on its left side surface is connected to the pin shaft hole on the right side surface of the first end c 11 of the first stabilizer bar 410 through a pin 413. In this way, the rotational connection between the second stabilizer bar 420 and the first stabilizer bar 410 can be realized through a pin connection, and by sleeving the housing 411 outside the columnar structure 421, the entire first end c 21 of the second stabilizer bar 420 and the nearby structure can be hidden inside the housing 411 to protect the internal structure.

[0150] Secondly, in combination with Figures 15a to 15c , the stiffness mechanism 430 can be integrally arranged inside the housing of the rotational connection part between the second stabilizer bar 420 and the first stabilizer bar 410. For example, please refer to Fig.15c . Three groups of grooves are axially provided on the columnar structure 421, and three cavities are dug out in the three groups of grooves. The three cavities are respectively separated by baffles M1, M2, and M3 to form three groups of sub-cavities A 21 ~A 22 , A 31 ~A 32 , A 41 ~A 42 . The three groups of sub-cavities A 21 ~A 22 , A 31 ~A 32 , A 41 ~A 42The cavity direction is along the circumferential direction of the second stabilizer bar 420. The three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are arranged in a ring structure and placed along the circumferential direction on the outer side of the sub-cavities of the three sets of grooves. Among them, the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 can be in a "convex" shape structure. The short end of the "convex" shape structure is the first end, and the long end is the second end. At the grooves at the first ends of the three upper sliding members 4313, 4323, and 4333, there are three sets of corresponding baffles 4371. At the grooves at the first ends of the three lower sliding members 4314, 4324, and 4334, there are three sets of corresponding baffles 4372. Each set of baffles includes two small baffles, and the two small baffles are respectively fixed at the connected positions of the short end and the long end of the "convex" shape structure, so as to jointly form a hole-like structure with the columnar structure 421 and the cylindrical shell 411 sleeved on the outside, and embed the short end of the "convex" shape structure into the hole. The three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 can also be respectively connected to the corresponding baffles 4371-4372 through three sets of second elastic members 4315-4316, 4325-4326, and 4335-4336. The three sets of second elastic members 4315-4316, 4325-4326, and 4335-4336 can be used to press or tension the first ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 on the baffles 4371-4372 to prevent the sliding members from moving. The second ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are respectively fixedly connected to the first ends of three sets of first elastic members 4311-4312, 4321-4322, and 4331-4332. The three sets of first elastic members 4311-4312, 4321-4322, and 4331-4332 are also arranged in a ring structure and are respectively placed in three sets of sub-cavities A 21 ~A 22 、A 31 ~A 32 、A 41 ~A 42 outside, surrounding the circumference of the second stabilizer bar 420, so that the second ends of the three sets of first elastic members 4311-4312, 4321-4322, and 4331-4332 contact the convex structure 412 provided at the first end c 11 of the first stabilizer bar 410.

[0151] Furthermore, in combination with Figures 15a to 15c , the limiting mechanism 440 can be integrally arranged outside the housing of the rotating connection part. For example, please refer to Fig.15a and Fig.15b and Fig.15c , at the positions where the three groups of sub-chambers A 21 ~A 22 , A 31 ~A 32 , A 41 ~A 42 are located, a pipeline opening can also be provided on the outer wall surface of the housing 411 of the first stabilizer bar 410, and the pipeline opening is respectively connected to the three groups of valve bodies 4421~4422, 4431~4432, 4441~4442 through six pipelines 4431. The three groups of valve bodies 4421~4422, 4431~4432, 4441~4442 are encapsulated in a cuboid box-shaped structure. Therefore, the pipelines led out from the outer wall surface of the housing 411 will finally pass through the outer shell on one side of the box-shaped structure to connect the three groups of valve bodies 4421~4422, 4431~4432, 4441~4442 inside, and then lead out through the outer shell on the opposite side of the box-shaped structure, and are connected to the accumulator 441 through the pipeline 4432. The accumulator 441 can be arranged on the outer side of the housing of the convex structure 412. According to this structural design, the pipeline 443 can be wound around the outer circumference of the first stabilizer bar 410, and the pipeline 443 corresponding to each stiffness module passes through half of the circumference length of the first stabilizer bar 410 from the position of the accumulator 441 and then is connected to the sub-chamber on the opposite side of the convex structure 412. The appearance of this suspension assembly 400 is more beautiful.

[0152] It can be understood that Figures 15a to 15c only an exemplary physical structure of the suspension assembly in the first embodiment is given, and the present application does not limit that the suspension assembly in the first embodiment can only have this kind of structure. Any physical structure that can realize the connection relationship shown in the above topological relationship diagram is within the protection scope of the present application, and the present application does not make specific limitations on this.

[0153] In the above first embodiment, the limiting mechanism is realized by an accumulator, a valve body and the corresponding pipeline. This solution only needs to disconnect or conduct the valve body corresponding to any stiffness module to realize the two states of providing stiffness or not providing stiffness for this stiffness module. This kind of stiffness adjustment method is relatively simple and can better improve the flexibility of stiffness adjustment. In addition, the above first embodiment can realize 2 NThere are 8 kinds of stiffness states, N is the number of stiffness modules. For example, when there are 3 stiffness modules, the scheme can provide 8 kinds of stiffness states. The number of stiffness states is large, which makes the stiffness adjustment more selective, and can effectively improve the applicable application scenarios of the suspension assembly. Furthermore, the above-mentioned implementation scheme 1 realizes stiffness adjustment by combining the accumulator and the mechanical structure, and the driving capacity of the accumulator only needs to be able to push the liquid into the sub-cavity when the vehicle body returns to a certain angle. This driving capacity is much smaller than the driving source power of the existing active suspension. In other words, the cost of the accumulator can also be much smaller than the cost of the existing driving source. Therefore, the scheme can also achieve the effect of saving power consumption and cost.

[0154] Implementation Plan 2

[0155] See also Fig.16 , showing a topological structure diagram of a suspension assembly provided in Implementation Option 2. In this example, the limiting mechanism 440 may include a nut 441 and a lead screw 442. The nut 441 and the lead screw 442 are arranged in the first cavity A2 along the axial direction of the second stabilizing rod 420. A screw hole is provided inside the nut 441. The first end e1 of the lead screw 442 is connected to the outer shell of the first cavity A2, and the second end e2 of the lead screw 442 is embedded in the screw hole. The nut 441 and the lead screw 442 have a self-locking ability. The lead screw 442 can drive the nut 441 to move by rotating in the screw hole, so that the nut 441 is self-locked at the end position of the movement. For example, when it is necessary to allow the first end of the sliding members 4313~4314 to move, the nut 441 can be driven to move to a position staggered with the two sliding members 4313~4314 by the rotation of the lead screw 442, such as Fig.16 As shown in (A), in this case, the first ends of the two sliding members 4313-4314 are not supported by the nut 441, and the first ends of the two sliding members 4313-4314 are free ends. The two sliding members 4313-4314 can slide in the hole of the first cavity A2 as the first stabilizing rod 410 rotates relative to the second stabilizing rod 420. Conversely, when it is necessary to limit the movement of the first ends of the sliding members 4313-4314, the nut 441 can be driven to move to a position in contact with the first ends of the two sliding members 4313-4314 by the rotation of the lead screw 442, as shown in FIG. Fig.16 As shown in (B), in this case, the first ends of the two sliding members 4313~4314 are supported by the nut 441, and the first ends of the two sliding members 4313~4314 are limited. When the first stabilizer bar 410 rotates clockwise relative to the second stabilizer bar 420, the first elastic member 4311 is compressed. When the first stabilizer bar 410 rotates counterclockwise relative to the second stabilizer bar 420, the first elastic member 312 is compressed. The compressed first elastic member generates an elastic force to inhibit the rotation of the first stabilizer bar 410 relative to the second stabilizer bar 420, so that the suspension assembly 400 generates torsional stiffness.

[0156] Further, optionally, please continue to refer to Fig.16 , the side wall of the nut 441 may also have two grooves corresponding to the two sliding members 4313-4314 one by one. After the nut 441 moves to the position where it contacts the first ends of the two sliding members 4313-4314, the first ends of the two sliding members 4313-4314 can be respectively embedded in the corresponding two grooves, as shown in Fig.16 Figure (B) in. With this design, the grooves can limit the first ends of the sliding members embedded therein, and can prevent the first ends of the sliding members from moving axially in the second stabilizer bar, ensuring the stability of the first ends of the sliding members being limited.

[0157] Further, optionally, please continue to refer to Fig.16 , one end of the nut 441 relative to the sliding members 4313-4314 (i.e., the end of the nut 441 opposite to the lead screw 442, such as the left end of the nut 441 shown in the figure) may also have a chamfer. This chamfer can enable the sliding members 4313-4314 to slide from the leftmost end of the nut to the uppermost end of the nut through an inclined plane, improving the smoothness of the sliding members 4313-4314 during the sliding process. It can be understood that although not shown in the figure, the first ends of the sliding members 4313-4314 and one or more of the two grooves may also have chamfers. Setting the first ends of the sliding members 4313-4314 to have a chamfered structure can improve the smoothness of the sliding members 4313-4314 during the entire sliding process and reduce the wear of the first ends of the sliding members 4313-4314 during the sliding process. And setting the two grooves to have chamfered grooves can improve the smoothness of the sliding members 4313-4314 when being snapped into the two grooves and removed from the two grooves, avoiding the phenomenon of sliding jamming.

[0158] Further, optionally, please continue to refer to Fig.16 , the limiting mechanism 440 may further include a driving portion 443. The driving portion 443 is connected to the lead screw 442, such as being connectable to the first end e1 of the lead screw 442, for driving the lead screw 442 to rotate in the threaded hole of the nut 441. Among them, the driving portion 443 can be an electric driving component, such as a motor, or a manual driving component, such as a knob. Of course, it can also be other types of driving components, such as a hydraulic driving component, etc., which are not specifically limited. When the driving portion 443 is a motor, the motor can also be connected to a control unit, such as Figure 2As shown in the control unit 130, the motor can drive the lead screw 442 to rotate a corresponding angle in the threaded hole of the nut 441 according to the stiffness adjustment instruction sent by the control unit 130, so as to drive the nut 441 to move to the stiffness state indicated by the stiffness adjustment instruction. When the driving part 443 is a knob, the knob can be set at a position in the chassis system that is relatively easy for the user to access. The user can open the chassis system before driving, or pause the vehicle during driving, or after parking, find the knob, and turn the knob to the stiffness state desired by the user.

[0159] Further, optionally, please continue to refer to Fig.16 , the limiting mechanism 440 may further include a third elastic member 444. The third elastic member 444 is connected between the first end e1 of the lead screw 441 and the first cavity A2. For example, when the driving part 443 is connected to the first end e1 of the lead screw, the third elastic member 444 can be connected between the driving part 443 and the first cavity A2. The third elastic member 444 can be used to allow the lead screw 442 to compress the third elastic member 444 after the movement of the lead screw 442 is blocked by the sliding members 4313-4314, and, after the blockage disappears, drive the lead screw 442 to move in the direction close to the sliding members 4313-4314.

[0160] For example, taking the driving part 443 as a motor as an example, please refer to Fig.17 , which shows several stage diagrams of a stiffness adjustment provided by Embodiment 2. As Fig.17 shown, assuming that the control unit 130 determines that it is necessary to adjust from the non-stiffness state shown in (A) in Fig.17 to the stiffness state, the control unit 130 can send a control signal to the driving part 443, and the control signal is used to indicate the rotation direction and rotation angle of the driving part 443 to drive the lead screw 442. Exemplarily, taking a clockwise rotation of 30° as an example, after receiving the control signal, the driving part 443 can drive the lead screw 442 to rotate 30° clockwise. However, when the lead screw 442 rotates 10° clockwise, the nut 441 moves to the left front end and just contacts the sliding members 4313-4314 under the drive of the lead screw 442, as shown in Fig.17 (B). At this time, due to the very large body roll angle, the compression amount of the first elastic member 4311 is very large, and as a result, the sliding member 4313 receives a very large rebounding force from the first elastic member 4311, so that the resistance transmitted by the sliding member 4313 to the nut 441 is very large, and the power of the driving part 443 is not enough to overcome such a large resistance to push up the sliding member 4313, so the nut 411 cannot be pushed further to the left. However, since the lead screw 442 is still rotating, the lead screw 442 will move to the right relative to the nut 441, thereby compressing the third elastic member 444, as shown in Fig.17 (C). After that, as Fig.17As shown in (D), when the vehicle body returns to a certain angle, after the rebounding force of the third elastic member 444 is transmitted to the nut 441 through the lead screw 442, it is sufficient to overcome the resistance of the sliding member 4313 to the nut 441. Therefore, under the action of the rebounding force of the third elastic member 444, the lead screw 442 and the nut 441 are pushed to move to the left together, so that the groove on the nut 441 is engaged with the sliding members 4313-4314, and the suspension assembly 400 is switched to the state with stiffness.

[0161] Furthermore, optionally, the stiffness mechanism 430 may further include a plurality of stiffness modules. For example, taking Fig. 9 the three stiffness modules 431, 432, and 433 shown as an example, please refer to Fig.18 FIG., which shows a topological structure diagram of a suspension assembly with multiple stiffness modules provided in the second embodiment. In this example, the first end c of the second stabilizer bar 420 21 is provided with a relatively long first cavity A2 along the axial direction of the second stabilizer bar 420. Three groups of holes are provided on both circumferentially opposite sides of the first cavity A2. The three groups of holes correspond to the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 one by one. The first end of each group of sliding members is embedded in the corresponding hole. The limiting mechanism 440 includes a nut 441, a lead screw 442, a driving portion 443, and a third elastic member 444. The side wall of the nut 441 has three groups of grooves corresponding to the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 one by one. Each group of grooves includes two grooves corresponding to the corresponding group of sliding members. A threaded hole is provided inside the nut 441. One end of the lead screw 442 is embedded in the threaded hole, and the other end is connected to the right side wall of the first cavity A2 through the driving portion 443 and the third elastic member 444.

[0162] Adopting Fig.18 the suspension assembly structure shown, by controlling the rotation of the lead screw 442, the nut 441 can be moved to different positions, so as to achieve the following 4 stiffness states shown in Table 2:

[0163] Table 2

[0164] Stiffness state Nut position 0 stiffness The three sets of sliding members 4313-4314, 4323-4324 and 4333-4334 are all staggered. 1. Stiffness Contact with the first end of the sliding member 4313-4314 2 Stiffness Contact with the first ends of the sliding members 4313-4314, 4323-4324 3. Stiffness Contact with the first ends of the three sets of sliding members 4313-4314, 4323-4324 and 4333-4334

[0165] Please refer to Fig.19a , Fig.19b , Fig.19c , which shows the topological structure diagrams of the last three stiffness states shown in Table 2, Fig.18 FIG. shows the topological structure diagram of the first stiffness state shown in Table 2. The following combines Table 2, Fig.18 , Figures 19a to 19c , and introduces the specific implementation methods of each stiffness state.

[0166] First, in combination with Table 2 and Fig.18 When the entire lead screw 442 is fitted into the threaded hole, the nut 441 retracts to the rightmost side of the first cavity A2. The leftmost end of the nut 441 is located to the right of the rightmost set of sliding members 4313-4314. The nut 441 is offset from the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334. The first ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are not limited. The three stiffness modules 431-433 do not participate in the operation, and the suspension assembly 400 is in a 0-stiffness state.

[0167] Secondly, combining Table 2 and Fig.19a When the driving part 443 drives the lead screw 442 to rotate so that the nut 441 moves leftward until its side wall contacts the first ends of the rightmost set of sliding members 4313-4314, the first ends of the rightmost set of sliding members 4313-4314 are fitted into the leftmost set of grooves on the side wall of the nut 441. The first ends of the rightmost set of sliding members 4313-4314 are limited by the nut 441. The stiffness module 431 corresponding to this set of sliding members 4313-4314 participates in the operation, while the stiffness modules 432 and 433 where the other two sets of sliding members 4323-4324 and 4333-4334 are located do not participate in the operation. The suspension assembly 400 is in a 1-stiffness state.

[0168] Furthermore, combining Table 2 and Fig.19b When the driving part 443 drives the lead screw 442 to rotate so that the nut 441 moves leftward until its side wall contacts the first ends of the rightmost two sets of sliding members 4313-4314 and 4323-4324, the first ends of the rightmost set of sliding members 4313-4314 are fitted into the middle set of grooves on the side wall of the nut 441. The first ends of the middle set of sliding members 4323-4324 are fitted into the leftmost set of grooves on the side wall of the nut 441. The first ends of the rightmost set of sliding members 4313-4314 and the middle set of sliding members 4323-4324 are both limited by the nut 441. The two stiffness modules 431 and 432 corresponding to these two sets of sliding members 4313-4314 and 4323-4324 participate in the operation, and the stiffness module 433 does not participate in the operation. The suspension assembly 400 is in a 2-stiffness state.

[0169] Finally, combining Table 2 and Fig.19c, when the driving part 443 drives the lead screw 442 to rotate, causing the nut 441 to move leftward until the side wall thereof contacts the first ends of the three sets of sliding members 4313-4314, 4323-4324, and 4333-4334, the nut 441 extends to the leftmost side of the first cavity A2. The first ends of the rightmost set of sliding members 4313-4314 are fitted into the rightmost set of grooves on the side wall of the nut 441. The first ends of the middle set of sliding members 4323-4324 are fitted into the middle set of grooves on the side wall of the nut 441. The first ends of the leftmost set of sliding members 4333-4334 are fitted into the leftmost set of grooves on the side wall of the nut 441. The first ends of these three sets of sliding members 4313-4314, 4323-4324, and 4333-4334 are all limited by the nut 441. The three stiffness modules 431, 432, and 433 corresponding to these three sets of sliding members 4313-4314, 4323-4324, and 4323-4334 all participate in the work, and the suspension assembly 400 is in the 3-stiffness state.

[0170] Further, optionally, in the initial state, the nut 441 can be at the rightmost end of the first cavity A2, as Fig.18 shown. In other words, the initial state is defaulted to the 0-stiffness state. For example, taking the suspension assembly 400 installed in a vehicle as an example, the driving part 443 can also be connected to a control unit, such as connected to Figure 2 the control unit 130 shown. When the vehicle leaves the factory, the entire lead screw 442 is fitted into the nut 441, and the lead screw 442 and the nut 441 are located at the rightmost end of the first cavity A2 as a whole. The correspondence between each stiffness state and the rotation angle can also be stored in the local or other storage units of the control unit 130. This correspondence can include how many degrees the lead screw 442 needs to be driven to rotate in which direction when switching from any stiffness state to another stiffness state. In this way, during the driving of the vehicle, if the control unit 130 determines that the target stiffness needs to be adjusted, it can first query the correspondence stored in the local or other storage units to find the target direction and target angle for driving the lead screw 442 to rotate from the current stiffness of the vehicle (such as the 0-stiffness in the initial state) to the target stiffness. Then, the control unit 130 can send a control signal to the driving part 443, so that the driving part 443 drives the lead screw 442 to rotate in the target direction by the target angle according to the indication of the control signal, so as to drive the nut 441 to move to the position corresponding to the target stiffness.

[0171] Further, after the vehicle is powered off, the stiffness state of the suspension assembly 400 can be maintained in the state before power-off, and the control unit 130 records this stiffness state to facilitate determining the rotation angle corresponding to the new target stiffness with reference to this stiffness state during the next driving process. Alternatively, to ensure the safety of the vehicle during the next startup, the control unit 130 can also drive the lead screw 442 to rotate through the driving part 443 before controlling the vehicle to power off, move the nut 441 to the leftmost end of the first cavity A2, so that the suspension assembly switches to the 3-stiffness state, to avoid the vehicle from rolling over in a slope startup scenario. Alternatively, the control unit 130 can also drive the lead screw 442 to rotate through the driving part 443 before controlling the vehicle to power off, move the nut 441 to the rightmost end of the first cavity A2, so that the suspension assembly switches to the 0-stiffness state, to facilitate gradually increasing the stiffness from the 0-stiffness state after each vehicle startup and improving the convenience of controlling the stiffness after each vehicle startup. Of course, it can also be controlled to the 1-stiffness or 2-stiffness state, so that the vehicle can also have a certain anti-roll function, and the present application does not make specific limitations on this.

[0172] Further, optionally, after the control unit 130 determines that the target stiffness needs to be adjusted, if the target stiffness is greater than the current stiffness, it means that the control unit 130 needs to drive the lead screw 442 to rotate through the driving part 443 to drive the nut 441 to move to the left, and this movement needs to overcome the resistance exerted by the sliding part on the nut 441 to be achieved. Therefore, before the control unit 130 executes specific control, it can also first detect the current heights of the left and right suspension arms through the suspension height sensors provided on the left and right suspension arms. If the current height difference between the two suspension arms is less than or equal to the set height difference, it indicates that the current roll angle of the vehicle body is relatively small, the first stabilizer bar 410 has rotated a relatively small angle relative to the second stabilizer bar 420, the sliding part is subjected to a relatively small rebounding force of the first elastic member, so that the resistance of the sliding part to hinder the leftward movement of the nut 443 is also relatively small, and the power of the driving part 443 is sufficient to overcome this resistance to push the nut 441 in. In this case, the control unit 130 can control the driving part 443 to drive the lead screw 442 to rotate by a corresponding angle to complete the stiffness switching as soon as possible. On the contrary, if the current height difference between the two suspension arms is greater than the set height difference, it indicates that the current roll angle of the vehicle body is relatively large, the first stabilizer bar 410 has rotated a relatively large angle relative to the second stabilizer bar 420, the sliding part is subjected to a relatively large rebounding force of the first elastic member, so that the resistance of the sliding part to hinder the leftward movement of the nut 441 is also relatively large. In this case, although the power of the driving part 443 is not sufficient to overcome this resistance to push the nut 441 in, the control unit 130 can still control the driving part 443 to drive the lead screw 442 to rotate by a corresponding angle. During the process of the lead screw 442 driving the nut 441 to move to the left, although the nut 441 will be stuck by the sliding part, the lead screw 442 can move to the right relative to the nut 441, so that the third elastic member 444 is compressed, and the third elastic member 444 stores the corresponding moving energy through the pre-tightening operation. After that, when the vehicle body returns to a relatively small roll angle, the lead screw 442 will drive the nut 441 to move to the left synchronously under the rebounding force of the third elastic member 444, so that the nut 441 moves to the position corresponding to the target stiffness to achieve the stiffness adjustment.

[0173] The above content introduces the internal components of the suspension assembly provided by Embodiment 2 with a topological structure diagram as an example. Next, the actual structure of this suspension assembly will be described, and this actual structure can be regarded as the physical structure of the suspension assembly installed in a vehicle.

[0174] Please refer to 20a, Fig.20b and Fig.20c , Fig.20a which shows the front view structure diagram of the suspension assembly provided by Embodiment 2, Fig.20b which shows Fig.20a the rear view structure diagram of the suspension assembly shown, Fig.20c which shows Fig.20aExploded view of the suspension assembly shown. For ease of introducing the solution, Fig.20a and Fig.20b in some views of, the housing 411 of the first stabilizer bar 410 is hidden, and the protruding structure 412 on the housing 411 is retained. The following will combine with Figures 20a to 20c to elaborate in detail on the application of the above topological structure in the actual suspension assembly 400.

[0175] First, please refer to Fig.20c , the first end c of the first stabilizer bar 410 11 has a barrel-shaped housing 411, and a protruding structure 412 along the axial direction of the first stabilizer bar 410 is provided on the inner wall surface of the housing 411. The first end c of the second stabilizer bar 420 21 has a columnar structure 421, and a pin shaft hole (not shown in the figure, please refer to the above Fig.15c ) is provided on the left side surface of the columnar structure 421. A pin shaft hole is also provided on the right side surface of the first end c of the first stabilizer bar 410 11 . After the columnar structure 421 passes through the housing 411 as a whole, the pin shaft hole on its left side surface is connected to the pin shaft hole on the right side surface of the first end c of the first stabilizer bar 410 11 by a pin 413.

[0176] Second, in combination with Figures 20a to 20c , the stiffness mechanism 430 can be integrally arranged inside the housing of the rotation connection part between the second stabilizer bar 420 and the first stabilizer bar 410. For example, please refer to Fig.20a and Fig.20c, three groups of grooves are axially formed on the columnar structure 421, and the groove directions of the three groups of grooves are along the circumferential direction of the second stabilizing rod 420. The three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 are annular structures and are circumferentially placed in the three groups of grooves. Any one of the sliding members is in a "convex" shape. The short end of the "convex" shape is the first end, and the long end is the second end. Four groups of baffles 437 are provided on the grooves at the first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334. The four groups of baffles 437, the columnar structure 421, and the housing 411 jointly form a hole-like structure, and the first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 are embedded therein. The connection positions of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 at the short ends and the long ends can also be connected to the four groups of baffles 437 through three groups of second elastic members 4315-4316, 4325-4326, and 4335-4336. The three second elastic members 4315-4316, 4325-4326, and 4335-4336 can be used to press or tension the first ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 against the baffles 437. The second ends of the three groups of sliding members 4313-4314, 4323-4324, and 4333-4334 are fixedly connected to the first ends of three groups of first elastic members 4311-4312, 4321-4321, and 4331-4332 respectively. The three groups of first elastic members 4311-4312, 4321-4321, and 4331-4332 are also set as annular structures and are respectively placed in the three groups of grooves, surrounding the circumference of the second stabilizing rod 420, so that the second ends of the three groups of first elastic members 4311-4312, 4321-4321, and 4331-4332 contact the convex structure 412 provided at the first end c of the first stabilizing rod 410, as shown in Fig.20b . 11 At the place Fig.20b As shown.

[0177] Furthermore, the limiting mechanism 440 can also be integrally arranged inside the housing of the rotational connection part. For example, please refer to Fig.20a and Fig.20c . The first end c of the second stabilizing rod 420 Fig.20a And Fig.20c At the place 21One end is connected to one end of the driving part 443. The other end of the driving part 443 is fixedly connected to the lead screw 442. The nut 441 has a propulsion part. One end of the propulsion part has a ring, and the ring is embedded on the lead screw 442. The driving part 443, the lead screw 442 and the ring on the nut 441 are embedded in the ring-shaped structure 413. The ring-shaped structure 413 is nested in the housing 411. A groove along the axial direction of the second stabilizer bar 420 is formed on the ring-shaped structure 413. The propulsion part of the nut 441 extends out of the groove, so that the propulsion part can move along the axial direction of the second stabilizer bar 420.

[0178] It can be understood that Figures 20a to 20c only an exemplary physical structure of the suspension assembly in Embodiment 2 is given. The present application does not limit that the suspension assembly in Embodiment 2 can only have this kind of structure. Any physical structure that can realize the connection relationship shown in the above topological relationship diagram is within the protection scope of the present application, and the present application does not make specific limitations on this.

[0179] In the above Embodiment 2, the limiting mechanism is realized by the driving part, the lead screw and the nut. This solution only needs to drive the lead screw to rotate through the driving part, and then the nut can be driven to move to a position in contact or not in contact with the sliding part, realizing two states of providing stiffness or not providing stiffness for the stiffness module where the sliding part is located. This kind of stiffness adjustment method is relatively simple and can better improve the flexibility of stiffness adjustment. In addition, the above Embodiment 2 can realize N + 1 stiffness states, where N is the number of stiffness modules. For example, when there are 3 stiffness modules, this solution can provide 4 stiffness states. The number of these stiffness states is much more than the stiffness states that can be realized by the existing semi-active suspension, making the selectivity of stiffness adjustment stronger and effectively improving the applicable application scenarios of the suspension assembly. Moreover, the above Embodiment 2 realizes stiffness adjustment by combining a mechanical structure and a driving part, and the power of the driving part only needs to be able to drive the lead screw to rotate. This power is much smaller than the power of the driving source of the existing active suspension. In other words, the cost of the driving part can also be much smaller than the cost of the existing driving source. Therefore, this solution can also achieve the effects of saving power consumption and cost.

[0180] It should be noted that the above content only exemplarily gives two possible structures of the limiting mechanism 440. In the actual suspension assembly 400, the limiting mechanism 440 can also be other structures. For example, in another example, the limiting mechanism 440 can also be composed of a first link, a second link and a switch. One end of the first link is connected to the first end of the sliding member, and the other end is a free end. The first link can slide with the sliding of the first end of the sliding member. One end of the second link is connected to one end of the switch, and the other end is fixed on the outer shell of the first cavity A2. When it is necessary to limit the first end of the first elastic member, the other end of the switch can be connected to the other end of the first link, so as to limit the movement of the first link through the second link fixed on the outer shell of the first cavity A2, and further limit the movement of the sliding member connected to the first link. On the contrary, when it is necessary to allow the movement of the first end of the first elastic member, the other end of the switch can be moved to a position where it does not contact the other end of the first link, so as to allow the sliding of the sliding member. It can be understood that the limiting mechanism 440 can also be realized by other structures, and the present application does not make specific limitations on this.

[0181] In addition, for each component and structure given in the present application, if there is no special description and logical conflict, other possible implementation schemes can be formed according to their internal logical relationships, and the present application does not make specific limitations on this.

[0182] Based on the structure and function of the suspension assembly described above, the present application can also provide a suspension system. Please refer to Fig.21 , the suspension system can include the suspension assembly introduced in any of the foregoing embodiments, and can also include a control unit. The control unit is coupled to the limiting mechanism in the suspension assembly. For example, it can be coupled to the valve body in the first implementation scheme above, or coupled to the driving part in the second implementation scheme above. The control unit is configured to send a first control signal to the limiting mechanism when it is determined that the target stiffness needs to be adjusted. The limiting mechanism is configured to limit or allow the movement of the first ends of two first elastic members in one or more stiffness modules according to the first control signal.

[0183] Optionally, please refer to Fig.21 , the suspension assembly may specifically include a first suspension assembly and a second suspension assembly. The first suspension assembly is connected between the left front wheel side and the right front wheel side, and the second suspension assembly is connected between the left rear wheel side and the right rear wheel side. Among them, the first suspension assembly can be used to suppress the roll of the front body, and the second suspension assembly can be used to suppress the roll of the rear body. The combination of the first suspension assembly and the second suspension assembly can achieve the suppression of the roll of the entire vehicle.

[0184] Optionally, please refer to Fig.21, the suspension system may further include a suspension height sensor. After determining to adjust to the target stiffness and before sending the first control signal to the limiting mechanism, the control unit may first obtain the height information collected by the suspension height sensor and determine that the height difference between the left suspension and the right suspension is less than the set height difference according to the height information.

[0185] For example, please refer to Figure 21 , the suspension height sensor may include a left front suspension height sensor and a right front suspension height sensor. When the control unit determines to adjust the first suspension assembly to the target stiffness, it may first obtain the height information collected by the left front suspension height sensor and the height information collected by the right front suspension height sensor. If the difference between these two height information is less than or equal to the set height difference, it indicates that the front body roll is small and the ability of the limiting mechanism itself is sufficient to adjust the stiffness. In this case, the control unit may send the first control signal to the limiting mechanism in the first suspension assembly to control the limiting mechanism to adjust the stiffness of the first suspension assembly to the target stiffness as soon as possible according to the first control signal. On the contrary, if the difference between the two height information is greater than the set height difference, it indicates that the front body roll is large and the ability of the limiting mechanism itself may not be sufficient to adjust the stiffness. In this case, the control unit may wait for the body to return to the upright position and then send the first control signal to the limiting mechanism in the first suspension assembly.

[0186] Another example, please refer to Figure 21 , the suspension height sensor may further include a left rear suspension height sensor and a right rear suspension height sensor. When the control unit determines to adjust the second suspension assembly to the target stiffness, it may first obtain the height information collected by the left rear suspension height sensor and the height information collected by the right rear suspension height sensor. If the difference between these two height information is less than or equal to the set height difference, it indicates that the rear body roll is small and the ability of the limiting mechanism itself is sufficient to adjust the stiffness. In this case, the control unit may send the first control signal to the limiting mechanism in the second suspension assembly to control the limiting mechanism to adjust the stiffness of the second suspension assembly to the target stiffness as soon as possible according to the first control signal. On the contrary, if the difference between the two height information is greater than the set height difference, it indicates that the rear body roll is large and the ability of the limiting mechanism itself may not be sufficient to adjust the stiffness. In this case, the control unit may wait for the body to return to the upright position and then send the first control signal to the limiting mechanism in the second suspension assembly.

[0187] It should be noted that Figure 21 the suspension system architecture given is only an example. In other examples, the suspension system may include more, fewer or different structures, and each structure may include more, fewer or different components. The components shown or not shown may be combined or divided in any way, and the present application does not make specific limitations on this.

[0188] Based on the structure and function of the suspension system described above, the present application can also provide a vehicle, which may include any of the suspension systems introduced in the foregoing embodiments, and may further include a vehicle body, a wheel side, and wheels. The suspension system is connected to the vehicle body and the wheel side, and the wheel side is also rotatably connected to the wheels.

[0189] Exemplarily, the vehicle may be a sedan, a truck, a motorcycle, a bus, a recreational vehicle, a amusement park vehicle, a construction vehicle, a tram, a golf cart, a train, a driverless vehicle, a smart vehicle, a digital vehicle, etc.

[0190] In the present application, "a plurality of" means two or more. The various numerical numbers involved in the present application are only for the convenience of description and are not used to limit the scope of the embodiments of the present application. For example, similar expressions such as the terms "first", "second", "third", etc. are used to distinguish similar objects and do not have to be used to describe a specific order or sequence. In the present application, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a series of steps or units are included. Additionally, in the present application, the term "exemplarily" and "optionally" are used to mean as an example, illustration or explanation. Any embodiment or design solution described as "exemplary" or "optional" in the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Or it can be understood that using the term "exemplary" or "optional" is intended to present the concept in a specific manner and does not constitute a limitation to the present application.

[0191] It can be understood that the magnitudes of the sequence numbers of the above processes do not mean the order of execution. The order of execution of each process should be determined by its function and internal logic. The method, system, product or device does not have to be limited to the clearly listed steps or units, but may include other steps or units that are not clearly listed or are inherent to these processes, methods, products or devices.

Claims

1. A suspension assembly, characterized in that, It includes a first stabilizer bar, a second stabilizer bar, a limiting mechanism and a stiffness mechanism. The first end of the first stabilizer bar is rotatably connected to the first end of the second stabilizer bar. The second end of the first stabilizer bar is connected to the first wheel side, and the second end of the second stabilizer bar is connected to the second wheel side. The stiffness mechanism includes a stiffness module. The stiffness module includes two first elastic members arranged circumferentially on the second stabilizer bar. The first ends of the two first elastic members are both slidably connected to the first end of the second stabilizer bar, and the second ends of the two first elastic members are arranged on both sides of the first end of the first stabilizer bar to limit its rotation direction. The limiting mechanism is used to limit or allow the movement of the first ends of the two first elastic members. When the limiting mechanism limits the movement of the first ends of the two first elastic members, the second ends of the two first elastic members contact the first stabilizer bar. When the limiting mechanism allows the movement of the first ends of the two first elastic members, the first ends of the two first elastic members slide on the second stabilizer bar as the first stabilizer bar and the second stabilizer bar rotate relative to each other.

2. The suspension assembly according to claim 1, wherein The stiffness mechanism includes a plurality of the stiffness modules, and the first elastic members in the plurality of stiffness modules are arranged axially along the second stabilizer bar.

3. The suspension assembly according to claim 1 or 2, characterized in that, A first groove body extending along the axial direction of the first stabilizer bar is formed at the first end of the first stabilizer bar, and the first end of the second stabilizer bar is sleeved in the first groove body.

4. The suspension assembly according to claim 3, wherein, There are protruding structures on the inner wall of the shell of the first groove body. The protruding structures are arranged along the axial direction of the first stabilizer bar, and the second ends of the two first elastic members are located on both sides of the protruding structures.

5. The suspension assembly according to claim 4, wherein, The two first elastic members are arranged circumferentially around the second stabilizer bar on both sides of the protruding structure.

6. The suspension assembly according to any one of claims 1 to 5, characterized in that, The stiffness module further includes two sliding members corresponding to the two first elastic members one by one. Any one of the sliding members is connected between the first end of the corresponding first elastic member and the first end of the second stabilizer bar.

7. The suspension assembly according to claim 6, wherein The first end of the second stabilizer bar has a first cavity. Two opposite holes are formed in the circumferential side wall of the first cavity. The two holes correspond to the two sliding members one by one. The first end of any one of the sliding members is embedded in the corresponding hole, and the second end of any one of the sliding members is fixedly connected to the corresponding first elastic member.

8. The suspension assembly according to claim 7, wherein, The stiffness module further includes two second elastic members corresponding to the two sliding members one by one. Any one of the second elastic members is connected between the corresponding sliding member and the outer shell of the first cavity, and is used to press or tension the sliding member against the first cavity.

9. The suspension assembly according to claim 7 or 8, characterized in that, The first cavity includes two sub-cavities corresponding to the two sliding members one by one. The two holes are respectively formed in the two sub-cavities. The limiting mechanism includes an accumulator, two valve bodies and a pipeline. The two valve bodies correspond to the two sub-cavities one by one. The pipeline is used to connect the accumulator with the first end of any one of the valve bodies, and the second end of any one of the valve bodies with the sub-cavity corresponding to the valve body. When the two valve bodies are disconnected, the two sub-cavities are filled with liquid, and the liquid is used to limit the sliding of the first ends of the two sliding members in the holes of the two sub-cavities. When the two valve bodies are connected, the two sliding members slide in the holes of the two sub-cavities as the first stabilizing rod and the second stabilizing rod rotate relative to each other, and the liquid in the two sub-cavities flows into the accumulator through the pipeline.

10. The suspension assembly according to claim 9, characterized in that, The stiffness mechanism includes a plurality of stiffness modules, the first end of the second stabilizer bar has a plurality of groups of sub-cavities corresponding one-to-one to the plurality of stiffness modules, the plurality of groups of sub-cavities are arranged along the axial direction of the second stabilizer bar, each group of sub-cavities includes two sub-cavities corresponding one-to-one to the two sliding members in the corresponding stiffness module; the limiting mechanism includes a plurality of groups of valve bodies and a plurality of groups of pipes corresponding one-to-one to the plurality of groups of sub-cavities, each group of valve bodies includes two valve bodies corresponding to the corresponding group of sub-cavities, and each group of pipes is used to connect the accumulator, the corresponding group of valve bodies and the corresponding group of sub-cavities.

11. The suspension assembly according to claim 7 or 8, characterized in that, The limiting mechanism comprises a nut and a lead screw, wherein the nut and the lead screw are arranged in the first cavity along the axial direction of the second stabilizing rod, a screw hole is provided inside the nut, a first end of the lead screw is connected to the first cavity, and a second end of the lead screw is embedded in the screw hole; The lead screw is used to rotate in the screw hole to drive the nut to move. When the nut moves to a position in contact with the first ends of the two sliding members, the two sliding members are limited. When the nut moves to a position offset from the two sliding members, the two sliding members slide in the hole of the first cavity as the first stabilizing rod and the second stabilizing rod rotate relative to each other.

12. The suspension assembly according to claim 11, wherein, The side wall of the nut is provided with two grooves corresponding to the two sliding members one by one. After the nut moves to a position in contact with the two sliding members, any one of the sliding members is embedded in the corresponding groove.

13. The suspension assembly according to claim 12, wherein, The stiffness mechanism comprises a plurality of stiffness modules, and the side wall of the nut is provided with a plurality of groups of grooves corresponding one-to-one to the plurality of stiffness modules, and each group of grooves comprises two grooves corresponding one-to-one to two sliding members in the corresponding stiffness module.

14. The suspension assembly according to any one of claims 11 to 13, characterized in that, The limiting mechanism also includes a driving part, which is connected to the lead screw and is used to drive the lead screw to rotate in the screw hole.

15. The suspension assembly according to claim 14, characterized in that, The driving part is a motor or a knob.

16. The suspension assembly according to claim 14 or 15, characterized in that, The limiting mechanism further includes a third elastic member, and the third elastic member is connected between the first end of the lead screw and the first cavity; The third elastic member is used to allow the lead screw to compress the third elastic member after the movement of the lead screw is blocked by the sliding member, and to drive the lead screw to move in a direction close to the sliding member after the blockage disappears.

17. The suspension assembly according to any one of claims 1 to 16, characterized in that The first elastic member includes one or more elastic elements. When the first elastic member includes multiple elastic elements, the multiple elastic elements are embedded or spliced ​​together. The elastic element is a spring, rubber, air cylinder or hydraulic accumulator.

18. A suspension system, characterized in that, It comprises a control unit and a suspension assembly according to any one of claims 1 to 17, wherein the control unit is connected to a limiting mechanism in the suspension assembly; The control unit is used to send a first control signal to the limit mechanism according to the target stiffness; The limiting mechanism is configured to limit or permit the movement of the first ends of two first elastic members in one or more of the stiffness modules according to the first control signal.

19. The suspension system according to claim 18, wherein, The suspension system includes a first suspension assembly and a second suspension assembly. The first suspension assembly is connected between the left front wheel side and the right front wheel side, and the second suspension assembly is connected between the left rear wheel side and the right rear wheel side.

20. The suspension system according to claim 18 or 19, characterized in that, The suspension system further includes a suspension height sensor. Before sending the first control signal to the limiting mechanism, the control unit is further configured to: Obtain the height information collected by the suspension height sensor; Determine that the height difference between the first wheel side and the second wheel side is less than or equal to a set height difference according to the height information.

21. A vehicle, characterized in that, Comprising a vehicle body, a wheel side, a wheel, and a suspension system according to any one of claims 18 to 20, wherein the suspension system is connected between the vehicle body and the wheel side, and the wheel is rotatably connected to the wheel side.

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