Anti-roll device, suspension system and vehicle

Abstract

The invention provides an anti-roll device, a suspension system and a vehicle, and relates to the technical field of vehicle parts, the anti-roll device comprises a first connecting rope, a second connecting rope, an elastic piece, and a first rotating drum and a second rotating drum which are respectively connected to a left control arm and a right control arm; in each stabilizing assembly, one end of a first connecting rope and one end of a second connecting rope are wound on the first rotating drum and the second rotating drum respectively, the other ends of the first connecting rope and the second connecting rope are connected to the two opposite ends of the elastic part respectively, and the winding direction of the first connecting rope on the first rotating drum is opposite to the winding direction of the second connecting rope on the second rotating drum; the elastic part is used for increasing the elastic acting force when the first rotating drum and the second rotating drum rotate in the same direction so as to provide torsional rigidity opposite to the rotating direction for the first rotating drum and the second rotating drum. Therefore, the anti-roll device has the advantages of being simple in structure, easy to install, light in weight, low in cost and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle components, and more particularly, to an anti-roll device, a suspension system and a vehicle. Background Art

[0002] The lateral stabilizer bar assembly in a vehicle suspension system is crucial for improving the handling stability and ride comfort of the vehicle. The traditional lateral stabilizer bar assembly mainly consists of components such as linkages, the stabilizer bar body, and bushings. Although this structural design meets the functional requirements to a certain extent, it is relatively complex. On the one hand, this complex structure can cause damage to shock absorbers and chassis components, resulting in abnormal noises, increased local vibrations of the vehicle, and even permanent damage to the body structure. It may also affect the lifespan of the shock absorbers, especially in poor road conditions. On the other hand, this structural design increases the weight of the vehicle. Moreover, due to the need for mounting brackets and their bushings, connecting rods and their bushings, and the rod body, processes such as mold development, bushing development, and bushing vulcanization are required, leading to high production costs. At the same time, this structural design is also not conducive to the replacement of tuning components, causing inconvenience to vehicle maintenance. Summary of the Invention

[0003] The problem solved by the present invention is: how to simplify the structure of the lateral stabilizer bar assembly and reduce production costs.

[0004] To solve the above problems, the present invention provides an anti-roll device, a suspension system and a vehicle.

[0005] In a first aspect, the present invention provides an anti-roll device, comprising a first rotating cylinder, a second rotating cylinder, a first connecting rope, a second connecting rope and an elastic member. The first rotating cylinder is used to connect the end of the left control arm of the vehicle far from the left wheel and is used to rotate synchronously with the left control arm. The second rotating cylinder is used to connect the end of the right control arm of the vehicle far from the right wheel and is used to rotate synchronously with the right control arm; One first connecting rope, one second connecting rope and one elastic member form a stabilizing assembly, and the anti-roll device includes at least one such stabilizing assembly; in one stabilizing assembly, one end of the first connecting rope is wound around the first rotating cylinder, one end of the second connecting rope is wound around the second rotating cylinder, the other ends of the first connecting rope and the second connecting rope are respectively connected to opposite ends of the elastic member, and the winding direction of the first connecting rope around the first rotating cylinder is opposite to the winding direction of the second connecting rope around the second rotating cylinder; The elastic member is used to increase the elastic acting force when the first rotating cylinder and the second rotating cylinder rotate in the same direction, so as to provide torsional stiffness opposite to the rotation direction for the first rotating cylinder and the second rotating cylinder respectively.

[0006] Optionally, the outer diameters of the first rotating cylinder and the second rotating cylinder are the same.

[0007] Optionally, a plurality of the stabilizing assemblies are provided. The plurality of stabilizing assemblies include at least one first stabilizing assembly and at least one second stabilizing assembly. The first connecting ropes in the first stabilizing assembly and the second stabilizing assembly are respectively wound around the first rotating cylinder, and the second connecting ropes in the first stabilizing assembly and the second stabilizing assembly are respectively wound around the second rotating cylinder. Moreover, the winding directions of the first connecting ropes in the first stabilizing assembly and the second stabilizing assembly are opposite, and the winding directions of the second connecting ropes in the first stabilizing assembly and the second stabilizing assembly are also opposite.

[0008] Optionally, the first rotating cylinder includes a first sleeve and a second sleeve arranged coaxially. The first sleeve and the second sleeve are respectively connected to opposite sides of the left control arm. The second rotating cylinder includes a third sleeve and a fourth sleeve arranged coaxially. The third sleeve and the fourth sleeve are respectively connected to opposite sides of the right control arm. The plurality of stabilizing assemblies include one first stabilizing assembly and one second stabilizing assembly. The first connecting rope in the first stabilizing assembly is wound around the first sleeve, the first connecting rope in the second stabilizing assembly is wound around the second sleeve, the second connecting rope in the first stabilizing assembly is wound around the third sleeve, and the second connecting rope in the second stabilizing assembly is wound around the fourth sleeve.

[0009] Optionally, the first sleeve and the third sleeve are arranged opposite to each other in the left-right direction of the vehicle body, and the second sleeve and the fourth sleeve are arranged opposite to each other in the left-right direction of the vehicle body.

[0010] Optionally, the first connecting rope and the second connecting rope are rigid cables.

[0011] In a second aspect, the present invention provides a suspension system, including a left control arm, a right control arm, and the anti-roll device as described above. The first rotating cylinder of the anti-roll device is connected to an end of the left control arm away from the left wheel and is used to rotate synchronously with the left control arm. The second rotating cylinder of the anti-roll device is connected to an end of the right control arm away from the right wheel and is used to rotate synchronously with the right control arm.

[0012] Optionally, one end of the left control arm is used to rotatably connect to the subframe through a left control arm bushing. One end of the right control arm is used to rotatably connect to the subframe through a right control arm bushing. The first rotating cylinder is coaxially connected to the left control arm bushing, and the second rotating cylinder is coaxially connected to the right control arm bushing.

[0013] Optionally, the suspension system further includes a first pin shaft and a second pin shaft. The first pin shaft passes through the left control arm bushing and is used to connect to the subframe. The second pin shaft passes through the right control arm bushing and is used to connect to the subframe. The first rotating cylinder is sleeved outside the first pin shaft, and the second rotating cylinder is sleeved outside the second pin shaft.

[0014] In a third aspect, the present invention provides a vehicle, including the roll prevention device as described above, or including the suspension system as described above.

[0015] The beneficial effects of the roll prevention device, suspension system and vehicle of the present invention are as follows: By connecting the first rotating cylinder and the second rotating cylinder to the ends of the left control arm and the right control arm of the vehicle far from the left and right wheels respectively, and enabling the first rotating cylinder and the second rotating cylinder to rotate synchronously with the left control arm and the right control arm respectively; at the same time, taking a first connecting rope, a second connecting rope and an elastic member as a stability assembly, setting at least one stability assembly, and in each stability assembly, winding one ends of the first connecting rope and the second connecting rope around the first rotating cylinder and the second rotating cylinder respectively, and connecting the other ends to the opposite ends of the elastic member respectively, and setting the winding direction of the first connecting rope on the first rotating cylinder to be opposite to the winding direction of the second connecting rope on the second rotating cylinder. In this way, when the left and right wheels jump in the same direction in the up and down direction, the left control arm and the right control arm can drive the first rotating cylinder and the second rotating cylinder to rotate in the opposite direction respectively, so that one of the first connecting rope and the second connecting rope is wound and the other is released, and further the elastic member between the first connecting rope and the second connecting rope maintains the elastic force unchanged, thus not generating torsional stiffness; when the left and right wheels jump in the opposite direction in the up and down direction, the left control arm and the right control arm can drive the first rotating cylinder and the second rotating cylinder to rotate in the same direction respectively, so that the first connecting rope and the second connecting rope are respectively wound, and further the elastic force of the elastic member becomes larger, thus forming a torsional stiffness opposite to the rotation direction of the corresponding rotating cylinder at the tangent of the first rotating cylinder and the second rotating cylinder to prevent the left and right wheels from jumping in the opposite direction in the up and down direction and realizing the roll prevention function. Compared with the traditional roll prevention device using a lateral stabilizer bar assembly, the roll prevention device in the present invention uses the connecting ropes wound on the rotating cylinders to replace the traditional lateral stabilizer bar, and uses the elastic member between the first connecting rope and the second connecting rope to generate elastic force to realize the roll prevention function. This not only makes the roll prevention device have a higher degree of freedom, which is convenient for replacing components such as control arms, steering knuckles and shock absorbers of the whole vehicle, but also enables the connecting ropes to be arranged at spatial positions such as the cavity structure of the subframe, and further enables the roll prevention device to be hidden in the cavity structure of the subframe; at the same time, since the installation brackets and their bushings, connecting rods and their bushings, and rod bodies required by the traditional lateral stabilizer bar assembly are omitted, the structure of the whole roll prevention device is simple and light in weight. Moreover, no mold development and bushing development are required, nor is the bushing vulcanization process required, etc., thus the production cost of the roll prevention device can be reduced to a large extent. In addition, the roll prevention device does not need to be connected to the shock absorber of the vehicle, thus avoiding damage to the shock absorber and further improving the service life of the whole vehicle suspension system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic structural diagram of the suspension system in an embodiment of the present invention; Figure 2Schematic top view of the anti-roll device in the embodiment of the present invention; Figure 3 Schematic diagram of the working principle of the first rotating cylinder and the second rotating cylinder when the left wheel and the right wheel jump upward simultaneously in the embodiment of the present invention; Figure 4 Schematic diagram of the working principle of the first sleeve and the third sleeve when the left wheel and the right wheel jump upward simultaneously in the embodiment of the present invention; Figure 5 Schematic diagram of the working principle of the first sleeve and the third sleeve when the left wheel jumps upward and the right wheel jumps downward in the embodiment of the present invention; Figure 6 Schematic diagram of the working principle of the second sleeve and the fourth sleeve when the left wheel jumps downward and the right wheel jumps upward in the embodiment of the present invention.

[0017] Explanation of reference numerals: 1. First rotating cylinder; 11. First sleeve; 12. Second sleeve; 13. First limiting protrusion; 2. Second rotating cylinder; 21. Third sleeve; 22. Fourth sleeve; 23. Second limiting protrusion; 3. First connecting rope; 31. First cable; 32. Second cable; 4. Second connecting rope; 41. Third cable; 42. Fourth cable; 5. Elastic member; 51. First elastic member; 52. Second elastic member; 100. Left control arm; 110. Left control arm bushing; 200. Right control arm; 210. Right control arm bushing; 300. First pin shaft; 400. Second pin shaft; 500. Left wheel; 600. Right wheel; 700. Left shock absorber; 800. Right shock absorber; 900. Steering knuckle. Detailed implementation manners

[0018] To make the above objects, features and advantages of the present invention more obvious and understandable, the following detailed description of the specific embodiments of the present invention will be given with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments described herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not used to limit the protection scope of the present invention.

[0019] In the accompanying drawings, the Z-axis represents the vertical direction, that is, the up-and-down position, and the positive direction of the Z-axis represents the upper side, while the negative direction of the Z-axis represents the lower side; the X-axis in the accompanying drawings represents the horizontal direction and is specified as the front-and-back position, and the positive direction of the X-axis represents the front side, and the negative direction of the X-axis represents the rear side; the Y-axis in the accompanying drawings represents the left-and-right position, and the positive direction of the Y-axis represents the left side, and the negative direction of the Y-axis represents the right side. It should be noted that the meanings represented by the foregoing Z-axis, Y-axis, and X-axis are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation to the present invention.

[0020] As used herein, the term "comprising" and its variants are open-ended, that is, "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts such as "first" and "second" mentioned in the present invention are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0021] It should be noted that the modification of "one" and "multiple" mentioned in the present invention is illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly specified in the context, it should be understood as "one or more".

[0022] In the related art, the traditional lateral stabilizer bar assembly mainly consists of components such as connecting rods, stabilizer bar bodies, and bushings. Although this structural design meets the functional requirements to a certain extent, the structure is relatively complex. On the one hand, this complex structure will cause damage to shock absorbers and chassis parts, resulting in abnormal noises, increasing local vibrations of the vehicle, and even causing permanent damage to the body structure, and may also affect the life of the shock absorbers, especially in the case of poor road conditions; on the other hand, this structural design will increase the weight of the vehicle, and moreover, due to the need to install brackets and their bushings, connecting rods and their bushings, and rod bodies, processes such as mold development, bushing development, and bushing vulcanization are also required, resulting in higher production costs. At the same time, this structural design is also not conducive to the replacement of tuning parts, bringing inconvenience to the maintenance of the vehicle.

[0023] In view of the problems existing in the above-mentioned related art, the present invention provides an anti-roll device, a suspension system, and a vehicle.

[0024] Combined with Figures 1 to 3As shown in the figure, an anti-roll device provided by an embodiment of the present invention includes a first rotating cylinder 1, a second rotating cylinder 2, a first connecting rope 3, a second connecting rope 4, and an elastic member 5. The first rotating cylinder 1 is used to be connected to an end of the left control arm 100 of the vehicle away from the left wheel 500 and is used to rotate synchronously with the left control arm 100. The second rotating cylinder 2 is used to be connected to an end of the right control arm 200 of the vehicle away from the right wheel 600 and is used to rotate synchronously with the right control arm 200. A first connecting rope 3, a second connecting rope 4, and an elastic member 5 form a stabilizing assembly, and the anti-roll device includes at least one stabilizing assembly. In a stabilizing assembly, one end of the first connecting rope 3 is wound around the first rotating cylinder 1, one end of the second connecting rope 4 is wound around the second rotating cylinder 2, the other ends of the first connecting rope 3 and the second connecting rope 4 are respectively connected to opposite ends of the elastic member 5, and the winding direction of the first connecting rope 3 on the first rotating cylinder 1 is opposite to the winding direction of the second connecting rope 4 on the second rotating cylinder 2. The elastic member 5 is used to increase the elastic force when the first rotating cylinder 1 and the second rotating cylinder 2 rotate in the same direction, so as to provide torsional stiffness opposite to the rotation direction for the first rotating cylinder 1 and the second rotating cylinder 2 respectively.

[0025] It should be noted that the anti-roll device in this embodiment is usually arranged at the front suspension and / or the rear suspension of the vehicle. Moreover, different from the traditional anti-roll bar assembly, the anti-roll device in this embodiment uses the connecting rope wound around the rotating cylinder to replace the traditional anti-roll bar, and uses the mutual cooperation of the rotating cylinder, the connecting rope, and the elastic member 5 to achieve the anti-roll effect.

[0026] It should also be noted that in the suspension system, one end of the left control arm 100 and the right control arm 200 are respectively rotatably connected to the left and right ends of the subframe through bushings, and the other end of the left control arm 100 and the right control arm 200 are respectively rotatably connected to the steering knuckles 900 on the left wheel 500 and the right wheel 600 through bushings. During the operation of the vehicle, the left control arm 100 can swing around the rotation axis of the end where it is rotatably connected to the subframe, and the right control arm 200 can swing around the rotation axis of the end where it is rotatably connected to the subframe. And the first rotating cylinder 1 of the anti-roll device is connected to an end of the left control arm 100 away from the left wheel 500, that is, connected to the end where the left control arm 100 is connected to the subframe, and can be fixed, for example, on the bushing of the left control arm 100, so that the first rotating cylinder 1 can rotate together with the left control arm 100 around the rotation axis of the end where the left control arm 100 is connected to the subframe. The second rotating cylinder 2 is connected to an end of the right control arm 200 away from the right wheel 600, that is, connected to the end where the right control arm 200 is connected to the subframe, and can be fixed, for example, on the bushing of the right control arm 200, so that the second rotating cylinder 2 can rotate together with the right control arm 200 around the rotation axis of the end where the right control arm 200 is connected to the subframe.

[0027] Specifically, the anti-roll device mainly includes a first rotating cylinder 1, a second rotating cylinder 2, a first connecting rope 3, a second connecting rope 4, and an elastic member 5. The first rotating cylinder 1 and the second rotating cylinder 2 are usually arranged on the left and right sides of the subframe respectively, and are respectively used to be fixedly connected, such as by bushings, to one end of the left control arm 100 and the right control arm 200 connected to the subframe. The central axis of the first rotating cylinder 1 and the rotation axis of one end of the left control arm 100 connected to the subframe can be coaxially arranged, and the central axis of the second rotating cylinder 2 and the rotation axis of one end of the right control arm 200 connected to the subframe can also be coaxially arranged, so that the left control arm 100 and the right control arm 200 can drive the first rotating cylinder 1 and the second rotating cylinder 2 to rotate around their respective central axes respectively. Moreover, the central axis of the first rotating cylinder 1, the central axis of the second rotating cylinder 2, the rotation axis of one end of the left control arm 100 rotatingly connected to the subframe, and the rotation axis of one end of the right control arm 200 rotatingly connected to the subframe are all parallel to the front-rear direction of the vehicle (i.e., Figure 2in the X-axis direction); The number of the first connecting ropes 3, the second connecting ropes 4 and the elastic members 5 is the same. One first connecting rope 3, one second connecting rope 4 and one elastic member 5 are called a stable assembly, and the number of stable assemblies can be one or more; When there are multiple stable assemblies, the multiple stable assemblies include at least one first stable assembly and at least one second stable assembly, and the winding directions of the first connecting ropes 3 in the first stable assembly and the second stable assembly on the first drum 1 are set to be opposite, and at the same time, the winding directions of the second connecting ropes 4 in the first stable assembly and the second stable assembly on the second drum 2 are also set to be opposite. At this time, the anti-roll device can play an anti-roll role on both sides, that is, it can not only prevent the vehicle body from tilting to the left, but also prevent the vehicle body from tilting to the right. When there is one stable assembly, the anti-roll device usually plays an anti-roll role on one side. For example, it can prevent the vehicle body from tilting to the left, but cannot prevent the vehicle body from tilting to the right. In each stable assembly, one end of the first connecting rope 3 and the second connecting rope 4 are respectively wound on the first drum 1 and the second drum 2, and the other ends are respectively connected to the opposite ends of the elastic member 5, and the winding direction of the first connecting rope 3 on the first drum 1 is opposite to the winding direction of the second connecting rope 4 on the second drum 2. For example, the first connecting rope 3 can be wound around the first drum 1 in the clockwise direction, while the second connecting rope 4 is wound around the second drum 2 in the counterclockwise direction, or the first connecting rope 3 can be wound around the first drum 1 in the counterclockwise direction, while the second connecting rope 4 is wound around the second drum 2 in the clockwise direction. In addition, the first connecting rope 3 and the second connecting rope 4 can be rigid cables such as steel cables, or non-metallic cables made of high-strength materials such as carbon fiber, such as nylon ropes, etc., which are not specifically limited here; The elastic member 5 can be a helical spring, a metal cable, or a non-metallic cable such as a nylon rope. Moreover, in the initial state when the vehicle stops running, the elastic member 5 is also in the initial state, which can specifically be a free state without elastic force, or a certain stretched state, which is not specifically limited here.

[0028] When the vehicle is driving on a flat road surface, due to the left wheel 500 and the right wheel 600 in the up and down direction (that is Figure 1There is no bounce in the Z-axis direction (the vertical direction), so the left control arm 100 and the right control arm 200 do not rotate, causing the first drum 1 and the second drum 2 not to rotate either. At this time, the elastic member 5 is in a state where the elastic force remains unchanged, that is, the elastic member 5 is in its initial state. At this time, the elastic force of the elastic member 5 can be zero, or the elastic member 5 is in an initial stretched state, and at this time, the elastic force of the elastic member 5 is a relatively small value. When the vehicle is driving on an uneven road surface, the left wheel 500 and the right wheel 600 may bounce upward or downward relative to the vehicle body. For the convenience of description, an example is given where the first connecting rope 3 is wound around the first drum 1 in the counterclockwise direction and the second connecting rope 4 is wound around the second drum 2 in the clockwise direction. Specifically, reference can be made to Figure 4 the winding method of the first cable 31 and the third cable 41 shown in Figure 3 and Figure 4 . When the left wheel 500 and the right wheel 600 bounce upward relative to the vehicle body, the left control arm 100 drives the first drum 1 to rotate clockwise to wind the first connecting rope 3, and the right control arm 200 drives the second drum 2 to rotate counterclockwise to release the second connecting rope 4, as shown in Figure 5 and Figure 5 . At this time, the first drum 1 and the second drum 2 rotate in opposite directions, and the elastic member 5 between the first connecting rope 3 and the second connecting rope 4 remains unchanged in elastic force because it is not stretched or further stretched, so no torsional stiffness is generated. Similarly, when the left wheel 500 and the right wheel 600 bounce downward relative to the vehicle body, the first drum 1 and the second drum 2 also rotate in opposite directions, and the elastic member 5 between the first connecting rope 3 and the second connecting rope 4 also remains unchanged in elastic force because it is not stretched or further stretched, so no torsional stiffness is generated. When the left wheel 500 bounces upward relative to the vehicle body and the right wheel 600 bounces downward relative to the vehicle body, as shown in Figure 6 . At this time, the left control arm 100 drives the first drum 1 to rotate clockwise to wind the first connecting rope 3, and the right control arm 200 drives the second drum 2 to rotate clockwise to wind the second connecting rope 4, causing the linear velocities in opposite directions to be generated at the tangents of the first drum 1 and the second drum 2 (i.e., Figure 5 the V and -V in ), further causing the elastic member 5 between the first connecting rope 3 and the second connecting rope 4 to be stretched. After the elastic member 5 is stretched, the elastic force becomes larger, thus forming a torsional stiffness in the counterclockwise direction at the tangent of the first drum 1 to hinder the upward bounce of the left wheel 500, and generating a torsional stiffness in the clockwise direction at the tangent of the second drum 2 to hinder the downward bounce of the right wheel 600, thereby preventing the vehicle body from tilting to the right and achieving the anti-roll function. Conversely, referring to Figure 6As shown, when the first connecting rope 3 is wound around the first rotating cylinder 1 in the clockwise direction and the second connecting rope 4 is wound around the second rotating cylinder 2 in the counterclockwise direction, the anti-roll device can prevent the vehicle body from tilting to the left by hindering the downward movement of the left wheel 500 and hindering the upward movement of the right wheel 600, thereby achieving the anti-roll function. In addition, for the case where both the first rotating cylinder 1 and the second rotating cylinder 2 are composed of multiple sleeves, it will be introduced in detail later and will not be specifically described here.

[0029] In this embodiment, the roll prevention device can be realized by connecting the first rotating cylinder 1 and the second rotating cylinder 2 to the ends of the left control arm 100 away from the left wheel 500 and the right control arm 200 away from the right wheel 600 of the vehicle respectively, and enabling the first rotating cylinder 1 and the second rotating cylinder 2 to rotate synchronously with the left control arm 100 and the right control arm 200 respectively. At the same time, by taking a first connecting rope 3, a second connecting rope 4 and an elastic member 5 as a stable assembly, and arranging at least one stable assembly. In each stable assembly, one end of the first connecting rope 3 and the second connecting rope 4 are respectively wound around the first rotating cylinder 1 and the second rotating cylinder 2, and the other ends are respectively connected to the opposite ends of the elastic member 5, and the winding direction of the first connecting rope 3 on the first rotating cylinder 1 is set to be opposite to the winding direction of the second connecting rope 4 on the second rotating cylinder 2. In this way, when the left wheel 500 and the right wheel 600 jump in the same direction in the up and down direction, the left control arm 100 and the right control arm 200 can drive the first rotating cylinder 1 and the second rotating cylinder 2 to rotate in the opposite direction respectively, so that one of the first connecting rope 3 and the second connecting rope 4 is wound and the other is released, and further the elastic member 5 between the first connecting rope 3 and the second connecting rope 4 maintains the elastic force unchanged, so that no torsional stiffness is generated. When the left wheel 500 and the right wheel 600 jump in the opposite direction in the up and down direction, the left control arm 100 and the right control arm 200 can drive the first rotating cylinder 1 and the second rotating cylinder 2 to rotate in the same direction respectively, so that the first connecting rope 3 and the second connecting rope 4 are respectively wound, and further the elastic force of the elastic member 5 becomes larger, so that a torsional stiffness opposite to the rotation direction of the corresponding rotating cylinder is formed at the tangent of the first rotating cylinder 1 and the second rotating cylinder 2 to prevent the left wheel 500 and the right wheel 600 from jumping in the opposite direction in the up and down direction, and the roll prevention effect is realized. Compared with the traditional roll prevention device using a lateral stabilizer bar assembly, the roll prevention device in this embodiment uses the connecting ropes wound on the rotating cylinders to replace the traditional lateral stabilizer bar, and uses the elastic force generated by the elastic member 5 between the first connecting rope 3 and the second connecting rope 4 to realize the roll prevention effect. This not only makes the roll prevention device have a higher degree of freedom, which is convenient for replacing components such as control arms, steering knuckles and shock absorbers of the whole vehicle, but also enables the connecting ropes to be arranged at spatial positions such as the cavity structure of the subframe, and further enables the roll prevention device to be hidden in the cavity structure of the subframe. At the same time, since the installation brackets and their bushings, connecting rods and their bushings, and rod bodies required by the traditional lateral stabilizer bar assembly are omitted, the structure of the whole roll prevention device is simple and the weight is light. Moreover, there is no need for mold development and bushing development, nor for bushing vulcanization process, etc., so that the production cost of the roll prevention device can be reduced to a large extent. In addition, the roll prevention device does not need to be connected to the shock absorber of the vehicle, so that damage to the shock absorber can be avoided, and further the service life of the whole vehicle suspension system can be improved.

[0030] Optionally, in combination withFigure 3 As shown, the outer diameters of the first rotating cylinder 1 and the second rotating cylinder 2 are the same. Since the winding amount or release amount of the connecting rope is determined by the radius of the rotating cylinder and the rotation angle of the control arm, and the magnitude of the torsional stiffness is determined by the stiffness of the elastic member 5 and the radius of the rotating cylinder. Based on this, in this alternative embodiment, the outer diameters of the first rotating cylinder 1 and the second rotating cylinder 2 are designed to be the same to ensure that the winding amount or release amount of the connecting ropes on the first rotating cylinder 1 and the second rotating cylinder 2 is the same at the same rotation angle. In this way, when the first rotating cylinder 1 and the second rotating cylinder 2 rotate in opposite directions, it can be ensured that while one of the first rotating cylinder 1 and the second rotating cylinder 2 winds the connecting rope, the other can release an equal amount of the connecting rope, thereby ensuring that the relative linear velocity at the tangents of the first rotating cylinder 1 and the second rotating cylinder 2 is zero, so that the elastic member 5 between the first connecting rope 3 and the second connecting rope 4 is not stretched or further stretched, thus ensuring that the first connecting rope 3 and the second connecting rope 4 do not generate torsional stiffness when the left wheel 500 and the right wheel 600 jump in the same direction, keeping the vehicle body balanced; moreover, when the first rotating cylinder 1 and the second rotating cylinder 2 rotate in the same direction, it can be ensured that the first rotating cylinder 1 and the second rotating cylinder 2 wind an equal amount of the connecting rope, thereby ensuring that the linear velocity directions at the tangents of the first rotating cylinder 1 and the second rotating cylinder 2 are opposite and the magnitudes are equal, so that the magnitudes of the torsional stiffness generated by the first connecting rope 3 and the second connecting rope 4 when the left wheel 500 and the right wheel 600 jump in opposite directions are equal, avoiding excessive tilting on one side and insufficient support on the other side of the suspension systems on both sides of the vehicle due to uneven force, thus ensuring that the anti-roll device can effectively and stably achieve the anti-roll function.

[0031] Optionally, the elastic member 5 is a spring or a metal cable. In this way, a spring or a metal cable with relatively high rigidity is used as the elastic member 5 to ensure that the elastic member 5 is not easily damaged or broken during repeated stretching, thereby improving the service life of the elastic member 5 and even the entire anti-roll device.

[0032] Optionally, the first connecting rope 3 and the second connecting rope 4 are rigid cables. In this way, rigid cables with relatively high rigidity are used as the first connecting rope 3 and the second connecting rope 4 to ensure that the first connecting rope 3 and the second connecting rope 4 are not easily broken during repeated winding, thereby improving the service life of the first connecting rope 3 and the second connecting rope 4 and even the entire anti-roll device.

[0033] Optionally, there are multiple stabilizing components, including at least one first stabilizing component and at least one second stabilizing component. The first connecting ropes 3 in the first stabilizing component and the second stabilizing component are respectively wound around the first rotating cylinder 1, and the second connecting ropes 4 in the first stabilizing component and the second stabilizing component are respectively wound around the second rotating cylinder 2. Moreover, the winding directions of the first connecting ropes 3 in the first stabilizing component and the second stabilizing component are opposite, and the winding directions of the second connecting ropes 4 in the first stabilizing component and the second stabilizing component are also opposite.

[0034] In this optional embodiment, both the first rotating cylinder 1 and the second rotating cylinder 2 can be a long sleeve. At this time, the first connecting ropes 3 in the multiple stabilizing components are respectively wound around the long sleeve constituting the first rotating cylinder 1. The first rotating cylinder 1 and the second rotating cylinder 2 can also be composed of multiple short sleeves. As Figure 2 shown, at this time, the multiple short sleeves are arranged in one-to-one correspondence with the multiple stabilizing components, and the first connecting ropes 3 in the multiple stabilizing components are respectively wound around the multiple short sleeves constituting the first rotating cylinder 1, and the second connecting ropes 4 in the multiple stabilizing components are respectively wound around the multiple short sleeves constituting the second rotating cylinder 2. There is no specific limitation here, and it can be selected according to needs in actual applications. Moreover, there are at least one first stabilizing component and at least one second stabilizing component, and the winding directions of the first connecting ropes 3 in the first stabilizing component and the second stabilizing component are opposite, and the winding directions of the second connecting ropes 4 in the first stabilizing component and the second stabilizing component are also opposite. In this way, the anti-roll device can not only prevent the vehicle body from tilting to the left, but also prevent the vehicle body from tilting to the right, thereby improving the safety of the vehicle during driving.

[0035] Optionally, as shown in combination with Figure 1 and Figure 2 shown, the first rotating cylinder 1 includes a first sleeve 11 and a second sleeve 12 arranged coaxially. The first sleeve 11 and the second sleeve 12 are respectively connected to opposite sides of the left control arm 100. The second rotating cylinder 2 includes a third sleeve 21 and a fourth sleeve 22 arranged coaxially. The third sleeve 21 and the fourth sleeve 22 are respectively connected to opposite sides of the right control arm 200; The multiple stabilizing components include a first stabilizing component and a second stabilizing component. The first connecting rope 3 in the first stabilizing component is wound around the first sleeve 11, the first connecting rope 3 in the second stabilizing component is wound around the second sleeve 12, the second connecting rope 4 in the first stabilizing component is wound around the third sleeve 21, and the second connecting rope 4 in the second stabilizing component is wound around the fourth sleeve 22.

[0036] In this alternative embodiment, both the first rotating cylinder 1 and the second rotating cylinder 2 are composed of two short sleeves. Specifically, the first rotating cylinder 1 is composed of a first sleeve 11 and a second sleeve 12 arranged coaxially, and the second rotating cylinder 2 is composed of a third sleeve 21 and a fourth sleeve 22. The first sleeve 11 and the second sleeve 12 are respectively connected to opposite sides of the left control arm 100, and the third sleeve 21 and the fourth sleeve 22 are respectively connected to opposite sides of the right control arm 200. Herein, the opposite sides of the control arm refer to the two sides of the control arm in the direction perpendicular to the rotation axis of the end connected to the subframe. In practical applications, the first connecting rope 3 and the second connecting rope 4 are usually rigid cables. For the convenience of description, the first connecting rope 3 in the first stabilizing assembly and the second stabilizing assembly is respectively referred to as the first cable 31 and the second cable 32, the second connecting rope 4 in the first stabilizing assembly and the second stabilizing assembly is respectively referred to as the third cable 41 and the fourth cable 42, and the elastic members 5 in the first stabilizing assembly and the second stabilizing assembly are respectively referred to as the first elastic member 51 and the second elastic member 52. Taking the example that the first cable 31 is wound around the first sleeve 11 in the counterclockwise direction, the second cable 32 is wound around the second sleeve 12 in the clockwise direction, the third cable 41 is wound around the third sleeve 21 in the clockwise direction, and the fourth cable 42 is wound around the fourth sleeve 22 in the counterclockwise direction for illustration.

[0037] When the left wheel 500 and the right wheel 600 jump upward relative to the vehicle body, as Figure 3 and Figure 4 shown, the left control arm 100 drives the first sleeve 11 to rotate clockwise to wind the first cable 31, and drives the second sleeve 12 to rotate clockwise to release the second cable 32. The right control arm 200 drives the third sleeve 21 to rotate counterclockwise to release the third cable 41, and drives the fourth sleeve 22 to rotate counterclockwise to wind the fourth cable 42. At this time, the first sleeve 11 and the third sleeve 21 rotate in opposite directions, and the second sleeve 12 and the fourth sleeve 22 also rotate in opposite directions. Moreover, the first elastic member 51 between the first cable 31 and the third cable 41 and the second elastic member 52 between the second cable 32 and the fourth cable 42 maintain the elastic force unchanged because they are not stretched or further stretched, so no torsional stiffness is generated. Similarly, when the left wheel 500 and the right wheel 600 jump downward relative to the vehicle body, the first sleeve 11 and the third sleeve 21 rotate in opposite directions, and the second sleeve 12 and the fourth sleeve 22 also rotate in opposite directions. Moreover, the first elastic member 51 between the first cable 31 and the third cable 41 and the second elastic member 52 between the second cable 32 and the fourth cable 42 also maintain the elastic force unchanged because they are not stretched or further stretched, so no torsional stiffness is generated.

[0038] When the left wheel 500 bounces downward relative to the vehicle body and the right wheel 600 bounces upward relative to the vehicle body, the left control arm 100 drives the first sleeve 11 to rotate counterclockwise to release the first cable 31, and the right control arm 200 drives the third sleeve 21 to rotate counterclockwise to release the third cable 41, so that the first cable 31 and the third cable 41 are in a relaxed state. Furthermore, the first elastic member 51 between the first cable 31 and the third cable 41 is not stretched. At the same time, as Figure 6 shown, the left control arm 100 drives the second sleeve 12 to rotate counterclockwise to wind the second cable 32, and the right control arm 200 drives the fourth sleeve 22 to rotate counterclockwise to wind the fourth cable 42, so that linear velocities in opposite directions are generated at the tangent points of the second sleeve 12 and the fourth sleeve 22 (i.e., Figure 6 V and -V in Figure 6 ). Furthermore, the second elastic member 52 between the second cable 32 and the fourth cable 42 is stretched and the elastic force becomes larger, so as to form a torsional stiffness in the clockwise direction at the tangent point of the second sleeve 12 to hinder the downward bounce of the left wheel 500, and a torsional stiffness in the counterclockwise direction is generated at the tangent point of the fourth sleeve 22 to hinder the upward bounce of the right wheel 600, thereby preventing the vehicle body from tilting to the left and achieving the anti-roll function.

[0039] When the left wheel 500 bounces downward relative to the vehicle body and the right wheel 600 bounces upward relative to the vehicle body, the left control arm 100 drives the second sleeve 12 to rotate clockwise to release the second cable 32, and the right control arm 200 drives the fourth sleeve 22 to rotate clockwise to release the fourth cable 42, so that the second cable 32 and the fourth cable 42 are in a relaxed state. Furthermore, the second elastic member 52 between the second sleeve 12 and the fourth sleeve 22 is not stretched. At the same time, as Figure 5 shown, the left control arm 100 drives the first sleeve 11 to rotate clockwise to wind the first cable 31, and the right control arm 200 drives the third sleeve 21 to rotate clockwise to wind the third cable 41, so that linear velocities in opposite directions are generated at the tangent points of the first cable 31 and the third cable 41 (i.e., Figure 5 V and -V in Figure 5 ). Furthermore, the first elastic member 51 between the first cable 31 and the third cable 41 is stretched and the elastic force becomes larger, so as to form a torsional stiffness in the counterclockwise direction at the tangent point of the first sleeve 11 to hinder the upward bounce of the left wheel 500, and a torsional stiffness in the clockwise direction is generated at the tangent point of the third sleeve 21 to hinder the downward bounce of the right wheel 600, thereby preventing the vehicle body from tilting to the right and achieving the anti-roll function.

[0040] Optionally, as shown in Figure 2 , the first sleeve 11 and the third sleeve 21 are arranged opposite to each other in the left-right direction of the vehicle body, and the second sleeve 12 and the fourth sleeve 22 are arranged opposite to each other in the left-right direction of the vehicle body. Among them, the left-right direction of the vehicle body refers to Figure 2In the Y-axis direction of the vehicle body, correspondingly, the front-rear direction of the vehicle body refers to Figure 2 the X-axis direction of the vehicle body.

[0041] In this alternative embodiment, compared with the first sleeve 11 and the third sleeve 21 being arranged offset in the left-right direction of the vehicle body and the second sleeve 12 and the fourth sleeve 22 being arranged offset in the left-right direction of the vehicle body, it is possible to prevent the first cable 31 from crossing the second cable 32 and the third cable 41 from crossing the fourth cable 42, thereby avoiding the cables from getting entangled when in a slack state, so as to ensure that the anti-roll device can better play its anti-roll role.

[0042] In addition, the first sleeve 11 and the third sleeve 21 may be at the same height in the up-down direction, and the second sleeve 12 and the fourth sleeve 22 may also be at the same height in the up-down direction, or there may be a height difference, which is not specifically limited herein.

[0043] Optionally, as shown in combination with Figures 4 to 6 the first sleeve 11 and the third sleeve 21 have the same outer diameter, and / or the second sleeve 12 and the fourth sleeve 22 have the same outer diameter, and / or the first sleeve 11 and the second sleeve 12 have the same outer diameter, and / or the third sleeve 21 and the fourth sleeve 22 have the same outer diameter.

[0044] With such a setting, it can be ensured that the winding amount or release amount of the cable on the first sleeve 11 and the third sleeve 21 is the same, and / or the winding amount or release amount of the cable on the second sleeve 12 and the fourth sleeve 22 is the same, and / or the winding amount or release amount of the cable on the first sleeve 11 and the second sleeve 12 is the same, and / or the winding amount or release amount of the cable on the third sleeve 21 and the fourth sleeve 22 is the same. In this way, when the left wheel 500 and the right wheel 600 have the same-direction bounce, it can be ensured that when one of the first sleeve 11 and the third sleeve 21 winds the cable, the other can release an equal amount of the connecting rope, and when one of the second sleeve 12 and the fourth sleeve 22 releases the connecting rope, the other can wind an equal amount of the cable. Furthermore, it can be ensured that the relative linear velocities at the tangent points of the first sleeve 11 and the third sleeve 21 and the relative linear velocities at the tangent points of the second sleeve 12 and the fourth sleeve 22 are both zero, so that the first elastic member 51 and the second elastic member 52 are not stretched, thereby ensuring that the first connecting rope 3 and the second connecting rope 4 do not generate torsional stiffness when the left wheel 500 and the right wheel 600 have the same-direction bounce, and enabling the vehicle body to maintain balance. Moreover, when the left wheel 500 bounces upward and the right wheel 600 bounces downward, it can be ensured that the first sleeve 11 and the third sleeve 21 wind an equal amount of the cable, and further ensure that the linear velocity directions at the tangent points of the first sleeve 11 and the third sleeve 21 are opposite and the magnitudes are equal, so that the torsional stiffnesses generated by the first cable 31 and the third cable 41 are equal in magnitude; when the left wheel 500 bounces downward and the right wheel 600 bounces upward, it can be ensured that the second sleeve 12 and the fourth sleeve 22 wind an equal amount of the cable, and further ensure that the linear velocity directions at the tangent points of the second sleeve 12 and the fourth sleeve 22 are opposite and the magnitudes are equal, so that the torsional stiffnesses generated by the second cable 32 and the fourth cable 42 are equal in magnitude. Thereby, it is avoided that the suspension systems on both sides of the vehicle are unevenly stressed, resulting in one side tilting excessively and the other side having insufficient support, so as to ensure that the anti-roll device can effectively and stably achieve the anti-roll function. In addition, the outer diameters of the first sleeve 11 and the second sleeve 12 are the same, which is convenient for installing both of them at the axial two ends of the left control arm bushing 110 at the same time, and the outer diameters of the third sleeve 21 and the fourth sleeve 22 are the same, which is convenient for installing both of them at the axial two ends of the right control arm bushing 210 at the same time.

[0045] Optionally, as shown in Figure 2 one end and the other end of the axial direction of the first rotating cylinder 1 are respectively provided with first limiting protrusions 13, and the first limiting protrusions 13 are higher than the winding surface of the first rotating cylinder 1 for winding the first connecting rope 3; and / or one end and the other end of the axial direction of the second rotating cylinder 2 are respectively provided with second limiting protrusions 23, and the second limiting protrusions 23 are higher than the winding surface of the second rotating cylinder 2 for winding the second connecting rope 4.

[0046] In this alternative embodiment, the structures of the first limiting protrusion 13 and the second limiting protrusion 23 are the same or similar. Among them, the first limiting protrusion 13 can be an annular protrusion structure arranged along the circumferential direction of the first rotating cylinder 1, an arc-shaped protrusion structure arranged along the circumferential direction of the first rotating cylinder 1, or a plurality of protrusions arranged at intervals around the first rotating cylinder 1, and no specific limitation is made here. In this way, by respectively arranging the first limiting protrusions 13 at both axial ends of the first rotating cylinder 1, the first limiting protrusions 13 are used to prevent the first connecting rope 3 from detaching from the first rotating cylinder 1 during the winding or releasing process, and / or by respectively arranging the second limiting protrusions 23 at both axial ends of the second rotating cylinder 2, the second limiting protrusions 23 are used to prevent the second connecting rope 4 from detaching from the second rotating cylinder 2 during the winding or releasing process, so as to ensure that the anti-roll device can stably and continuously play the anti-roll role.

[0047] Combined with Figure 1 As shown, a suspension system provided by an embodiment of the present invention includes a left control arm 100, a right control arm 200, and the anti-roll device as described above. The first rotating cylinder 1 of the anti-roll device is connected to one end of the left control arm 100 away from the left wheel 500 and is used to rotate synchronously with the left control arm 100. The second rotating cylinder 2 of the anti-roll device is connected to one end of the right control arm 200 away from the right wheel 600 and is used to rotate synchronously with the right control arm 200.

[0048] In this embodiment, the suspension system further includes a left shock absorber 700 and a right shock absorber 800. The upper end of the left shock absorber 700 is connected to the vehicle body, and the lower end is connected to the steering knuckle 900 on the left wheel 500. The left control arm 100 is rotatably connected to the subframe and the steering knuckle 900 on the left wheel 500, and the left control arm 100 is also connected to the first rotating cylinder 1 of the anti-roll device. The upper end of the right shock absorber 800 is connected to the vehicle body, and the lower end is connected to the steering knuckle 900 on the right wheel 600. The right control arm 200 is rotatably connected to the subframe and the steering knuckle 900 on the right wheel 600, and the right control arm 200 is also connected to the second rotating cylinder 2 of the anti-roll device. In addition, the beneficial effects of the suspension system in this embodiment are the same as those of the anti-roll device described above, and will not be elaborated here.

[0049] Optionally, combined with Figure 2As shown, one end of the left control arm 100 is used to connect to the subframe through the left control arm bushing 110, and one end of the right control arm 200 is used to connect to the subframe through the right control arm bushing 210. The first rotating cylinder 1 is coaxially connected to the left control arm bushing 110, and the second rotating cylinder 2 is coaxially connected to the right control arm bushing 210. In this way, by coaxially connecting the rotating cylinder to the bushing at one end of the corresponding control arm that is connected to the subframe, the rotating cylinder can rotate around the rotation axis of the corresponding bushing under the driving action of the corresponding control arm, so as to realize the rotation of the rotating cylinder around its own rotation axis. At the same time, by locating the connection position of the rotating cylinder and the corresponding control arm at one end of the corresponding control arm instead of the middle part of the corresponding control arm, on the one hand, the length dimension of the control arm can be shortened and the weight can be reduced, and on the other hand, it can be avoided that when the control arm swings around the rotation axis at one end connected to the subframe, interference occurs with surrounding components such as the subframe.

[0050] Optionally, in combination with Figure 2 As shown, the suspension system further includes a first pin shaft 300 and a second pin shaft 400. The first pin shaft 300 passes through the left control arm bushing 110 and is used to connect to the subframe, and the second pin shaft 400 passes through the right control arm bushing 210 and is used to connect to the subframe. The first rotating cylinder 1 and the second rotating cylinder 2 are respectively sleeved outside the first pin shaft 300 and the second pin shaft 400.

[0051] In this optional embodiment, the ends of the left control arm 100 and the right control arm 200 for connecting to the corresponding rotating cylinder are usually provided with bushings, and the rotating cylinder is usually fixed on the bushings of the corresponding control arm. Specifically, the first pin shaft 300 passes through the left control arm bushing 110 and is connected to the left side of the subframe. The first rotating cylinder 1 is sleeved outside the first pin shaft 300 and is coaxially and fixedly connected to the left control arm bushing 110. The second pin shaft 400 passes through the right control arm bushing 210 and is connected to the right side of the subframe. The second rotating cylinder 2 is sleeved outside the second pin shaft 400 and is coaxially and fixedly connected to the right control arm bushing 210. Wherein, when the first rotating cylinder 1 includes a first sleeve 11 and a second sleeve 12, and the second rotating cylinder 2 includes a third sleeve 21 and a fourth sleeve 22, the first sleeve 11 and the second sleeve 12 are respectively connected to the axial two ends of the left control arm bushing 110, and the third sleeve 21 and the fourth sleeve 22 are respectively connected to the axial two ends of the right control arm bushing 210. In this way, the installation and fixation of the anti-roll device can be realized; moreover, the anti-roll device does not need to be connected to the shock absorber of the vehicle, so that damage to the shock absorber can be avoided, and further the service life of the vehicle's suspension system can be improved.

[0052] A vehicle provided by an embodiment of the present invention includes the anti-roll device as described above, or includes the suspension system as described above.

[0053] The beneficial effects of the vehicle in this embodiment are the same as those of the above anti-roll device, and will not be elaborated here.

[0054] Although the present invention is disclosed as above, the scope of protection of the present invention is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will all fall within the scope of protection of the present invention.

Claims

1. An anti-roll device, characterized in that, It includes a first rotating cylinder (1), a second rotating cylinder (2), a first connecting rope (3), a second connecting rope (4) and an elastic member (5). The first rotating cylinder (1) is used to connect one end of the left control arm (100) of the vehicle away from the left wheel (500) and is used to rotate synchronously with the left control arm (100). The second rotating cylinder (2) is used to connect one end of the right control arm (200) of the vehicle away from the right wheel (600) and is used to rotate synchronously with the right control arm (200). One first connecting rope (3), one second connecting rope (4) and one elastic member (5) constitute a stability component, and the anti-roll device includes at least one such stability component; in one stability component, one end of the first connecting rope (3) is wound around the first rotating cylinder (1), one end of the second connecting rope (4) is wound around the second rotating cylinder (2), the other ends of the first connecting rope (3) and the second connecting rope (4) are respectively connected to opposite ends of the elastic member (5), and the winding direction of the first connecting rope (3) on the first rotating cylinder (1) is opposite to the winding direction of the second connecting rope (4) on the second rotating cylinder (2). The elastic member (5) is used to increase the elastic acting force when the first rotating cylinder (1) and the second rotating cylinder (2) rotate in the same direction, so as to provide torsional stiffness opposite to the rotation direction for the first rotating cylinder (1) and the second rotating cylinder (2) respectively.

2. The anti-roll device according to claim 1, characterized in that, The outer diameters of the first rotating cylinder (1) and the second rotating cylinder (2) are the same.

3. The anti-roll device according to claim 1, characterized in that, There are multiple stability components. The multiple stability components include at least one first stability component and at least one second stability component. The first connecting ropes (3) in the first stability component and the second stability component are respectively wound around the first rotating cylinder (1), the second connecting ropes (4) in the first stability component and the second stability component are respectively wound around the second rotating cylinder (2), and the winding direction of the first connecting rope (3) in the first stability component is opposite to that of the first connecting rope (3) in the second stability component, and the winding direction of the second connecting rope (4) in the first stability component is also opposite to that of the second connecting rope (4) in the second stability component.

4. The anti-roll device according to claim 3, characterized in that, The first rotating cylinder (1) includes a first sleeve (11) and a second sleeve (12) arranged coaxially. The first sleeve (11) and the second sleeve (12) are respectively connected to opposite sides of the left control arm (100). The second rotating cylinder (2) includes a third sleeve (21) and a fourth sleeve (22) arranged coaxially. The third sleeve (21) and the fourth sleeve (22) are respectively connected to opposite sides of the right control arm (200). A plurality of the stabilizing components include a first stabilizing component and a second stabilizing component. The first connecting rope (3) in the first stabilizing component is wound around the first sleeve (11), and the first connecting rope (3) in the second stabilizing component is wound around the second sleeve (12). The second connecting rope (4) in the first stabilizing component is wound around the third sleeve (21), and the second connecting rope (4) in the second stabilizing component is wound around the fourth sleeve (22).

5. The anti-roll device according to claim 4, characterized in that, The first sleeve (11) and the third sleeve (21) are arranged opposite to each other in the left - right direction of the vehicle body, and the second sleeve (12) and the fourth sleeve (22) are arranged opposite to each other in the left - right direction of the vehicle body.

6. The anti-roll device according to claim 1, characterized in that, The first connecting rope (3) and the second connecting rope (4) are rigid cables.

7. A suspension system, characterized in that, It includes a left control arm (100), a right control arm (200) and an anti - roll device according to any one of claims 1 - 6. The first rotating cylinder (1) of the anti - roll device is connected to one end of the left control arm (100) far from the left wheel (500) and is used to rotate synchronously with the left control arm (100). The second rotating cylinder (2) of the anti - roll device is connected to one end of the right control arm (200) far from the right wheel (600) and is used to rotate synchronously with the right control arm (200).

8. The suspension system according to claim 7, wherein, One end of the left control arm (100) is used to be rotatably connected to the sub - frame through a left control arm bushing (110), and one end of the right control arm (200) is used to be rotatably connected to the sub - frame through a right control arm bushing (210). The first rotating cylinder (1) is coaxially connected to the left control arm bushing (110), and the second rotating cylinder (2) is coaxially connected to the right control arm bushing (210).

9. The suspension system according to claim 8, characterized in that, It further includes a first pin shaft (300) and a second pin shaft (400). The first pin shaft (300) passes through the left control arm bushing (110) and is used to be connected to the sub - frame. The second pin shaft (400) passes through the right control arm bushing (210) and is used to be connected to the sub - frame. The first rotating cylinder (1) is sleeved outside the first pin shaft (300), and the second rotating cylinder (2) is sleeved outside the second pin shaft (400).

10. A vehicle, characterized in that, It includes an anti - roll device according to any one of claims 1 - 6, or includes a suspension system according to any one of claims 7 - 9.

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