Novel automobile anti-roll bar damper and connecting method thereof

Abstract

The invention particularly relates to a novel automobile chassis angle regulator and a connecting method thereof. The adjustor adjusts the connection damping between the anti-roll rod and the anti-roll rod suspender or the straight and bent arm of the chassis or other fixed points by connecting the anti-roll rod and the anti-roll rod suspender or the straight and bent arm or other fixed points of the chassis of the automobile, so that the purpose of reducing the turning side roll of the automobile or improving the linear driving quality is achieved.

Description

Technical Field

[0001] This invention belongs to the field of automotive chassis technology, specifically relating to a novel automotive anti-roll bar damper and its connection method for effectively reducing vehicle body roll during cornering and improving straight-line driving quality. Background Technology

[0002] The anti-roll bar is a crucial component of a car's suspension system, also known as a stabilizer bar, and it significantly impacts vehicle handling. The anti-roll bar connects to the suspension rocker arms at both ends. When the vehicle tilts, the anti-roll bar twists accordingly, generating a feedback force in the opposite direction to control the body roll. Therefore, the anti-roll bar is essentially a torsional spring. When a car corners, centrifugal force causes body roll, leading to suspension extension on the inner wheels and compression on the outer wheels. This causes the anti-roll bar to twist, and its function is to use the rebound force generated by this twisting motion to suppress body roll.

[0003] Current automotive suspension designs typically connect the anti-roll bar to the anti-roll bar hanger, which in turn connects to the shock absorber or chassis control arm. The resulting connection force suppresses changes in the anti-roll bar's angle. The anti-roll bar and hanger are usually connected by ball joints. This connection allows for some body roll and facilitates non-linear movement. However, ball joints also have drawbacks. Ball joints are relatively fragile, and new parts have low limiting strength. They are also prone to loosening after a period of use, resulting in insufficient connection strength between the anti-roll bar hanger and the anti-roll bar, weakening the anti-roll bar's ability to reduce body roll. Therefore, increasing the connection strength of the anti-roll bar, improving its stability, reducing angle changes and vibrations during vehicle operation, reducing cornering roll, and improving straight-line driving quality are the problems we need to solve. Furthermore, while addressing these issues, we must also consider the weight of the structural design, as the anti-roll bar and hanger are located in the chassis. Excessive weight increase will inevitably affect vehicle performance during short or high-speed driving. Summary of the Invention

[0004] Addressing the shortcomings and gaps in existing technologies, this invention no longer adheres to the existing techniques of continuously reinforcing the anti-roll bar and anti-roll bar hanger ball joint. Instead, it innovatively connects the anti-roll bar and anti-roll bar hanger separately using a damper, or connects the anti-roll bar to the chassis lower straight arm, lower curved arm, or other fixed points, thereby reducing the angle change of the anti-roll bar during movement. This invention provides a novel automotive chassis adjuster and its connection method. This adjuster adjusts dynamic damping through telescopic adjustment. This adjuster uses a composite structure of a spring-fixed rod and a damping spring to directly connect one end to the chassis anti-roll bar, and the other end directly to the anti-roll bar hanger, or to the lower straight arm, lower curved arm, or a nearby fixed point. By strengthening the connection damping between the anti-roll bar and the anti-roll bar hanger or lower control arm, it reduces the angle change and vibration of the anti-roll bar during vehicle movement, increasing the overall stability of the anti-roll bar during movement, thereby reducing body roll when cornering and improving the comfort of the vehicle during straight-line driving.

[0005] To achieve the above objectives, we have adopted the following technical solutions.

[0006] A novel automotive anti-roll bar damper and its connection method are disclosed, comprising a spring fixing rod, a damping spring, a left-end fixing clamp, and a right-end fixing clamp. The left-end fixing clamp is bolted to the outer cylinder connecting hole of the spring fixing rod, and the right-end fixing clamp is bolted to the inner rod connecting hole of the spring fixing rod. The left-end spring fixing hook of the damping spring is fastened in the left-end spring hook fixing groove, and the right-end spring fixing hook is fastened in the right-end spring hook fixing groove. The spring fixing rod comprises an outer cylinder and an inner rod, and is a composite telescopic structure with the damping spring, connected by the spring fixing hook.

[0007] Preferably, the spring fixing rod is a low-damping rod, consisting of an outer cylinder and an inner rod. The initial length of the spring fixing rod is between 2 mm and 600 mm, and the fully extended length is between 5 mm and 1200 mm. The outer cylinder is fixed, and the inner rod is inside the outer cylinder and sealed with a sealing ring. The spring fixing rod fixes the spring and limits its movement.

[0008] Preferably, the damping spring includes three configurations: a two-end neck spring, a middle neck spring, and a single-sided neck spring. The damping spring has a wire diameter between 0.1 mm and 20 mm, an inner diameter between 2 mm and 100 mm, and a length between 2 mm and 500 mm. The damping spring is sleeved on the outside of the spring fixing rod and forms a composite telescopic structure with the spring fixing rod. When stretched, it increases damping, and when contracted, it returns to the initial position together with the inner rod of the spring fixing rod.

[0009] Preferably, the left and right end fixing hoops are ring-shaped or U-shaped fixing hoops. The radius of the ring is between 2 mm and 80 mm, the length of the U-shape is between 2 mm and 150 mm, and the width is between 5 mm and 200 mm. One end of the anti-roll bar damper is fixed to the anti-roll bar of the car, and the other end is fixed to the anti-roll bar hanger, or fixed to the suspension straight arm or fixing point near the anti-roll bar. The inner diameter of the fixing hoop is circular or rectangular.

[0010] Preferably, one end of the damping spring is connected to the anti-roll bar of the vehicle, and the other end is connected to the anti-roll bar hanger or the lower straight arm or curved arm or fixed point.

[0011] Preferably, when the length of the inner rod of the spring fixing rod in the parallel composite structure of the spring and the spring fixing rod is relatively small, the inner rod of the spring fixing rod is pulled out, and the inner rod will be unidirectionally locked and limited by the sealing ring of the outer rod, so the entire damper becomes a rigid connection.

[0012] Preferably, another assembly structure of the damping spring and the spring fixing rod is that the spring fixing rod is on the outside, the damping spring is inside the spring fixing cylinder, one end of the damping spring is fixed to the closed end inside the outer cylinder of the spring fixing rod, and the other end is fixed to the end of the inner rod of the spring fixing rod that is inserted into the outer cylinder, and is sealed and fixed with a sealing ring.

[0013] In addition, for double-ended neck springs, the length of the middle spring coil portion shall account for no less than 80% of the total spring length; for middle-neck springs, the length of the middle spring coil portion shall account for no more than 80% (inclusive) and no less than 40% (inclusive) of the total spring length; and for single-sided neck springs, the length of the single-sided spring coil portion shall account for no more than 40% of the total spring length.

[0014] The beneficial effects of the above technical solution are: Our technical solution addresses the issue of insufficient strength in the connection between the anti-roll bar and the suspension. It dynamically strengthens the damping of the connection between the anti-roll bar and the anti-roll bar suspension rod or lower control arm, thus increasing the overall stability of the anti-roll bar during movement. The composite structure of the spring retainer and damping spring enhances the connection strength between the anti-roll bar and the suspension. When the vehicle tilts, one side of the spring composite structure lengthens, increasing damping and reducing the anti-roll bar angle. When the vehicle returns to center, the elastic properties of the composite structure allow it to return to its initial position. The spring retainer also serves to fix the spring in the lateral direction, reducing excessive lateral vibration of the spring during vehicle movement and ensuring linear and stable suspension operation. The spring retainer has the lowest possible damping setting because it needs to synchronize with the extension and contraction of the damping spring, and the spring's extension and contraction rhythm is synchronized with the changes in the vehicle's center of gravity.

[0015] The design of directly connecting the left and right end fixing hoops to the spring fixing rod simplifies the process, reduces the weight of the entire regulator, and minimizes the impact of the regulator's weight on the chassis during operation.

[0016] By using two-end neck springs, middle neck springs, and single-sided neck springs, and designing different ratios of spring wire necks a and c to the coil, the straight sections a and c of the spring are increased as much as possible, while the proportion of the coil is reduced. At the same time, the wire diameter of the coil is increased. This ensures the damping of the spring, reduces the weight of the spring, and increases the stiffness of the spring in the straight direction. This reduces the vibration of the spring when the car is moving, making the car run more linearly and comfortably.

[0017] In the driving scenarios required by the vehicle, the extension and retraction of the spring retainer can be set to a very small range. This does not affect the vehicle's steering, and even if a small amount of body roll occurs during vehicle operation, the extension of the inner rod of the spring retainer is unidirectionally blocked and limited by the sealing ring of the outer cylinder of the retainer. At this time, there is not only the damping force generated by the spring, but also the damping force generated by the hard limitation of the inner rod of the retainer. In this state, a hard connection is achieved between the entire damper, the anti-roll bar, and the chassis suspension, effectively preventing vehicle body roll.

[0018] The angular changes of a car's anti-roll bar include the tilt angle of the anti-roll bar when the vehicle rolls and the change in the amplitude of the anti-roll bar's vibration when the vehicle moves in a straight line. Anti-roll bar dampers can effectively reduce the roll angle of the anti-roll bar and the amplitude of the anti-roll bar's vibration when the vehicle moves in a straight line, thus improving straight-line driving quality. Under the initial damping setting of the anti-roll bar damper, when the angle between the damper and the anti-roll bar is greater than 45 degrees, the damper's effect is biased towards reducing the change in the amplitude of the anti-roll bar's vibration; when the angle is less than 45 degrees, the damper's effect is biased towards reducing the roll angle of the anti-roll bar. Data from experimental vehicles shows that when the angle is set to 60 degrees, the vehicle's straight-line driving quality and the reduction of roll achieve a balance between comfort and sportiness. Attached Figure Description

[0019] Figure 1 This is a schematic diagram illustrating the structure of a new type of automotive anti-roll bar damper in its uninstalled state. Figure 2 This diagram schematically illustrates the micro-tension state of a novel automotive anti-roll bar damper when the vehicle is stationary after installation. Figure 3 This is a schematic representation of the outer cylinder of the spring fixing rod. Figure 4 This is a schematic representation of the inner rod of the spring fixing rod. Figure 5 This is a schematic representation of the left end fixing hoop plan view. Figure 6This is a schematic representation of the plan view of the right end fixing hoop. Figure 7 This is a schematic representation of a two-ended neck spring diagram. Figure 8 This is a schematic representation of the middle neck spring diagram. Figure 9 This is a schematic representation of a single-sided neck spring diagram. The diagram shows the following components: 1. Damping spring; 2. Left end fixing clamp; 3. Spring fixing rod outer cylinder; 4. Right end fixing clamp bolt; 5. Left end fixing clamp bolt; 6. Spring fixing rod inner rod; 7. Left end spring fixing hook; 8. Right end spring fixing hook; 9. Spring fixing rod inner rod connecting hole; 11. Right end spring hook fixing groove; 12. Right end fixing clamp; 13. Left end spring hook fixing groove; 14. Spring fixing rod outer cylinder connecting hole. 'a' represents the distance between the spring coil and the spring fixing hook. The names "left end fixing clamp," "right end fixing clamp," "both end neck springs," "middle neck spring," and "single-sided neck spring" are merely for illustration purposes and are not technical terms; they have no other meaning. The total length b of the spring is the length of the spring from the left end to the right end, as shown in the example. Figure 10 Common spring materials include carbon spring steel, alloy spring steel, and non-ferrous metal alloys. Implementation

[0020] The implementation method of this solution will be described below. Furthermore, in the various accompanying drawings, the scale of the drawings is sometimes enlarged for ease of explanation and differs from the actual scale. The material of the fixing hoop is a common metal in the art.

[0021] 1. A novel automotive anti-roll bar damper and its connection method, comprising a spring fixing rod, a damping spring, a left-end fixing clamp, and a right-end fixing clamp. The left-end fixing clamp is bolted to the outer cylinder connecting hole of the spring fixing rod, and the right-end fixing clamp is bolted to the inner rod connecting hole of the spring fixing rod. The left-end spring fixing hook of the damping spring is fastened in the left-end spring hook fixing groove, and the right-end spring fixing hook is fastened in the right-end spring hook fixing groove. The spring fixing rod comprises an outer cylinder and an inner rod, forming a composite telescopic structure with the damping spring, connected by the spring fixing hook. The metal spring wire diameter is between 0.1 mm and 10 mm, the inner diameter is between 2 mm and 30 mm, and the length is between 2 mm and 500 mm. The initial length of the spring fixing rod is between 2 mm and 600 mm, and the fully extended length is between 5 mm and 1200 mm. The radius of the fixing clamp circle is between 2 mm and 80 mm, the U-shape length is between 2 mm and 150 mm, and the width is between 5 mm and 200 mm. In addition, for double-ended neck springs, the length of the middle spring coil portion shall account for no less than 80% of the total spring length; for middle-neck springs, the length of the middle spring coil portion shall account for no more than 80% (inclusive) and no less than 40% (inclusive) of the total spring length; and for single-sided neck springs, the length of the single-sided spring coil portion shall account for no more than 40% of the total spring length.

[0022] 2. The outer cylinder of the spring fixing rod is 72 mm long and 15 mm in diameter. The inner rod of the middle spring fixing rod is 40 mm long and 6 mm in diameter, made of aluminum alloy, and fixed to the outer cylinder with a sealing ring. The wire diameter of the spring necks at both ends is 1.5 mm. The length of the spring straight necks a and c is 18 mm, the total length of the spring is 100 mm, and the inner diameter of the entire spring is 18 mm. The material is spring steel. The damping spring is fixed in the fixing grooves at both ends of the outer cylinder and inner rod of the spring fixing rod. The inner diameter of the left fixing hoop is 22 mm, the outer diameter is 45 mm, and the thickness is 20 mm. The material is aluminum alloy. The inner diameter of the right fixing hoop is 10 mm, the outer diameter is 30 mm, and the thickness is 20 mm. The material is stainless steel. The 22 mm end of this damper fixing hoop is fitted onto the car anti-roll bar, and the 10 mm end of the fixing hoop is fitted onto the anti-roll bar hanger.

[0023] 3. The outer cylinder of the spring fixing rod is 300 mm long and 30 mm in diameter. The inner rod of the middle spring fixing rod is 200 mm long and 15 mm in diameter, made of stainless steel, and sealed to the outer cylinder with a sealing ring. The wire diameter of the spring necks at both ends is 5 mm, with a total length of 400 mm. The straight necks a and c of the spring are 30 mm long, and the inner diameter of the entire spring is 40 mm, made of manganese steel. The damping spring is fixed in the fixing grooves at both ends of the outer cylinder and inner rod of the spring fixing rod. The inner diameter of the left fixing hoop is 80 mm, the thickness is 20 mm, and the material is aluminum alloy. The inner diameter of the right fixing hoop is 30 mm, and the material is stainless steel. The 80 mm end of this damper fixing hoop is fitted onto the modified car anti-roll bar, and the 30 mm end of the fixing hoop is fitted onto the modified anti-roll bar hanger.

[0024] 4. The outer cylinder of the spring fixing rod is 45 mm long and 10 mm in diameter. The inner rod of the middle spring fixing rod is 35 mm long and 6 mm in diameter, made of carbon fiber, and fixed to the outer cylinder with a sealing ring. The wire diameter of the neck springs at both ends is 0.5 mm, with a total length of 41 mm. The straight neck sections a and c of the spring are 8 mm long, and the inner diameter of the entire spring is 40 mm, made of spring steel. The damping spring is fixed in the fixing grooves at both ends of the outer cylinder and inner rod of the spring fixing rod. The inner diameter of the left fixing hoop is 23 mm, the thickness is 20 mm, and the material is aluminum alloy. The inner diameter of the right fixing hoop is 9 mm, and the material is stainless steel. The 23 mm end of this damper fixing hoop is fitted onto the modified car anti-roll bar, and the 6 mm end of the fixing hoop is fitted onto the anti-roll bar hanger.

[0025] 5. Another assembly structure for the damping spring and spring fixing rod is that the spring fixing rod is on the outside, and the damping spring is inside the spring fixing cylinder. The outer cylinder is connected to the left-end fixing hoop, and the inner rod is connected to the right-end fixing hoop. Both are made of aluminum alloy. One end of the damping spring is fixed to the closed end inside the outer cylinder of the spring fixing rod, and the other end is fixed to the end of the inner rod of the spring fixing rod that inserts into the outer cylinder. When static, the inner rod is pulled out one-third of the way from the outer cylinder. The outer cylinder has a diameter of 30 mm and a length of 150 mm. The inner rod has a diameter of 8 mm and a length of 80 mm. It is sealed and fixed with a sealing ring. The middle neck spring wire has a diameter of 0.6 mm, a diameter of 20 mm, and a length of 80 mm. The material is spring steel. The inner diameter of the left-end fixing hoop is 23 mm and it is fixed to the vehicle's anti-roll bar. The right-end U-shaped fixing hoop is 15 mm long and 8 mm wide and it is fixed to the lower straight arm or curved arm.

[0026] 6. In the parallel composite structure of the spring and spring fixing rod, when the length of the inner rod of the spring fixing rod is relatively small, the inner rod of the spring fixing rod is pulled out, and it is unidirectionally locked and limited by the sealing ring of the outer rod, thus making the entire damper a rigid connection. The outer cylinder of the spring fixing rod is 102 mm long and 15 mm in diameter. The inner rod of the middle spring fixing rod is 40 mm long and 6 mm in diameter, made of aluminum alloy, and fixed to the outer cylinder with a sealing ring. The single-sided neck spring has a wire diameter of 2.5 mm, a total spring length of 120 mm, and the straight neck sections a and c of the spring are 100 mm long. The inner diameter of the entire spring is 18 mm, and the material is spring steel. The spring coil is fixed to one side of the outer cylinder of the spring fixing rod. The damping spring is fixed in the fixing grooves at both ends of the outer cylinder and the inner rod of the spring fixing rod. The left-end fixing hoop has an inner diameter of 15 mm, an outer diameter of 45 mm, a thickness of 20 mm, and is made of aluminum alloy. The right-end fixing hoop has an inner diameter of 10 mm, an outer diameter of 30 mm, and a thickness of 20 mm. It is made of stainless steel. The 15 mm end of this damper fixing hoop is fitted onto the car anti-roll bar, and the 10 mm end of the fixing hoop is fitted onto the anti-roll bar hanger.

[0027] 7. The outer cylinder of the spring fixing rod is 100 mm long and 16 mm in diameter. The inner rod of the middle spring fixing rod is 60 mm long and 8 mm in diameter, made of aluminum alloy, and fixed to the outer cylinder with a sealing ring. The wire diameter of the middle neck spring is 1.5 mm, the spring straight neck sections a and c are 50 mm long, the spring length is 90 mm, the inner diameter of the entire spring is 18 mm, and the material is spring steel. The damping spring is fixed in the fixing grooves at both ends of the outer cylinder and inner rod of the spring fixing rod. The inner diameter of the left fixing hoop is 22 mm, the outer diameter is 45 mm, and the thickness is 20 mm, made of aluminum alloy. The inner diameter of the right fixing hoop is 10 mm, the outer diameter is 30 mm, and the thickness is 20 mm, made of stainless steel. The 22 mm end of this damper fixing hoop is fitted onto the car anti-roll bar, and the 10 mm end of the fixing hoop is fitted onto the anti-roll bar hanger.

[0028] 8. The outer cylinder of the spring fixing rod is 105 mm long and 16 mm in diameter. The inner rod of the middle spring fixing rod is 60 mm long and 8 mm in diameter, made of aluminum alloy, and fixed to the outer cylinder with a sealing ring. The single-sided neck spring has a wire diameter of 1.6 mm, the spring straight neck sections a and c are 65 mm long, the total spring length is 80 mm, the inner diameter of the entire spring is 19 mm, and the material is spring steel. The coiled part of the single-sided neck spring should be fitted onto one side of the outer cylinder of the spring fixing rod. The damping spring is fixed in the fixing grooves at both ends of the outer cylinder and inner rod of the spring fixing rod. The left end fixing clamp has an inner diameter of 22 mm, an outer diameter of 45 mm, a thickness of 20 mm, and is made of aluminum alloy. The right-end fixing hoop has an inner diameter of 10 mm, an outer diameter of 30 mm, and a thickness of 20 mm. It is made of stainless steel. The 22 mm end of this damper fixing hoop is fitted onto the car anti-roll bar, and the 10 mm end of the fixing hoop is fitted onto the anti-roll bar hanger. The distance is 20 mm from the inner rod of the composite spring structure damper.

[0029] 9. This technical solution provides a static connection force ranging from 0.5 kg to 50 kg for the anti-roll bar and the connecting rod between the anti-roll bars, thereby improving the vehicle's straight-line and anti-roll capabilities.

[0030] 10. Moose test to verify the function of chassis angle adjuster. Taking the BMW 325 as an example, without anti-roll bar dampers, the first test was conducted at a speed of 80 km / h. The front of the car was unstable, with severe body roll. The left side of the front of the car touched the cone, and then the rear of the car slid significantly. When exiting the corner, the rear of the car also flipped over a cone. Then, the entry speed was reduced to 75 km / h. After reducing the speed, although the front of the car rolled more than the rear, and the vehicle swayed when exiting the corner, it could still meet the exit standard. The vehicle is still the same BMW 325 model, but with anti-roll bar dampers as described in the claims added to both sides of the suspension. The spring wire diameter is 1.5 mm, the inner diameter is 18 mm, and the spring length is 60 mm. Initially, the vehicle passes through a corner at 75 km / h, meeting the exit criteria, and the overall body roll is not severe. At 80 km / h, the vehicle exhibits some body roll, but still meets the exit criteria, and the front end does not show significant swaying. At 83 km / h, meeting the exit criteria, the vehicle exhibits severe body roll, and the front end sways. This indicates that the chassis reinforcement under this anti-roll bar damper setting has reached its limit. The before-and-after comparison shows that our technical solution's damper significantly suppresses changes in the anti-roll bar angle and effectively reduces vehicle body roll.

[0031] Our technology features a composite structure combining a damping spring and a spring fixing rod in parallel. By directly connecting the vehicle's anti-roll bar to the anti-roll bar hanger or lower straight arm, it can effectively reduce the angle and vibration changes of the anti-roll bar, thereby reducing vehicle body roll and improving straight-line driving quality.

[0032] This embodiment does not impose any limitations on the shape, material, structure, etc. of the technical solution; the specific data given are merely preferred options. Any simple modifications, equivalent changes, or alterations made to the above embodiments based on the technical essence of this technical solution shall fall within the protection scope of this technical solution.

Claims

1. A novel automotive anti-roll bar damper and its connection method, characterized in that: It includes a spring fixing rod, a damping spring, a left-end fixing hoop, and a right-end fixing hoop; the left-end fixing hoop (2) is connected to the outer cylinder connecting hole (14) of the spring fixing rod with a bolt (5), and the right-end fixing hoop (12) is connected to the inner rod connecting hole (9) of the spring fixing rod with a bolt (4). The left-end spring fixing hook (7) of the damping spring is fastened in the left-end spring hook fixing groove (13), and the right-end spring fixing hook (8) is fastened in the right-end spring hook fixing groove (11). The spring fixing rod includes an outer cylinder (3) and an inner rod (6), which is a composite telescopic structure with the damping spring (1) and is connected by a spring fixing hook.

2. The novel automotive anti-roll bar damper and its connection method according to claim 1, characterized in that: The spring fixing rod is a low-damping rod, consisting of an outer cylinder and an inner rod. The initial length of the spring fixing rod is between 2 mm and 600 mm, and the fully extended length is between 5 mm and 1200 mm. The outer cylinder is fixed, and the inner rod is inside the outer cylinder and sealed with a sealing ring. The spring fixing rod fixes the spring and limits movement.

3. The novel automotive anti-roll bar damper and its connection method according to claim 1, characterized in that: The damping spring includes three configurations: a two-end neck spring, a middle neck spring, and a single-sided neck spring. The wire diameter of the damping spring is between 0.1 mm and 20 mm, the inner diameter is between 2 mm and 100 mm, and the length is between 2 mm and 500 mm. The damping spring is sleeved on the outside of the spring fixing rod and forms a composite telescopic structure with the spring fixing rod. When stretched, it increases damping, and when contracted, it returns to the initial position together with the inner rod of the spring fixing rod.

4. A novel automotive anti-roll bar damper and its connection method according to claim 1, characterized in that: The left and right end fixing hoops are ring-shaped or U-shaped fixing hoops. The radius of the ring is between 2 mm and 80 mm, the length of the U-shape is between 2 mm and 150 mm, and the width is between 5 mm and 200 mm. One end of the anti-roll bar damper is fixed to the anti-roll bar of the car, and the other end is fixed to the anti-roll bar hanger, or fixed to the suspension straight arm or fixing point near the anti-roll bar. The inner diameter of the fixing hoop is circular or rectangular.

5. A novel automotive anti-roll bar damper and its connection method according to claim 1, characterized in that: One end of the damping spring is connected to the anti-roll bar of the car, and the other end is connected to the anti-roll bar hanger or the lower straight arm or curved arm or fixed point.

6. A novel automotive anti-roll bar damper and its connection method according to claim 1, characterized in that: When the length of the inner rod of the spring fixing rod in the parallel composite structure of the spring and the spring fixing rod is relatively small, the inner rod of the spring fixing rod is pulled out, and the inner rod will be unidirectionally locked and limited by the sealing ring of the outer rod, so the entire damper becomes a rigid connection.

7. A novel automotive anti-roll bar damper and its connection method according to claim 1, characterized in that: Another assembly structure for the damping spring and spring fixing rod is that the spring fixing rod is on the outside, and the damping spring is inside the spring fixing cylinder. One end of the damping spring is fixed to the closed end inside the outer cylinder of the spring fixing rod, and the other end is fixed to the end of the inner rod of the spring fixing rod that inserts into the outer cylinder, and is sealed and fixed with a sealing ring.

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