Stabilizer bar, suspension system and vehicle

Abstract

The invention relates to the technical field of stabilizer bars, in particular to a stabilizer bar, a suspension system and a vehicle, and the vehicle can be provided with an automatic driving system. The stabilizer bar comprises a first assembly and a second assembly, and the first assembly and the second assembly define a first cavity, a second cavity and a throttling channel communicating with the first cavity and the second cavity. The first assembly and the second assembly are suitable for being connected with the two wheels correspondingly and can generate relative movement when the two wheels have the height difference so as to adjust the flow area of the throttling channel, and the radial runout of the wheels serves as a power source to drive the first assembly and the second assembly to generate relative movement; and the flow area of the throttling channel is directly changed through the relative movement, so that the rigidity adjustment of the stabilizer bar is realized under the condition that an additional power source is not introduced, the arrangement cost and the structural complexity of the stabilizer bar are effectively reduced, and the utilization rate of the stabilizer bar to the vehicle space is improved.

Description

Technical Field

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

[0002] Stabilizer bars are important components of a vehicle's suspension system, primarily used to suppress body roll during cornering or driving on uneven surfaces, thereby improving driving stability and handling safety. Active stabilizer bars are a type of stabilizer bar; unlike passive stabilizer bars, active stabilizer bars can adjust their stiffness or output torque according to different vehicle operating conditions to better balance comfort and handling.

[0003] The active stabilizer bars of related technologies have complex structures and high manufacturing costs. Therefore, how to simplify the structure of the stabilizer bar while achieving active adjustment of its stiffness has become an urgent problem to be solved. Summary of the Invention

[0004] The purpose of this application is to provide a stabilizer bar, suspension system, and vehicle, which aims to solve the problem of complex structures in related active stabilizer bars.

[0005] In a first aspect, a stabilizer bar is provided, comprising: a first component and a second component, the first component and the second component being configured to form a first chamber, a second chamber, and a throttling channel connecting the first chamber and the second chamber; The first component and the second component are respectively adapted to connect to two wheels and are capable of generating relative movement when the two wheels have a height difference, so as to adjust the flow area of ​​the throttling channel.

[0006] This application utilizes the radial hop of the wheel as a power source to drive the first component and the second component to move relative to each other. The relative movement of the first and second components changes the flow area of ​​the throttling channel inside the stabilizer bar, thereby changing the motion damping of the first and second components. This allows for the adjustment of the stabilizer bar stiffness without introducing an additional power source, reducing the structural complexity of the stabilizer bar and the cost of its arrangement.

[0007] Optionally, the second component has an initial position, a first relative position, and a second relative position relative to the first component, wherein the first relative position is closer to the initial position than the second relative position; The flow area of ​​the throttling channel when the first component and the second component are in the first relative position is greater than the flow area of ​​the throttling channel when the first component and the second component are in the second relative position.

[0008] Optionally, the flow area of ​​the throttling channel gradually decreases along the direction from the first relative position to the second relative position.

[0009] Optionally, the first component includes an adjustment orifice, and the throttling channel includes a throttling section located between the orifice wall of the adjustment orifice and the outer peripheral surface of the second component; The second component is configured to move relative to the adjustment hole when the two wheels have a height difference, so as to change the flow area of ​​the throttling section.

[0010] Optionally, the first component includes an adjustment orifice, and at least a portion of the throttling channel is located within the adjustment orifice; The second component is adapted to move relative to the adjustment hole when the two wheels have a height difference, so as to change the flow area of ​​the throttling section.

[0011] Optionally, the second component is provided with a damping groove, the damping groove having a first position and a second position disposed opposite to each other along the axial direction of the second component; The flow area of ​​the damping groove at the first position is set differently from the flow area of ​​the damping groove at the second position.

[0012] Optionally, the second component is provided with a plurality of damping grooves, which are spaced apart circumferentially along the second component.

[0013] Optionally, the adjusting orifice includes a first adjusting orifice, the damping groove includes a first damping groove, and the throttling channel includes a first throttling channel; the first adjusting orifice and the first damping groove are located within the first chamber, and the first adjusting orifice is used to cooperate with the first damping groove to change the flow area of ​​the first throttling channel; and / or The adjusting orifice includes a second adjusting orifice, the damping groove includes a second damping groove, and the throttling channel includes a second throttling channel; the second adjusting orifice and the second damping groove are located in the second chamber, and the second adjusting orifice is used to cooperate with the second damping groove to change the flow area of ​​the second throttling channel.

[0014] Optionally, the damping groove is located within the first chamber, and the second position of the damping groove is closer to the second chamber than the first position; the flow area of ​​the damping groove at the first position is greater than the flow area of ​​the damping groove at the second position; or, The damping groove is located in the second chamber, and the second position of the damping groove is closer to the first chamber than the first position; the flow area of ​​the damping groove in the first position is greater than the flow area of ​​the damping groove in the second position.

[0015] Optionally, the flow area of ​​the damping groove at the first position is A, and the flow area of ​​the damping groove at the second position is B, satisfying 0≤B / A≤0.4.

[0016] Optionally, the width of the damping groove at the first position is greater than the width of the damping groove at the second position; and / or The depth of the damping groove at the first position is greater than the depth of the damping groove at the second position.

[0017] Optionally, the flow area of ​​the damping groove gradually decreases along the direction from the first position to the second position; and / or Along the direction from the first position to the second position, the width of the damping groove gradually decreases; and / or Along the direction from the first position to the second position, the depth of the damping groove gradually decreases.

[0018] Optionally, the length of the damping groove along the axial direction of the second component is L1, and the displacement stroke of the second component relative to the first component is L2, satisfying: 2×L1≥L2.

[0019] Optionally, the second component includes a piston disposed within the first component, with the first chamber and the second chamber located on opposite sides of the piston assembly; The piston is adapted to be connected to a wheel.

[0020] Optionally, the second component further includes a moving element connected to the piston; The damping groove is provided on the moving part.

[0021] Optionally, the first component includes a housing, and the adjustment hole is located within the housing; The second component is movably disposed within the housing and separates the interior of the housing to form the first chamber and the second chamber.

[0022] Optionally, the first component further includes a fixing member disposed within the housing, and the adjustment hole is disposed within the fixing member.

[0023] Optionally, the stabilizer bar further includes a limiting structure, which is used to limit the relative movement of the first component and the second component when the first component and the second component move relative to each other to a preset position.

[0024] Optionally, the limiting structure is disposed on the second component, and the stabilizing rod further includes a buffer member, which is used to form a buffer between the limiting structure and the first component; or, The limiting structure is disposed on the first component, and the stabilizing rod further includes a buffer member, which is used to form a buffer between the limiting structure and the second component.

[0025] Optionally, the stabilizer bar further includes a power conversion structure disposed between the first component and the second component; The power conversion structure is used to convert the relative rotation of the first component and the second component into relative linear motion of the first component and the second component.

[0026] Optionally, the power conversion structure includes a first threaded structure and a second threaded structure that engage with each other; the first threaded structure is disposed on the first component; The second threaded structure is provided on the second component.

[0027] Optionally, the first threaded structure and the second threaded structure form a groove; The power conversion structure also includes a rolling part located within the rolling groove.

[0028] Secondly, a suspension system is also provided, the suspension system including the stabilizer bar of any of the first aspects.

[0029] Thirdly, a vehicle is provided that includes a stabilizer bar of any of the first aspects, or a suspension system of the second aspect.

[0030] Optionally, the vehicle may also include an autonomous driving system. Attached Figure Description

[0031] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the connection between the stabilizer bar and the linkage assembly provided in this application. Figure 2 for Figure 1 Cross-sectional view of the stabilizer bar; Figure 3 for Figure 2 A partial schematic diagram of the first chamber; Figure 4 for Figure 3 A schematic diagram showing the interaction between the second component and the first component; Figure 5 for Figure 2 Schematic diagram of the moving parts in the middle; Figure 6 for Figure 5 The front view; Figure 7 for Figure 2 A schematic diagram of the power conversion structure in the middle; Figure 8 for Figure 2 A partial schematic diagram of the limiting structure; Figure 9 for Figure 2 A schematic diagram showing the relationship between the relative positions of the first and second components and the stiffness of the stabilizer bar.

[0033] Figure label: 1000-Stabilizer bar; 1-First component, 11-Housing shell, 111-Intermediate housing, 112-First end cap, 113-Second end cap, 12-Fixing member, 12a-First fixing member, 12b-Second fixing member, 121-Adjusting hole, 121a-First adjusting hole, 121b-Second adjusting hole; 2-Second component, 21-Piston, 211-Main body, 212-Limiting part, 22-Moving component, 22a-First moving component, 22b-Second moving component, 221-Damping groove, 2211-First position, 2212-Second position; 3-First chamber; 4-Second chamber; 5-Throttle channel, 5a-First throttle channel, 5b-Second throttle channel, 51-Throttle section, 52-Connecting section; 6-Limiting structure, 61-First protrusion, 62-Second protrusion; 7-Buffer components; 8-Power conversion structure, 81-First thread structure, 82-Second thread structure, 83-Groove, 84-Rolling part; 2000 - Link assembly, 2100 - First link, 2200 - Second link. Detailed Implementation

[0034] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0035] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0036] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0037] In the embodiments of this application, "parallel," "perpendicular," and "equal" include the described situation and situations similar to the described situation, where the range of similarity is within an acceptable deviation range, which is determined by those skilled in the art taking into account the measurement under discussion and the error associated with the measurement of a particular quantity (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, where the acceptable deviation range for approximate parallelism can be, for example, a deviation within 5°; "perpendicular" includes absolute perpendicularity and approximate perpendicularity, where the acceptable deviation range for approximate perpendicularity can also be, for example, a deviation within 5°. "Equal" includes absolute equality and approximate equality, where the acceptable deviation range for approximate equality can be, for example, a difference between the two equals being less than or equal to 5% of either one.

[0038] This application discloses a vehicle comprising an automobile, a robot, or other form of driving equipment, wherein the automobile includes an electric vehicle (EV), a pure electric vehicle / battery electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), and a plug-in hybrid electric vehicle (PHEV). Hybrid Electric Vehicle (PHEV), New Energy Vehicle, etc.

[0039] In some embodiments, the vehicle includes a frame, a body, wheels, and a suspension system, wherein the frame serves as the supporting skeleton of the vehicle for supporting and connecting the various component assemblies of the vehicle; the body is fixed to the frame to form a passenger compartment for occupants to sit in.

[0040] The wheels are used to rotate and drive the vehicle. The number of wheels can be two, three, or four, and this application does not limit this. Exemplarily, the wheels include a first wheel, a second wheel, a third wheel, and a fourth wheel, wherein the first wheel and the second wheel are the rear wheels of the vehicle and are arranged opposite each other along the width direction of the vehicle, and the third wheel and the fourth wheel are the front wheels of the vehicle and are arranged opposite each other along the width direction of the vehicle.

[0041] The suspension system is located between the bracket and the wheel. When the wheel contacts the ground, the suspension system absorbs the impact transmitted from the wheel to the bracket, thereby improving the comfort and stability of the vehicle.

[0042] In some implementations, the suspension system includes a bracket, a linkage assembly, and a stabilizer bar. The bracket serves as a support structure for the suspension system and is connected to the vehicle frame. The linkage assembly connects the stabilizer bar to the wheel, or the stabilizer bar to the vehicle frame, to transmit wheel hop displacement relative to the vehicle frame to the stabilizer bar during vehicle operation.

[0043] The linkage assembly can be a five-bar linkage, a four-bar linkage, a double wishbone structure, or other connection structures; this application does not limit this. For example, the linkage assembly can be a five-bar linkage, including an upper arm, a lower arm, a front positioning arm, a rear positioning arm, and a control arm.

[0044] In other embodiments, the linkage assembly may also be connected between the bracket and the wheel to transmit the wheel's bounce to the bracket and constrain the wheel's trajectory through the bracket, thereby reducing the lateral displacement of the wheel relative to the vehicle body when the vehicle is turning and suppressing vehicle body roll.

[0045] The stabilizer bar is connected between the first and second wheels via a linkage assembly, or between the third and fourth wheels via a linkage assembly, to suppress the vertical relative bouncing of the first and second wheels, or the third and fourth wheels, during vehicle operation due to uneven road surfaces or cornering, thereby reducing the body roll angle and improving the vehicle's handling stability and ride comfort.

[0046] It should be understood that in other possible embodiments of this application, the vehicle may also include other systems, such as an autonomous driving system, to complete the autonomous driving of the vehicle; the stabilizer bar may also be directly applied inside the vehicle, and this application does not limit this.

[0047] Depending on the control method, stabilizer bars can be divided into passive stabilizer bars and active stabilizer bars. Passive stabilizer bars are typically elastic metal rods, with both ends connected to the wheels via linkage assemblies. When the vehicle corners and causes body roll, a height difference is created between the left and right suspensions, causing the stabilizer bar to twist and use its elastic reaction force to suppress body roll. Its stiffness is usually determined by the material and geometry of the metal rod. Active stabilizer bars, on the other hand, can adjust their stiffness or output torque according to different vehicle operating conditions to better balance comfort and handling.

[0048] To achieve stiffness adjustment of active stabilizer bars, related technologies typically require external power sources such as motors and hydraulic pumps for driving. However, the installation of external power sources not only increases the cost of stabilizing bar placement but also occupies additional chassis space, reducing the space utilization rate of the stabilizer bars.

[0049] Please refer to Figure 1 and Figure 2 To solve the above problems, the stabilizer bar 1000 of this application includes: a first component 1 and a second component 2. The first component 1 and the second component 2 surround and form a first chamber 3, a second chamber 4, and a throttling channel 5 connecting the first chamber 3 and the second chamber 4. The first component 1 and the second component 2 are respectively adapted to be connected to two wheels and configured to generate relative motion when the two wheels bounce, and change the flow area of ​​the throttling channel 5 through relative motion to adjust the relative motion damping between the first component 1 and the second component 2.

[0050] This application utilizes the radial hop of the wheel as a power source to drive the first component 1 and the second component 2 to generate relative motion, and directly changes the flow area of ​​the throttling channel 5 through this relative motion, thereby achieving stiffness adjustment of the stabilizer bar 1000 without introducing an additional power source, effectively reducing the layout cost and structural complexity of the stabilizer bar 1000, and improving the utilization rate of the stabilizer bar 1000 in the vehicle space.

[0051] The stabilizer bar 1000 provided in this application will now be described in detail with reference to the accompanying drawings.

[0052] The stabilizer bar 1000 includes a first component 1 and a second component 2, which are used to connect to different wheels via a linkage assembly 2000. The first component 1 and the second component 2 can connect to various types of wheels. When the suspension system is a rear-mounted suspension system, the first component 1 can connect to the first wheel, and the second component 2 can connect to the second wheel; when the suspension system is a front-mounted suspension system, the first component 1 can connect to the third wheel via the linkage assembly, and the second component 2 can connect to the fourth wheel.

[0053] Understandably, in other possible implementations, the first component 1 and the second component 2 may also be connected to the first wheel and the third wheel, or to the second wheel and the fourth wheel, respectively, and this application does not limit this.

[0054] The first component 1 and the second component 2 enclose a first chamber 3, a second chamber 4, and a throttling channel 5 connecting the first chamber 3 and the second chamber 4. Damping fluid flows through the first chamber 3 and the second chamber 4. The first component 1 and the second component 2 can change the volume of the first chamber 3 and the second chamber 4 through relative movement, thereby forcing the damping fluid to flow through the throttling channel 5 between the first chamber 3 and the second chamber 4, thus providing damping force to the first component 1 and the second component 2 and suppressing the relative movement of the first component 1 and the second component 2.

[0055] The damping fluid can be hydraulic oil, silicone oil, magnetorheological fluid, or other fluids with flow characteristics; this application does not limit the type of fluid used.

[0056] It should be understood that the damping force of the damping fluid on the first component 1 and the second component 2 is related to the flow area of ​​the throttling channel 5. The larger the flow area of ​​the throttling channel 5, the smaller the flow damping of the damping fluid by the throttling channel 5, the weaker the motion suppression of the first component 1 and the second component 2 by the damping fluid, and the lower the stiffness of the stabilizer bar 1000. Conversely, the smaller the flow area of ​​the throttling channel 5, the greater the flow damping of the damping fluid by the throttling channel 5, the stronger the motion suppression of the first component 1 and the second component 2 by the damping fluid, and the greater the stiffness of the stabilizer bar 1000.

[0057] Therefore, the stabilizer bar 1000 of this application is further configured to generate relative motion under the drive of the two wheels when there is a height difference between them, and change the flow area of ​​the throttling channel 5 through the relative motion to adjust the relative motion damping between the first component 1 and the second component 2. Thus, the radial jump of the wheel is used as a power source to drive the first component 1 and the second component 2 to generate relative motion, and the flow area of ​​the throttling channel 5 is directly changed through the relative motion. Thus, the stiffness adjustment of the stabilizer bar 1000 is achieved without introducing an additional power source, which effectively reduces the layout cost and structural complexity of the stabilizer bar 1000 and improves the utilization rate of the stabilizer bar 1000 in the vehicle space.

[0058] It should be noted that the first component 1 and the second component 2 can change the flow area of ​​the entire throttling channel 5 through relative movement, or they can only change the flow area of ​​a local part of the throttling channel 5. This application does not limit this.

[0059] In some embodiments, the throttling channel 5 includes a throttling section 51 and a connecting section 52. The connecting section 52 connects the first chamber 3 and the second chamber 4, and the damping fluid can flow through the connecting section 52 between the first chamber 3 and the second chamber 4. The throttling section 51 is connected to the connecting section 52. The first component 1 and the second component 2 are used to change the flow area of ​​the throttling section 51 to change the flow resistance of the damping fluid in the throttling channel 5, thereby changing the motion damping of the first component 1 and the second component 2, thereby realizing the adjustment of the stiffness of the stabilizer bar.

[0060] Understandably, in other possible implementations, the connecting segment 52 may be omitted, and the first chamber 3 and the second chamber 4 may be connected solely by the throttling segment 51. This application does not impose any restrictions on this.

[0061] Please refer to Figures 2 to 4 In order to adjust the flow area of ​​the throttling channel 5, in some embodiments, the first component 1 includes an adjustment hole 121, and a throttling section 52 is formed between the hole wall of the adjustment hole 121 and the outer peripheral surface of the second component 2. The second component 2 is configured to move relative to the adjustment hole 121 when the two wheels bounce, so as to change the flow area of ​​the throttling channel 5 in the adjustment hole 121.

[0062] There are various ways for the second component 2 to change the flow area of ​​the throttling channel 5. In some embodiments, the second component 2 may have a first position located outside the adjustment hole 121 and a second position extending into the adjustment hole 121. When the first component 1 and the second component 2 move relative to each other under the drive of the two wheels, the second component 2 may move from the first position to the second position, or from the second position to the first position.

[0063] When the second component 2 is in the first position, it does not obstruct the adjustment hole 121. The portion of the throttling channel 5 within the adjustment hole 121 maintains maximum flow area, resulting in low flow resistance of the damping fluid and low stiffness of the stabilizer bar 1000. When the second component 2 is in the second position, the opening of the adjustment hole 121 is at least partially obstructed by the second component 2. The damping fluid can only flow into the throttling channel 5 through the gap between the second component 2 and the wall of the adjustment hole 121. The flow area of ​​the throttling channel 5 decreases, the flow resistance of the damping fluid increases, and the stiffness of the stabilizer bar 1000 increases. This achieves stiffness adjustment of the stabilizer bar 1000.

[0064] It should be understood that, in addition to the change in the area of ​​the throttling channel 5 and the change in the stiffness of the stabilizer bar 1000 caused by the second component 2 entering and exiting the adjustment hole 121, the size of the gap between the peripheral wall of the second component 2 and the inner wall of the adjustment hole 121 when the second component 2 is located inside the adjustment hole 121 can also affect the flow area of ​​the throttling channel 5, and thus affect the stiffness of the stabilizer bar 1000.

[0065] Therefore, in some other possible implementations, the second component 2 is provided with a damping groove 221, which has a first position 2211 and a second position 2212 disposed opposite to each other along the axial direction of the second component 2. The first position and the second position can be disposed at both ends of the damping groove in the axial direction of the second component, or can be located at any other position of the damping groove. This application does not limit this.

[0066] The flow area of ​​the damping groove 221 at the first position 2211 is set differently from that at the second position 2212. In this way, by changing the depth of the second component 2 extending into the adjustment hole 121, the mating part between the damping groove 221 and the wall of the adjustment hole 121 is changed, thereby changing the effective gap between the peripheral wall of the second component 2 and the inner wall of the adjustment hole 121, and thus changing the flow area of ​​the throttling channel 5 in the adjustment hole 121, so as to achieve continuous adjustment of the stiffness of the stabilizer bar 1000.

[0067] The number of damping grooves 221 can be one or more, and this application does not limit this. In some embodiments, the second component 2 is provided with multiple damping grooves 221, which are spaced apart along the circumference of the second component 2. This improves the symmetry and balance of the force on the second component 2, avoids the radial unbalanced force that may be caused by a single groove design, ensures the smoothness of the movement of the second component 2 within the adjustment hole 121, reduces the eccentric load on the movement of the second component 2, and improves the smoothness of the movement of the second component 2.

[0068] The adjustment hole 121 and the damping groove 221 can be located in the first chamber 3, the second chamber 4, or both the first chamber 3 and the second chamber 4. This application does not limit this. In some embodiments, the adjustment hole 121 includes a first adjustment hole 121a, the damping groove 221 includes a first damping groove 221, and the throttling channel 5 includes a first throttling channel 5a; the first adjustment hole 121a and the first damping groove 221 are located in the first chamber 3, and the first adjustment hole 121a is used to cooperate with the first damping groove 221 to change the flow area of ​​the first throttling channel 5a; the adjustment hole 121 includes a second adjustment hole 121b, the damping groove 221 includes a second damping groove 221, and the throttling channel includes a second throttling channel 5b; the second adjustment hole 121b and the second damping groove 221 are located in the second chamber 4, and the second adjustment hole 121b is used to cooperate with the second damping groove 221 to change the flow area of ​​the second throttling channel 5b. In this way, it is ensured that no matter which side of the wheel bounces, the first component 1 and the second component 2 can adjust the stiffness of the stabilizer bar 1000 by relying on the cooperation of the damping groove 221 on the corresponding side with the adjustment hole 121.

[0069] Understandably, in other possible implementations, the damping groove 221 and the adjustment hole 121 may also be located only in the first chamber 3 or only in the second chamber 4, and this application does not limit this.

[0070] When the second component 2 moves relative to the adjustment hole 121, the flow area of ​​the throttling channel can gradually increase or gradually decrease with the insertion depth of the second component 2. Correspondingly, when the second component 2 achieves flow area adjustment by means of the damping groove 221, the flow area of ​​the damping groove 221 at the first end 2211 can be greater than the flow area of ​​the damping groove 221 at the second end 2212, or the flow area of ​​the damping groove 221 at the second end 2212 can be greater than the flow area of ​​the damping groove 221 at the first end 2211. This application does not limit this.

[0071] In addition, in other possible implementations, a damping groove can be provided on the inner wall surface of the adjustment hole, and the area of ​​the throttling channel can be adjusted by changing the circumferential profile of the outer peripheral surface of the second component, relying on the movement of the second component relative to the condition hole. This application does not limit this.

[0072] To illustrate the adjustment method of the flow area, the initial position is assumed to be the relative position of the first component 1 and the second component 2 when the wheel height remains consistent and the first component 1 and the second component 2 do not move relative to each other. When the second component 2 moves relative to the first component 1, the second component 2 has a first relative position and a second relative position relative to the first component 1. In some embodiments, the first relative position is closer to the initial position than the second relative position. When the second component 2 is in the first relative position, the flow area of ​​the throttling channel 5 is greater than the flow area of ​​the throttling channel 5 when the second component 2 is in the second relative position.

[0073] In this way, the flow area of ​​the throttling channel 5 can decrease as the displacement of the first component 1 and the second component 2 relative to their initial positions increases, thereby providing the stabilizer bar 1000 with less stiffness when the wheel bounces slightly, improving driving comfort, and providing the stabilizer bar 1000 with greater stiffness when the wheel bounces significantly, effectively suppressing body roll.

[0074] It should be noted that the relative position between the first component 1 and the second component 2 can be determined by taking any point on the second component 2 as a reference point. That is, the position of this reference point when the wheels have no height difference is the initial position of the second component 2. The first relative position is closer to the initial position than the second relative position. In other words, when the second component 2 moves to the second relative position, the distance between the reference point and the reference point at the initial position is greater than the distance between the reference point and the reference point at the initial position.

[0075] The second component 2 can overlap with the first relative position and the initial position to ensure that the flow area of ​​the throttling channel 5 is always decreasing during the entire process of the first component 1 and the second component 2 moving from the initial position to the second relative position; the first relative position and the initial position can also be spaced apart, so that during the process of the first component 1 and the second component 2 moving from the initial position to the first relative position, the flow area of ​​the throttling channel 5 remains unchanged at first, and then gradually decreases during the process of moving from the first relative position to the second relative position after reaching the first relative position. This application does not impose any restrictions on this.

[0076] To ensure that the flow area of ​​the throttling channel 5 decreases as the displacement of the first component 1 and the second component 2 relative to their initial positions increases, in some embodiments, the damping groove 221 is located in the first chamber 3, and the second position 2212 of the damping groove 221 is closer to the second chamber 4 than the first position 2211. The flow area of ​​the damping groove 221 in the first position 2211 is greater than the flow area of ​​the damping groove 221 in the second position 2212. Alternatively, the damping groove 221 is located in the second chamber 4, and the second position 2212 of the damping groove 221 is closer to the first chamber 3 than the first position 2211. The flow area of ​​the damping groove 221 in the first position 2211 is greater than the flow area of ​​the damping groove 221 in the second position 2212. Thus, as the second component 2 moves deeper into the adjustment hole 121, the mating part between the damping groove 221 and the wall of the adjustment hole 121 gradually transitions from the first position 2211 with a larger flow area to the second position 2212 with a smaller flow area, thereby reducing the flow area of ​​the throttling channel 5.

[0077] In some implementations, the flow area of ​​the damping groove 221 at the first position 2211 is A, and the flow area of ​​the damping groove 221 at the second position 2212 is B, satisfying 0≤B / A≤0.4. Under this ratio constraint, it can avoid the flow area at both ends of the damping groove 221 changing too little, resulting in insufficient stiffness adjustment range of the stabilizer bar 1000, making it difficult to provide effective roll suppression when the wheel bounces greatly. It can also avoid the flow area changing too much, resulting in too drastic stiffness change, affecting ride smoothness and ride comfort.

[0078] It should be noted that the flow area of ​​the damping groove 221 from the first position 2211 to the second position 2212 can be gradually reduced or reduced in a stepwise manner, and this application does not impose any restrictions on this. In some embodiments, the flow area of ​​the damping groove 221 from the first position 2211 to the second position 2212 gradually decreases, thereby achieving stepless adjustment of the flow area of ​​the throttling channel 5, making the adjustment of the stiffness of the stabilizer bar 1000 smoother and avoiding the impact caused by sudden changes in stiffness.

[0079] There are several ways to make the flow area of ​​the damping groove 221 at the first position 2211 greater than the flow area at the second position 2212. In some embodiments, the width of the damping groove 221 at the first position 2211 can be set to be greater than the width of the damping groove 221 at the second position 2212, so that the flow area of ​​the damping groove 221 at the first position 2211 can be greater than the flow area of ​​the damping groove 221 at the second position 2212. Alternatively, the depth of the damping groove 221 at the first position 2211 can be set to be greater than the depth of the damping groove 221 at the second position 2212, so that the flow area of ​​the damping groove 221 at the first position 2211 can be greater than the flow area of ​​the damping groove 221 at the second position 2212. This application does not limit this.

[0080] When the width of the damping groove 221 at the first position 2211 is greater than the width of the damping groove 221 at the second position 2212, the width of the damping groove 221 at the first position 2211 can be gradually reduced to the width of the damping groove 221 at the second position 2212, or it can be reduced in a stepwise manner to the width of the damping groove 221 at the second position 2212. This application does not impose any limitations on this. In some embodiments, the width of the damping groove 221 gradually decreases along the direction from the first position 2211 to the second position 2212, thereby achieving stepless adjustment of the flow area of ​​the throttling channel 5, making the adjustment of the stiffness of the stabilizer bar 1000 smoother, and avoiding the impact caused by sudden changes in stiffness.

[0081] When the depth of the damping groove 221 at the first position 2211 is greater than the depth of the damping groove 221 at the second position 2212, the depth of the damping groove 221 at the first position 2211 can be gradually reduced to the depth of the damping groove 221 at the second position 2212, or it can be reduced in a stepwise manner to the depth of the damping groove 221 at the second position 2212. This application does not impose any limitations on this. In some embodiments, the depth of the damping groove 221 gradually decreases along the direction from the first position 2211 to the second position 2212. In this way, the flow area of ​​the throttling channel 5 can be infinitely adjusted, making the adjustment of the stiffness of the stabilizer bar 1000 smoother and avoiding the impact caused by sudden changes in stiffness.

[0082] In some embodiments, the width of the damping groove 221 is W1, and the outer diameter of the moving part is W, satisfying: W1 / W≤25%; under this ratio restriction, it is possible to avoid the damping groove being too wide, which would reduce the strength of the moving part, and also to avoid the damping groove being too narrow, which would affect the stiffness adjustment capability of the stabilizer bar 1000.

[0083] In some implementations, the depth of the damping groove 221 is H1, and the wall thickness of the moving part is H, satisfying: H1 / H≤60%; under this ratio constraint, it is possible to avoid the damping groove being too deep, which would reduce the strength of the moving part, and also to avoid the damping groove being too shallow, which would affect the stiffness adjustment capability of the stabilizer bar 1000.

[0084] Please refer to Figure 2 In order to construct a first chamber 3, a second chamber 4 and a throttling channel 5 connecting the first chamber 3 and the second chamber 4, in some embodiments, the first component 1 includes a housing 11 and the second component 2 includes a piston 21. The housing 11 has a damping cavity, the piston 21 is movably disposed in the damping cavity, and the outer peripheral surface of the piston 21 is in contact with the inner wall surface of the damping cavity to separate the damping cavity to form the first chamber 3 and the second chamber 4.

[0085] The housing 11 and piston 21 are connected to different wheels via the connecting rod assembly 2000 and can slide relative to each other under the drive of the wheels when the wheels produce radial runout, thereby forcing the damping fluid to flow through the throttling channel 5 in the first chamber 3 and the second chamber 4 to generate damping.

[0086] The adjustment hole 121 is located within the damping cavity formed by the housing 11. The adjustment hole 121 can be directly formed by the housing 11 or by other components; this application does not impose any restrictions on this. In some embodiments, the first component 1 further includes a fixing member 12, which is disposed within the housing 11. The adjustment hole 121 is disposed within the fixing member 12. The throttling section 51 of the throttling channel 5 is located within the adjustment hole 121 formed by the fixing member 12, and the connecting section 52 is located within the housing 11 and communicates with another chamber.

[0087] The fixing member 12 may be located on one side of the first chamber 3 of the housing 11 or on one side of the second chamber 4 of the housing 11, and this application does not limit it in this regard. Exemplarily, the fixing member 12 includes a first fixing member 12a and a second fixing member 12b. The first fixing member 12a is disposed in the first chamber 3 of the housing 11, and the first adjusting hole 121a is provided with the first fixing member 12a; the second fixing member 12b is disposed in the second chamber 4 of the housing 11, and the second adjusting hole 121b is disposed in the second chamber 4 of the housing 11.

[0088] Compared to directly opening the adjustment hole 121 on the housing 11, the additional fixing member 12 can decouple the load-bearing function and the throttling function of the first component 1. The housing 11 focuses on bearing the radial load and internal oil pressure generated by the wheel bounce, while the fixing member 12 focuses on forming the throttling channel 5. This avoids the possibility of wear or deformation of the throttling channel 5 due to long-term load bearing, and ensures the adjustment accuracy of the throttling channel 5 and the reliability of long-term use.

[0089] Please refer to the reference. Figure 2 , Figure 5 and Figure 6The damping groove 221 can be directly disposed on the piston 21 or on other components of the second assembly 2; this application does not limit this. In some embodiments, the second assembly 2 further includes a moving member 22, which is connected to the piston 21. The moving member 22 can be connected to the side of the piston 21 facing the first chamber 3 or to the side of the piston 21 facing the second chamber 4. For example, the moving member 22 includes a first moving member 22a and a second moving member 22b. The first moving member 22a is connected to the side of the piston 21 facing the first chamber 3, and the second moving member 22b is connected to the side of the piston 21 facing the second chamber 4.

[0090] The damping groove 221 is provided on the moving part 22. Compared with the damping groove 221 being directly opened on the piston 21, the additional moving part 22 can decouple the load-bearing function and the throttling function of the second component 2. The piston 21 focuses on bearing the radial load generated by the wheel bounce and separating the two chambers, while the moving part 22 focuses on cooperating with the adjustment hole 121 to form the throttling channel 5. This avoids the possibility of wear or deformation of the throttling channel 5 due to long-term load bearing, and ensures the adjustment accuracy and long-term reliability of the throttling channel 5.

[0091] Please refer to Figure 2 and Figure 7 In some embodiments, the stabilizer bar 1000 further includes a power conversion structure 8, which is disposed between the first component 1 and the second component 2. The power conversion structure 8 is used to convert the relative rotation of the first component 1 and the second component 2 into relative linear motion when the wheels generate relative motion and drive the first component and the second component to rotate relative to each other. This allows the piston 21 to reciprocate linearly relative to the housing 11 without introducing an additional power source, thereby achieving the adjustment of the stiffness of the stabilizer bar 1000.

[0092] The power conversion structure 8 can have various structural forms. In some embodiments, the power conversion structure 8 includes a first threaded structure 81 and a second threaded structure 82 that are screwed together; the first threaded structure 81 is disposed on the first component 1, and the second threaded structure 82 is disposed on the second component 2.

[0093] The first thread structure 81 and the second thread structure 82 can be located at any position of the first component 1 and the second component 2. This application does not limit this. For example, the housing 11 includes an intermediate housing 111, a first end cap 112 and a second end cap 113. The damping cavity is formed in the intermediate housing 111. The first end cap 112 and the second end cap 113 are respectively covered at both ends of the damping cavity and connected to the intermediate housing 111. The first thread structure 81 is located on the inner wall surface of the intermediate housing 111, and the second thread structure 82 is located on the outer peripheral surface of the piston 21.

[0094] Meanwhile, the connecting rod assembly 2000 includes a first connecting rod 2100 and a second connecting rod 2200. One end of the first connecting rod 2100 is fixedly connected to the first end cap 112, and the other end is connected to the first wheel. The first connecting rod 2100 and the first end cap 112 can be welded together, or they can be connected by a spline or other structure; this application does not impose any limitations on this. One end of the second connecting rod 2200 is movably connected to the second end cap 113 through a sliding bearing, and extends into the damping cavity through the second end cap 113 to connect with the piston; the other end is connected to the second wheel.

[0095] In practical applications, when the first wheel bounces upward, the first connecting rod 2100 will swing upward under the drive of the first wheel, thereby causing the housing 11 connected to it to rotate relative to the piston 21. The presence of the first threaded structure 81 and the second threaded structure 82 allows the housing 11 to rotate relative to the piston 21 while simultaneously causing the piston 21 to move linearly within the damping cavity formed by the housing 11, thereby causing the first moving part 22a to move towards the first fixed part 12a, and thus achieving the adjustment of the stiffness of the stabilizer bar.

[0096] Similarly, when the second wheel bounces upward, the second connecting rod will swing upward under the drive of the second wheel, thereby causing the piston 21 connected to it to rotate relative to the housing 11; the presence of the first thread structure 81 and the second thread structure 82 allows the piston 21 to make linear motion in the damping cavity formed by the housing 11 while rotating relative to the housing 11, thereby driving the second moving part 22b to move in the direction of the second fixed part 12b, thereby realizing the stiffness adjustment of the stabilizer bar.

[0097] Understandably, in addition to setting the first threaded structure 81 and the second threaded structure 82, in other possible embodiments, a cam, a crank-slider, or other transmission structure can also be used to convert the wheel's bouncing into relative linear motion between the first component 1 and the second component 2. Compared with other conversion structures, the first threaded structure 81 and the second threaded structure 82 are simple in structure and occupy less space. At the same time, the threaded structure has a self-locking characteristic, which can maintain the relative stability of the positions of the first component 1 and the second component 2 when the wheel stops bouncing, reduce the stiffness drift of the stabilizer bar 1000, and improve the stability and reliability of the stabilizer bar 1000.

[0098] To improve the transmission efficiency between the wheel and the first component 1 and the second component 2, in some embodiments, the first threaded structure 81 and the second threaded structure 82 surround a groove 83, and the power conversion structure 8 also includes a rolling part 84 located in the groove 83. In this way, the sliding friction between the first threaded structure 81 and the second threaded structure 82 is converted into rolling friction, thereby reducing the motion resistance of the first component 1 and the second component 2, reducing the wear of the first component 1 and the second component 2, and extending their service life.

[0099] In some embodiments, the power conversion structure 8 further includes a reverser 85, which guides the rolling part 84 to circulate within the groove 83 to prevent the rolling part 84 from slipping out of the groove 83, thereby ensuring the continuity and reliability of the transmission.

[0100] Please refer to Figure 2 and Figure 8 In some embodiments, the stabilizer bar 1000 further includes a limiting structure 6, which is used to limit the relative movement of the first component 1 and the second component 2 when they move relative to each other to a preset position. The limiting structure 6 serves two purposes: firstly, it prevents unnecessary collisions and wear between the moving part 22 and the fixed part 12 due to excessive movement of the first component 1 and the second component 2, thus improving the durability and service life of the stabilizer bar 1000; secondly, it forms a rigid stop between the first component 1 and the second component 2 when the wheel experiences large-angle bounce, thereby converting the stabilizer bar 1000 into a near-rigid connection state, ensuring that the stabilizer bar 1000 is always at maximum stiffness, effectively suppressing vehicle body roll, and ensuring the vehicle's handling stability and driving safety under extreme conditions.

[0101] To limit the movement of the first component 1 and the second component 2, in some embodiments, the limiting structure 6 includes a first protrusion 61 and a second protrusion 62, which are spaced apart on the inner wall surface of the damping cavity formed by the housing 11. Correspondingly, the piston 21 includes a main body 211 and a limiting part 212. The main body 211 is used to cooperate with the housing 11 to convert the radial runout of the wheel into linear motion between the piston 21 and the housing 11. The limiting part 212 is located between the first protrusion 61 and the second protrusion 62, with the first protrusion 61 located on the side of the limiting part 212 facing the first fixing member 12a, and the second protrusion 62 located on the side of the limiting part 212 facing the second fixing member 12b.

[0102] When piston 21 pushes the first moving member 22a towards the first fixed member 12a, the limiting part 212 of piston 21 can contact the first protrusion 61, thereby preventing piston 21 from continuing to move after the first moving member 22a extends into the first adjusting hole 121a to a preset depth, thus avoiding the first moving member 22a from extending too far into the first adjusting hole 121a and causing blockage or structural damage to the first throttling channel 5a; when piston 21 pushes the second moving member 22b towards the second fixed member 12b, the limiting part 212 of piston 21 can contact the second protrusion 62, thereby preventing piston 21 from continuing to move after the second moving member 22b extends into the second adjusting hole 121b to a preset depth, thus avoiding the second moving member 22b from extending too far into the second adjusting hole 121b and causing blockage or structural damage to the second throttling channel 5b.

[0103] Understandably, in addition to the first protrusion 61 and the second protrusion 62, the limiting structure 6 can also be configured as a retaining ring, a snap ring, or other structures that can limit displacement in other possible embodiments, and this application does not limit it in this regard.

[0104] In some embodiments, the limiting structure 6 is disposed on the first component 1, and the stabilizer bar 1000 also includes a buffer 7. The buffer 7 can be made of rubber, polyurethane, or other elastic materials, and this application does not limit this. The buffer 7 is disposed between the limiting structure 6 and the second component 2, so as to form a buffer when the second component 2 contacts the limiting structure 6, absorb the impact energy of the second component 2 and the limiting structure 6, reduce collision noise, reduce structural wear, and improve the durability and ride comfort of the stabilizer bar 1000.

[0105] It should be understood that, in other possible implementations, the limiting structure 6 may also be provided on the second component 2. When the limiting structure 6 is provided on the second component 2, the buffer 7 may be provided between the limiting structure 6 and the first component 1. In this way, a buffer is formed when the first component 1 contacts the limiting structure 6, absorbing the impact energy between the first component 1 and the limiting structure 6, reducing collision noise, reducing structural wear, and improving the durability and ride comfort of the stabilizer bar 1000.

[0106] There are several ways to arrange the buffer 7 with the first component 1, the second component 2 and the limiting structure 6. The buffer 7 can be fixed to the first component 1 and move synchronously with the first component 1 to form a buffer when it contacts the limiting structure 6; the buffer 7 can also be fixed to the second component 2 and move synchronously with the second component 2 to form a buffer when it contacts the limiting structure 6; the buffer 7 can also be fixed to the limiting structure 6.

[0107] In addition, the buffer 7 can also be movably disposed between the first component 1 or the second component 2 and the limiting structure 6, so as to form a dynamic buffer during relative movement, absorb impact energy, reduce collision noise, and improve the flexibility and durability of the buffering effect.

[0108] Please refer to Figure 5 and Figure 8 In some embodiments, the length of the damping groove 221 along the axis of the second component 2 is L1, and the displacement stroke of the second component 2 relative to the first component 1 is L2, satisfying: 2×L1≥L2. In this way, it is ensured that the damping groove 221 can always effectively cooperate with the adjustment hole 121 throughout the entire movement stroke of the second component 2, so as to realize the continuous adjustment of the flow area of ​​the throttling channel 5 and improve the utilization rate of the adjustment stroke.

[0109] It should be noted that the displacement stroke of the second component 2 relative to the first component 1 should be related to the cooperation relationship between the second component 2, the first component 1, and the limiting structure 6. For example, when the second component 2 and the first component 1 adopt the following... Figure 7 When the first protrusion 61 and the second protrusion 62 are used for limiting, the displacement stroke of the second component 2 relative to the first component 1 should be the distance between the first protrusion 61 and the second protrusion 62 minus the thickness of the piston's limiting portion. When there is a buffer 7 between the first component 1 or the second component 2 and the limiting structure 6, the displacement stroke of the second component 2 relative to the first component 1 should be the distance between the first protrusion 61 and the second protrusion 62 minus the thickness of the buffer after compression and the piston's limiting portion.

[0110] The following section will provide a detailed explanation of the stiffness adjustment methods for the stabilizer bar 1000 under different operating conditions.

[0111] Please refer to Figure 9 When the vehicle is stationary or in a stable driving state, the first component 1 and the second component 2 are in the initial position, the limiting part 212 of the piston 21 is located between the first protrusion 61 and the second protrusion 62 provided on the inner wall of the housing 11, the moving part 22 is located outside the adjustment hole 121, and the stabilizer bar 1000 is in a low stiffness ready state.

[0112] When the wheel bounces slightly, the housing 11 and piston 21 are driven by the connecting rod assembly 2000 connected to the wheel to generate relative displacement, which in turn pushes the moving part 22 to move towards the adjustment hole 121. However, since the wheel bounce is small, the displacement generated by the first assembly 1 and the second assembly 2 is not enough to allow the moving part 22 to extend into the adjustment hole 121. The adjustment hole 121 remains fully open, the flow area of ​​the throttle channel 5 remains at its maximum and constant, the flow resistance of the damping fluid is small, and the stabilizer bar 1000 provides constant and low stiffness to ensure the comfort of the vehicle.

[0113] When the wheel bounce increases, the force exerted by the wheel on the first component 1 and the second component 2 increases, and the relative displacement between the first component 1 and the second component 2 increases. The moving part 22 can extend into the adjustment hole 121. As the radial bounce of the wheel increases, the moving part 22 extends deeper into the adjustment hole 121. The mating part between the damping groove 221 and the wall of the adjustment hole 121 gradually transitions from the first position 2211 with a larger flow area to the second position 2212 with a smaller flow area. The flow area of ​​the throttling channel 5 gradually decreases, the flow resistance of the damping fluid increases accordingly, and the stiffness of the stabilizer bar 1000 continuously increases to effectively suppress the body roll.

[0114] When the wheel bounce reaches its limit, the relative displacement between the first component 1 and the second component 2 reaches its maximum. At this time, the limiting part 212 of the piston 21 contacts the first protrusion 61 or the second protrusion 62, and the moving part 22 moves to the limit position of the adjusting hole 121. The relative movement between the first component 1 and the second component 2 is locked, and the stabilizer bar 1000 is converted to an approximately rigid connection state with maximum stiffness to provide the strongest roll suppression force under extreme conditions, ensuring the vehicle's handling stability and driving safety.

[0115] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0116] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A stabilizer bar, characterized in that, include: A first component (1) and a second component (2) are arranged to form a first chamber (3), a second chamber (4) and a throttling channel (5) connecting the first chamber (3) and the second chamber (4); The first component (1) and the second component (2) are respectively adapted to connect to two wheels and are able to generate relative movement when the two wheels have a height difference, so as to adjust the flow area of ​​the throttling channel (5).

2. The stabilizer bar according to claim 1, characterized in that, The second component (2) has an initial position, a first relative position, and a second relative position relative to the first component (1), wherein the first relative position is closer to the initial position than the second relative position; The flow area of ​​the throttling channel when the second component (2) is in the first relative position is greater than the flow area when the second component (2) is in the second relative position.

3. The stabilizer bar according to claim 2, characterized in that, Along the direction from the first relative position to the second relative position, the flow area of ​​the throttling channel (5) gradually decreases.

4. The stabilizer bar according to claim 1, characterized in that, The first component (1) includes an adjustment hole (121), and the throttling channel (5) includes a throttling section (51), which is formed between the hole wall of the adjustment hole and the outer peripheral surface of the second component; The second component (2) is adapted to move relative to the adjustment hole (121) when the two wheels have a height difference, so as to change the flow area of ​​the throttling section (51).

5. The stabilizer bar according to claim 4, characterized in that, The second component (2) is provided with a damping groove (221), the damping groove (221) having a first position and a second position disposed opposite to each other along the axial direction of the second component (2); The flow area of ​​the damping groove (221) at the first position (2211) is set differently from the flow area of ​​the damping groove (221) at the second position (2212).

6. The stabilizer bar according to claim 4, characterized in that, The second component (2) is provided with a plurality of damping grooves (221), which are arranged at intervals along the circumference of the second component (2).

7. The stabilizer bar according to claim 5, characterized in that, The adjusting hole (121) includes a first adjusting hole (121a), the damping groove (221) includes a first damping groove (221), and the throttling channel (5) includes a first throttling channel (5a); the first adjusting hole (121a) and the first damping groove (221) are located in the first chamber (3), and the first adjusting hole (121a) is used to cooperate with the first damping groove (221) to change the flow area of ​​the first throttling channel (5a); and / or The regulating hole (121) includes a second regulating hole (121b), the damping groove (221) includes a second damping groove (221), and the throttling channel (5) includes a second throttling channel (5b). The second regulating hole (121b) and the second damping groove (221) are located in the second chamber (4). The second regulating hole (121b) is used to cooperate with the second damping groove (221) to change the flow area of ​​the second throttling channel (5b).

8. The stabilizer bar according to claim 5, characterized in that, The damping groove (221) is located within the first chamber (3), and the second position (2212) of the damping groove (221) is closer to the second chamber (4) than the first position (2211); the flow area of ​​the damping groove (221) at the first position (2211) is greater than the flow area of ​​the damping groove (221) at the second position (2212); or, The damping groove (221) is located in the second chamber (4). The second position (2212) of the damping groove (221) is closer to the first chamber (3) than the first position (2211). The flow area of ​​the damping groove (221) at the first position (2211) is greater than the flow area of ​​the damping groove (221) at the second position (2212).

9. The stabilizer bar according to claim 5, characterized in that, The flow area of ​​the damping groove (221) at the first position (2211) is A, and the flow area of ​​the damping groove (221) at the second position (2212) is B, satisfying 0≤B / A≤0.

4.

10. The stabilizer bar according to claim 5, characterized in that, The width of the damping groove (221) at the first position (2211) is greater than the width of the damping groove (221) at the second position (2212); and / or The depth of the damping groove (221) at the first position (2211) is greater than the depth of the damping groove (221) at the second position (2212).

11. The stabilizer bar according to claim 5, characterized in that, Along the direction from the first position (2211) to the second position (2212), the flow area of ​​the damping groove (221) gradually decreases; and / or Along the direction from the first position (2211) to the second position (2212), the width of the damping groove (221) gradually decreases; and / or Along the direction from the first position (2211) to the second position (2212), the depth of the damping groove (221) gradually decreases.

12. The stabilizer bar according to claim 5, characterized in that, The length of the damping groove (221) along the axis of the second component (2) is L1, and the displacement stroke of the second component (2) relative to the first component (1) is L2, satisfying: 2×L1≥L2.

13. The stabilizer bar according to claim 5, characterized in that, The second component (2) includes a piston (21) disposed within the first component (1), and the first chamber (3) and the second chamber (4) are located on both sides of the piston (21) component; The piston (21) is adapted to be connected to a wheel.

14. The stabilizer bar according to claim 13, characterized in that, The second component (2) further includes a moving part (22) connected to the piston (21); The damping groove (221) is provided on the moving part (22).

15. The stabilizer bar according to claim 4, characterized in that, The first component (1) includes a housing (11), and the adjustment hole is located inside the housing (11); The second component (2) is movably disposed within the housing (11) and separates the interior of the housing (11) to form the first chamber (3) and the second chamber (4).

16. The stabilizer bar according to claim 15, characterized in that, The first component (1) further includes a fixing member (12), which is disposed inside the housing (11), and the adjustment hole is disposed in the fixing member (12).

17. The stabilizer bar according to claim 1, characterized in that, The stabilizer bar also includes a limiting structure (6), which is used to limit the relative movement of the first component (1) and the second component (2) when the first component (1) and the second component (2) move relative to each other to a preset position.

18. The stabilizer bar according to claim 17, characterized in that, The limiting structure (6) is disposed on the second component (2), and the stabilizing rod further includes a buffer (7), which is used to form a buffer between the limiting structure (6) and the first component (1); or, The limiting structure (6) is disposed on the first component (1), and the stabilizing rod further includes a buffer (7), which is used to form a buffer between the limiting structure (6) and the second component (2).

19. The stabilizer bar according to claim 1, characterized in that, The stabilizer bar also includes a power conversion structure (8), which is disposed between the first component (1) and the second component (2); The power conversion structure (8) is used to convert the relative rotation of the first component (1) and the second component (2) into the relative linear motion of the first component (1) and the second component (2).

20. The stabilizer bar according to claim 19, characterized in that, The power conversion structure (8) includes a first threaded structure (81) and a second threaded structure (82) that engage with each other; the first threaded structure (81) is disposed on the first component (1); The second threaded structure (82) is provided on the second component (2).

21. The stabilizer bar according to claim 19, characterized in that, The first threaded structure (81) and the second threaded structure (82) form a rolling groove; The power conversion structure (8) further includes a rolling part located within the rolling groove.

22. A suspension system, characterized in that, Includes the stabilizer bar as described in any one of claims 1-21.

23. A vehicle, characterized in that, Includes the stabilizer bar as described in any one of claims 1-21, or the suspension system as described in claim 22.

24. The vehicle according to claim 23, characterized in that, The vehicle also includes an autonomous driving system.

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