Anti-tilt new energy vehicle stabilizer bar and fatigue test device thereof

Abstract

The application relates to the technical field of automobile stabilizer bars, and particularly discloses an anti-rollover new energy automobile stabilizer bar and a fatigue testing device thereof, which comprises a hollow rod body and connecting parts fixed at two ends of the rod body, characterized in that a helical reinforcing rib extending along the axial direction of the rod body is embedded in the inner wall of the rod body; the rod body is respectively provided with a first working section for bearing a torsional load and a second working section for bearing a bending load, and the wall thickness of the first working section is greater than that of the second working section. The application has the effect of improving the torsional stiffness and bending strength of the stabilizer bar.

Description

Technical Field

[0001] This application relates to the field of automotive stabilizer bar technology, and in particular to an anti-roll stabilizer bar for new energy vehicles and its fatigue testing device. Background Technology

[0002] With the rapid development of new energy vehicles, their chassis systems are placing higher demands on vehicle handling and ride comfort. As a crucial component in the vehicle suspension system for suppressing body roll, the anti-roll bar reduces body roll during cornering, lane changes, and driving on uneven surfaces, thereby improving lateral stability. Due to the characteristics of new energy vehicle powertrains, which alter the vehicle's weight distribution and inertial properties, the anti-roll bar must withstand higher amplitude and more complex alternating loads in actual use. Its fatigue performance directly affects vehicle safety and service life.

[0003] For durability verification of stabilizer bars, fatigue testing currently relies primarily on hydraulic servo testing machines or electric loading devices. A typical approach involves applying synchronous, equal-amplitude, and opposite alternating loads to both ends of the stabilizer bar using a load-loading device, while maintaining symmetrical boundary conditions. Test parameters typically include the number of torque cycles, bar torsion angle, and stress cycle count. These methods are based on the assumptions of geometric and force symmetry for stabilizer bars in traditional gasoline-powered vehicles, and can effectively simulate vehicle roll and unilateral load conditions to assess overall fatigue life. Existing standard bench loading methods emphasize repeatability and comparability, and are suitable for traditional symmetrical structures. However, their applicability is limited for asymmetrical structures and offset-mounted anti-roll optimized stabilizer bars.

[0004] However, as the chassis architecture of new energy vehicles evolves from the traditional "powertrain-centric layout" to a "battery-centric platform," the structural design of the vehicle suspension system has undergone significant changes. To adapt to the requirements of the power battery pack on the chassis's lateral space, longitudinal arrangement, and ground clearance, the installation of stabilizer bars is no longer limited to the traditional symmetrical structure, but has gradually evolved into a structure with asymmetrical offset installation. Furthermore, in actual service, the torque, bending moment, and shear force borne by the left and right arms exhibit significant inconsistencies. Especially under conditions such as vehicle cornering and unilateral bumps, due to the offset of the connection point and the difference in the cross-sectional stiffness of the stabilizer bar, the stress amplitude and cycle number on the left and right sides of the stabilizer bar differ, resulting in asynchronous fatigue damage accumulation. Existing fatigue testing methods using synchronous loading modes cannot accurately reflect the asymmetrical stress state of such stabilizer bars under actual operating conditions. This causes the life data obtained from the tests to often deviate from the actual service situation, making the test results insufficient in predicting fatigue failure in locally weak areas and failing to reveal the life differences between the left and right structures of the stabilizer bar, as well as the potential early failure risk. Summary of the Invention

[0005] This application provides a stabilizer bar for new energy vehicles and its fatigue testing device. This stabilizer bar ensures lightweight construction while specifically reinforcing the stress characteristics at different locations, effectively improving the torsional stiffness and bending strength. Simultaneously, the fatigue testing device, through adjustable synchronous or asynchronous load components and a fixing component supporting asymmetrical installation, simulates asymmetrical stress on the stabilizer bar under real-world operating conditions, significantly improving the realism and reliability of fatigue testing. This provides effective data support for analyzing the lifespan differences between the left and right stabilizer bar arms and predicting early failures.

[0006] Firstly, this application provides an anti-roll stabilizer bar for new energy vehicles, which adopts the following technical solution: A stabilizer bar for anti-rollover new energy vehicles includes a hollow rod body and connecting parts fixed at both ends of the rod body. The rod body is characterized by having a spiral reinforcing rib embedded inside the tube wall, extending along the axial direction of the rod body; the rod body is provided with a first working section for bearing torsional loads and a second working section for bearing bending loads, wherein the wall thickness of the first working section is greater than the wall thickness of the second working section.

[0007] By adopting the above technical solution, an axially extending spiral reinforcing rib is embedded inside the rod body, and the rod body is divided into a first working section that bears torsional loads and a second working section that bears bending loads. The wall thickness of the first working section is greater than that of the second working section. This ensures that the weight of the rod body is reduced while achieving targeted reinforcement of the stress characteristics of different working sections. This effectively improves the torsional stiffness and bending strength of the stabilizer bar, enabling it to have a longer fatigue life under vehicle turning, lane changing or unilateral bump conditions, reducing the risk of local early failure, and improving the lateral stability and safety of the vehicle.

[0008] Optionally, the metal reinforcing ribs are fixedly embedded in the inner wall of the rod at a helical angle α, and a mesh metal skeleton connected to the metal reinforcing ribs in the rod is embedded inside both the first working section and the second working section.

[0009] By adopting the above technical solution, while embedding spiral reinforcing ribs in the rod body, a mesh metal skeleton connected to the reinforcing ribs in the rod body is added to realize the spatial support structure inside the entire stabilizer rod, improve the balance of the overall stiffness and local strength of the rod body, effectively alleviate the problem of local stress concentration when the traditional single reinforcing rib is subjected to complex alternating loads, and thus further improve the fatigue resistance of the stabilizer rod.

[0010] On the other hand, the fatigue testing device for anti-roll bar of new energy vehicle provided in this application adopts the following technical solution: A fatigue testing device for anti-roll stabilizer bars of new energy vehicles includes a base, a load component, a fixing component, and a detection component. The load component is mounted on the base, a machine platform is mounted on the base, a controller is mounted on the machine platform, and the fixing component and the detection component are both mounted on the machine platform. The load assembly includes a load member and a support base. A sliding frame is provided on the base, and the support base is slidably mounted on the sliding frame. The output end of the load member is connected to the support base, and the load member is electrically connected to the controller. A clutch and a connector are respectively provided on the support base. The connector is rotatably connected to the connecting part, so that the load member applies an alternating load to the stabilizer bar. The clutch controls the connection state between the connector and the support base to adjust whether the load is transmitted to the stabilizer bar, thereby achieving synchronous or asynchronous load input at both ends of the stabilizer bar. The fixing assembly includes a base plate, a clamping member, and a locking member. The clamping member is slidably disposed on the base plate and is used to fix the stabilizer bar and adjust the installation position of the stabilizer bar on the machine. The locking member is used to lock the position of the clamping member to achieve asymmetrical installation of the stabilizer bar. The detection component includes a laser emitter and a calibration target. The laser emitter is mounted on the connector, and the calibration target is mounted on the machine platform. The calibration target is electrically connected to the controller and is used to receive the laser beam emitted by the laser emitter. When the stabilizer bar undergoes fatigue deformation under alternating load, the position and trajectory of the laser beam on the calibration target will shift, thereby determining the fatigue performance of the stabilizer bar.

[0011] By adopting the above technical solution, and by setting up load components that can adjust synchronous or asynchronous loads, as well as fixing components that support asymmetrical installation, the simulation of asymmetrical force on the stabilizer bar under real working conditions is realized. At the same time, equipped with a laser detection component, the fatigue deformation trajectory of the bar can be accurately recorded, thereby accurately judging the fatigue performance of the bar and local weak areas, significantly improving the authenticity and reliability of fatigue testing, and providing effective data support for the analysis of life difference between the left and right arms of the stabilizer bar and the prediction of early failure.

[0012] Optionally, the connecting component includes a clutch seat, a ball joint seat, a connecting rod, and a locking nut. The clutch seat is disposed on the bearing seat, and the ball joint seat is fixed on the clutch seat. The ball joint seat is cylindrical and has external threads on its outer peripheral wall. Multiple sets of deformation slots are formed on the circumference of the ball joint seat. One end of the connecting rod is provided with a ball head, and the connecting rod forms a ball joint with the ball joint seat through the ball head. The other end of the connecting rod is rotatably connected to the connecting part. The locking nut is sleeved on the connecting rod and is threadedly connected to the ball joint seat. The locking nut is provided with a first abutment surface, and the end of the ball joint seat facing away from the bearing seat is provided with a second abutment surface. When the locking nut is tightened, the first abutment surface can act on the second abutment surface, thereby causing the ball joint seat to lock the ball head.

[0013] By adopting the above technical solution, the fatigue testing device uses a ball joint structure for the ball joint seat and the connecting rod, and a locking nut is used to achieve a lock-in. This allows the connecting parts to maintain accurate load transmission while having a certain degree of rotational freedom, thus enabling it to adapt to the installation of anti-tilt stabilizer bars of different lengths and configurations, without being limited by the size of a single bar. This not only improves the versatility and adaptability of the device to stabilizer bars of different specifications, but also ensures the reliability and controllability of the load application process, enabling the testing device to achieve accurate and repeatable fatigue testing under various stabilizer bar sizes and installation offset conditions.

[0014] Optionally, the clutch component includes a housing, a magnetic core, a first permanent magnet, and a second permanent magnet. A first slide and a second slide are respectively provided on the support base. The first slide is slidably mounted on the support base, and the second slide is slidably mounted on the first slide. The sliding direction of the first slide and the sliding direction of the second slide are perpendicularly intersecting each other. A positioning groove is formed on the second slide, and an iron piece is fixedly embedded in the positioning groove. One end of the housing is disposed in the positioning groove, and a clutch post is fixedly mounted on the other end of the housing. The clutch seat slidably passes through the clutch post, and the clutch seat movably abuts against the end of the housing opposite to the second slide. The magnetic core is coaxially disposed within the housing, and an excitation coil is wound on the magnetic core. Both the first permanent magnet and the second permanent magnet are fixedly mounted on the housing. The first permanent magnet is located at the end of the housing closer to the second slide, and the second permanent magnet is located at the end of the housing opposite to the second slide. When a positive current is applied to the excitation coil, one end of the housing can be stably attracted to the positioning groove through the first permanent magnet, while the other end of the housing can stably attract the clutch seat. When a reverse current is applied to the excitation coil, one end of the housing can be stably attracted to the positioning groove through the first permanent magnet, while the other end of the housing cannot effectively attract the clutch seat. When the excitation coil is de-energized, no effective adsorption can be formed at either end of the housing.

[0015] By adopting the above technical solution, the clutch component forms a magnetic clutch structure through the combination of the housing, magnetic core, excitation coil, and first and second permanent magnets. In the energized state, the clutch component can achieve adjustable adsorption on one side, thereby precisely controlling the independent application of loads at both ends of the stabilizer bar. In the de-energized state, the clutch component automatically fails, and no load is transmitted on either side. While retaining the traditional synchronous loading test mode, it can also intuitively and reliably simulate the working conditions of asynchronous fatigue development, load differences, and a certain phase difference at both ends of the stabilizer bar during actual service, thereby more realistically reproducing asymmetric stress conditions and improving the authenticity, flexibility, and local failure identification capability of fatigue testing. In addition, in the de-energized state, it also restores the connection parts at both ends of the stabilizer bar to a free state, avoiding interference from the final position of the load components, and ensuring the reliability and authenticity of the test results.

[0016] Optionally, a magnetically conductive isolation layer is provided between the first permanent magnet and the end of the magnetic core near the second slide block. The magnetically conductive isolation layer is used to limit the influence of the magnetic field generated by the excitation coil on the magnetic flux output of the first permanent magnet, thereby ensuring that the first permanent magnet generates a stable magnetic adsorption capability.

[0017] By adopting the above technical solution, and by setting a magnetically conductive isolation layer between the first permanent magnet and the magnetic core, the interference of the excitation coil magnetic field on the first permanent magnet can be effectively blocked, ensuring that the first permanent magnet always maintains a stable magnetic attraction force under any excitation state. Since the stable connection between the clutch and the bearing seat depends on the attraction of the first permanent magnet, this design ensures that the clutch will not loosen or shift due to excitation interference when applying or cutting off the load, thereby improving the reliability of the connection and the overall operational stability of the testing device.

[0018] Optionally, the magnetic poles of the first permanent magnet and the second permanent magnet are arranged in opposite directions, and a magnetic short-circuit channel is provided in the magnetic core. One end of the magnetic short-circuit channel is connected to the magnetic circuit of the first permanent magnet, and the other end of the magnetic short-circuit channel is connected to the magnetic circuit of the second permanent magnet. When the excitation coil is energized, the magnetic short-circuit channel is in a magnetic saturation state, and a high magnetic reluctance closed magnetic circuit is formed between the first permanent magnet and the second permanent magnet, so that the magnetic flux generated by the first permanent magnet and the second permanent magnet is preferentially output to the outside through both ends of the housing; When the excitation coil is de-energized, the magnetic short-circuit channel returns to the magnetically conductive state, and a low magnetic resistance closed magnetically conductive circuit is formed between the first permanent magnet and the second permanent magnet, so that the magnetic flux generated by the first permanent magnet and the second permanent magnet is closed inside the clutch and is no longer output to the outside through the two ends of the housing.

[0019] By adopting the above technical solution, and by arranging the magnetic poles of the first and second permanent magnets in opposite directions, and setting a magnetic short-circuit channel in the magnetic core, a controllable magnetic circuit mechanism is achieved where the magnetic flux is preferentially output outward when the excitation coil is energized and closed internally when de-energized. In the energized state, the clutch engagement force is released quickly and stably, allowing the load to be accurately transmitted to the stabilizer bar. In the de-energized state, the magnetic flux is closed in the internal circuit, preventing external magnetic leakage, ensuring reliable disengagement of the clutch, and preventing accidental load transmission. This enables the device to achieve high response speed, high repeatability, and precise switching between synchronous and asynchronous loading. Compared to traditional electromagnetic or mechanical clutch structures, traditional electromagnetic adsorption cannot guarantee both stable engagement force and clutch control flexibility within a limited space, while traditional mechanical clutch mechanisms are too precise, have high maintenance costs, and are accompanied by potential control errors and wear problems. This significantly improves the load application accuracy and reliability of the fatigue testing device under complex asymmetric conditions, and ensures that the test results truly reflect the asymmetric stress and fatigue evolution of the stabilizer bar in actual service.

[0020] Optionally, the clamping component includes an upper clamping seat, a lower clamping seat, a clamping screw, and a clamping handwheel. The lower clamping seat is slidably disposed on the base plate, and the upper clamping seat is rotatably disposed on the lower clamping seat. The upper clamping seat has a first limiting groove, and the lower clamping seat has a second limiting groove. The first limiting groove and the second limiting groove are combined to form a limiting hole for limiting the rod body. The upper clamping seat has a first mounting groove, and the lower clamping seat has a second mounting groove. One end of the clamping screw is rotatably disposed in the second mounting groove, and the other end of the clamping screw can be movably inserted into the first mounting groove. The clamping handwheel is coaxially disposed on the clamping screw, and the clamping handwheel is threadedly connected to the clamping screw. The clamping handwheel also movably abuts against the side of the upper clamping seat opposite to the lower clamping seat.

[0021] By adopting the above technical solution, and through the design of upper and lower clamping seats and clamping screw handwheels, the stabilizing rod can be accurately positioned and clamped on the machine tool. This supports asymmetrical installation and maintains the stable positioning of the rod, ensuring the accuracy of rod installation and the repeatability of test results in asymmetrical fatigue testing.

[0022] Optionally, the locking component includes a cam handle and a locking block. A dovetail groove is provided on the base plate, and the locking block is slidably disposed in the dovetail groove. The shape of the locking block is adapted to the dovetail groove. A pull rod is fixed on the locking block. One end of the pull rod away from the locking block slides through the lower clamping seat. The other end of the pull rod away from the locking block is rotatably connected to the cam handle, and the cam handle is movably abutting against the lower clamping seat. Turning the cam handle can drive the locking block to move along the depth direction of the dovetail groove, thereby realizing the locking or contact locking of the lower clamping seat.

[0023] By adopting the above technical solution, the clamping seat can be quickly locked or released by combining the cam handle with the locking block, ensuring that the rod does not shift or loosen during the test, thereby improving the safety, stability and ease of operation of the fatigue testing device and supporting the accurate implementation of asymmetric fatigue conditions.

[0024] In summary, this application includes at least one of the following beneficial technical effects: 1. By setting up load components with adjustable synchronous or asynchronous loads and fixing components that support asymmetrical installation, the simulation of asymmetrical force on the stabilizer bar under real working conditions is realized. At the same time, equipped with a laser detection component, the fatigue deformation trajectory of the bar can be accurately recorded, thereby accurately judging the fatigue performance of the bar and local weak areas, significantly improving the authenticity and reliability of fatigue testing, and providing effective data support for the analysis of life difference between the left and right arms of the stabilizer bar and early failure prediction. 2. By using the ball joint structure of the ball joint seat and the connecting rod in conjunction with the locking nut, the connecting parts can accurately transmit loads while having rotational freedom, thus adapting to the installation of anti-tilt stabilizer bars of different lengths and configurations, improving the versatility and adaptability of the device. In addition, the magnetic clutch structure set in the clutch component can achieve unilateral adjustable adsorption to accurately apply asymmetrical loads when energized, and automatically release when de-energized, ensuring the free state of the connection parts at both ends. It retains the synchronous loading mode and realistically reproduces the working conditions of asynchronous fatigue, load difference and phase deviation at both ends of the stabilizer bar in actual service, improving the load application accuracy and test reliability, enabling the device to accurately and repeatably evaluate the fatigue performance of the stabilizer bar under complex asymmetrical working conditions. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of the stabilizer bar in the embodiments of this application.

[0026] Figure 2 This is a schematic diagram of the overall structure of the fatigue testing device in the embodiments of this application.

[0027] Figure 3 This is a schematic diagram of the overall structure of the fixing component in the embodiments of this application.

[0028] Figure 4 yes Figure 3 An enlarged schematic diagram of part A in the middle.

[0029] Figure 5 This is an exploded view of the clutch component in the embodiments of this application.

[0030] Figure 6 This is a half-sectional structural diagram of the clutch component in the embodiments of this application.

[0031] Figure 7 This is a schematic diagram of the overall structure of the clamping component in the embodiments of this application.

[0032] Reference numerals: 11, rod; 111, reinforcing rib; 112, first working section; 113, second working section; 114, metal frame; 12, connecting part; 2. Base; 21. Machine base; 22. Controller; 23. Sliding frame; 24. Power supply module; 3. Load assembly; 31. Load component; 32. Bearing seat; 321. First slide; 322. Second slide; 3221. Positioning groove; 33. Clutch component; 331. Housing; 3311. Clutch column; 332. Magnetic core; 333. First permanent magnet; 334. Second permanent magnet; 345. Excitation coil; 346. Magnetic isolation layer; 347. Magnetic short-circuit channel; 34. Connector; 341. Clutch seat; 342. Ball joint seat; 3421. Deformation joint; 3422. Second contact surface; 343. Connecting rod; 3431. Ball head; 344. Locking nut; 3441. First contact surface; 4. Fixing components; 41. Base plate; 411. Dovetail groove; 42. Clamping component; 421. Upper clamping seat; 4211. First limiting groove; 4212. First mounting groove; 422. Lower clamping seat; 4221. Second limiting groove; 4222. Second mounting groove; 423. Clamping screw; 424. Clamping handwheel; 425. Limiting hole; 43. Locking component; 431. Cam handle; 432. Locking block; 433. Pull rod; 5. Detection components; 51. Laser emitter; 52. Calibration target; 53. Flaw detection components. Detailed Implementation

[0033] The following is in conjunction with the appendix Figure 1-7 This application will be described in further detail below.

[0034] This application discloses an anti-roll stabilizer bar for new energy vehicles.

[0035] Reference Figure 1An anti-roll stabilizer bar for new energy vehicles includes a rod body 11 and a connecting part 12. The rod body 11 is a hollow tube with a circular cross-section. The tube wall of the rod body 11 is embedded with a spiral reinforcing rib 111 extending along the axial direction of the rod body 11. In this embodiment, the rod body 11 can be made of high-strength spring steel, and the metal reinforcing rib 111 can be made of high-strength steel wire or titanium alloy wire, and is embedded in the tube wall of the rod body 11 at a helical angle α.

[0036] Specifically, in this embodiment, α is any value between 15° and 25°, the diameter of the metal reinforcing rib 111 is set as d, which is 1.2 to 3 mm, and the pitch p is any constant between 40 and 120 mm. The embedding depth of the reinforcing rib 111 in the pipe wall can be 40% of the pipe wall thickness. In this way, the extension direction of the reinforcing rib 111 is basically consistent with the direction of the principal shear stress formed by the rod 11 when it is subjected to the principal torsional load. Thus, when the rod 11 undergoes torsional deformation, it plays a restraining role on the pipe wall section of the rod 11, suppressing its ellipticization tendency and improving the overall torsional stiffness of the rod 11. At the same time, when the rod 11 is subjected to bending load, the spiral reinforcing rib 111 can also provide support for the local buckling of the pipe wall, thereby improving the structural stability of the rod 11 under combined loads.

[0037] One end of the rod 11 is provided with a first working section 112 and a second working section 113. The first working section 112 is mainly used to bear torsional loads, and the second working section 113 is mainly used to bear bending loads. The second working section 113 is located at the end of the first working section 112 away from the rod 11, and the second working section 113 is set in the shape of an arc-shaped bend. The wall thickness of the first working section 112 is consistent with the wall thickness of the rod 11, and the wall thickness of the first working section 112 is less than the wall thickness of the second working section 113. The wall thickness ratio of the first working section 112 to the second working section 113 is 1:1.2, and the wall thickness between the first working section 112 and the second working section 113 is smoothly transitioned. Both the first working section 112 and the second working section 113 are embedded with a mesh metal skeleton 114 that is connected to the metal reinforcing ribs 111 in the rod body 11. Two sets of the first working section 112 and the second working section 113 are provided on the rod body 11, and the two sets of the first working section 112 and the second working section 113 are symmetrically arranged along the length direction of the rod body 11.

[0038] The connecting part 12 is fixedly disposed at the end of the second working section 113 away from the first working section 112. The connecting part 12 and the second working section 113 are smoothly transitioned with a large rounded corner. The end of the connecting part 12 away from the second working section 113 is provided with a mounting hole. The length of the first working section 112 can account for 35% of the total length of the rod 11, and the length of the second working section 113 can account for 20% of the total length of the rod 11.

[0039] When the stabilizer bar is in operation, it connects to the lower control arm or shock absorber bracket of the vehicle suspension through the mounting holes at both ends of the connecting part 12. When the vehicle is traveling on a curve or uneven road surface, the vehicle body tilts, and the left and right suspensions generate relative displacement, thereby causing the two ends of the stabilizer bar to twist in opposite directions. There are two sets of connecting parts 12, which are symmetrically arranged along the length of the bar body 11.

[0040] Under actual service conditions, when a vehicle experiences unilateral bumps or turns, the relative displacement of the left and right suspension systems can reach 40–60 mm, corresponding to a torque range of 800–2500 N·m on the stabilizer bar. Under these loads, the synergistic effect of the spiral stiffener 111 structure and the segmented wall thickness design effectively limits the cross-sectional distortion of the bar 11, reduces the maximum shear stress level, and ensures that the stabilizer bar maintains a stable stress distribution under asymmetric load input conditions.

[0041] This application also discloses a fatigue testing device for anti-rollover stabilizer bars in new energy vehicles, referring to... Figure 2 and Figure 3 The fatigue testing device includes a base 2, a load assembly 3, a fixing assembly 4, and a detection assembly 5. All three are mounted on the base 2, with the fixing assembly 4 positioned above the load assembly 3 and the detection assembly 5 located to one side of the fixing assembly 4. The load assembly 3 applies a periodic, alternating load to both ends of the stabilizer bar, causing repeated torsional deformation to simulate the stress state of the stabilizer bar during service. The fixing assembly 4 secures the stabilizer bar above the load assembly 3 and allows for asymmetrical offset installation based on the actual installation conditions. The detection assembly 5 performs fatigue testing on the stabilizer bar after a certain number of cycles.

[0042] Reference Figure 2 , Figure 3 and Figure 4 In this embodiment, the load assembly 3 includes a load member 31, a bearing seat 32, a connector 34, and a clutch 33. A machine base 21 and a sliding frame 23 are fixed on the base 2. A controller 22 is installed on the machine base 21. The sliding frame 23 is located on one side of the width direction of the machine base 21. A slide rail is fixed on the sliding frame 23. The bearing seat 32 is set as a rectangular block. Extension plates are fixed on both sides of the bearing seat 32 in the length direction. The two sets of extension plates and the bearing seat 32 are combined to form a "door" shaped seat. A slider is fixed on the extension plate. The bearing seat 32 is slidably mounted on the sliding frame 23 by the slider.

[0043] The load element 31 is mounted on the base 2. In this embodiment, the load element 31 can be configured as a hydraulic cylinder. The load element 31 is electrically connected to the controller 22. A hinge seat is fixed on the bearing seat 32. The output end of the load element 31 is rotatably connected to the hinge seat. The load element 31 can drive the bearing seat 32 to reciprocate on the sliding frame 23 in the vertical direction.

[0044] Of course, in other embodiments of this application, the load member 31 may also be configured as other types of drive mechanisms, such as an electric telescopic rod. Such configurations are conventional in this technical field and will not be elaborated on here.

[0045] Reference Figure 4 , Figure 5 and Figure 6 In this embodiment, the clutch 33 is mounted on the support 32, and the connector 34 is mounted on the clutch 33. The clutch 33 can control the connector 34 to engage or disengage from the support 32. The support 32 is equipped with a first slide 321 and a second slide 322. A first slide groove is provided on the support 32 along its own length direction. A positioning block is slidably disposed in the first slide groove. A connecting hole is provided on the first slide 321. A connecting bolt is disposed in the connecting hole. The connecting bolt is threadedly connected to the positioning block. Two sets of first slide grooves are provided on the support 32. The two sets of first slide grooves are symmetrically arranged along the width direction of the support 32. Multiple sets of connecting bolts are provided on the first slide 321. The first slide 321 is slidably disposed on the support 32 through the positioning block. Tightening the connecting bolt can fix the first slide 321 on the support 32. An offset rail is fixed on the first slide 321. The second slide 322 is slidably disposed on the offset rail. The offset rail is perpendicularly intersecting the first slide groove. By setting the first slide 321 and the second slide 322, this fatigue testing device can be adapted to stabilizer bars of different sizes.

[0046] The clutch component 33 includes a housing 331, a magnetic core 332, a magnetic yoke sleeve, a first permanent magnet 333, and a second permanent magnet 334. The housing 331 is cylindrical. The second slide 322 has a positioning groove 3221 on its side opposite to the first slide 321. One end of the housing 331 is set in the positioning groove 3221. A support is fixed inside the housing 331. The magnetic core 332 is coaxially fixed inside the housing 331 through the support. An excitation coil 345 is wound on the magnetic core 332. The magnetic yoke sleeve is fixedly sleeved on the excitation coil 345. The magnetic yoke sleeve is a circular sleeve made of silicon steel sheet.

[0047] The first permanent magnet 333 and the second permanent magnet 334 are both fixed inside the housing 331. The first permanent magnet 333 is located at the end of the magnetic core 332 near the second slide block 322, and the second permanent magnet 334 is located at the end of the magnetic core 332 away from the second slide block 322. The magnetic poles of the first permanent magnet 333 and the second permanent magnet 334 are arranged in opposite directions. A magnetically conductive isolation layer 346 is provided at the end of the first permanent magnet 333 and the magnetic core 332 near the second slide block 322. In this embodiment, the magnetically conductive isolation layer 346 is a sheet-like composite functional layer formed by combining low-carbon soft magnetic material and ceramic material.

[0048] The magnetic core 332 is provided with a magnetic short-circuit channel 347. The magnetic short-circuit channel 347 is a rectangular ring made of soft magnetic material. One end of the magnetic short-circuit channel 347 is connected to the magnetic circuit of the first permanent magnet 333, and the other end of the magnetic short-circuit channel 347 is connected to the magnetic circuit of the second permanent magnet 334.

[0049] In addition, a first pole shoe is fixed on one end face of the housing 331 near the first permanent magnet 333, and a second pole shoe is fixed on the other end face of the housing 331. The first pole shoe is connected to the magnetic circuit of the first permanent magnet 333, and the second pole shoe is connected to the magnetic circuit of the second permanent magnet 334.

[0050] A power module 24 is provided on one side of the controller 22. The power module 24 is fixed on the machine base 21. The power module 24 is electrically connected to the controller 22 and the excitation coil 345 is electrically connected to the power module 24. The power module 24 is used to supply power to the excitation coil 345 and can control the strength and direction of the input current.

[0051] Reference Figure 3 and Figure 4 In this embodiment, the connector 34 includes a clutch seat 341, a ball joint seat 342, a connecting rod 343, and a locking nut 344. Multiple clutch pins 3311 are fixedly provided at one end of the housing 331 away from the second slide block 322. The multiple clutch pins 3311 are arranged in a circle with the axis of the housing 331 as the center. The clutch seat 341 slides through the clutch pins 3311. The clutch seat 341 is made of iron. An anti-disengagement ring is provided at one end of the clutch pin 3311 away from the second slide block 322. The anti-disengagement ring is threadedly connected to the clutch pin 3311. The distance between the clutch seat 341 and one end of the housing 331 can be controlled by the anti-disengagement ring.

[0052] The ball joint seat 342 is fixed on the clutch seat 341. The ball joint seat 342 is cylindrical and has external threads on its outer peripheral wall. Multiple sets of deformation slots 3421 are provided on the ball joint seat 342. One end of the connecting rod 343 is provided with a ball head 3431. The connecting rod 343 is ball-jointed to the ball joint seat 342 through the ball head 3431. The other end of the connecting rod 343 is fixed with a connecting post. The connecting post is provided with external threads and can be inserted into the pre-set mounting hole on the stabilizer bar. The connecting rod 343 is rotatably connected to the connecting part 12 on the stabilizer bar through the connecting post.

[0053] A locking nut 344 is fitted onto the connecting rod 343 and threadedly connected to the ball joint seat 342. The locking nut 344 has a first abutment surface 3441, and the ball joint seat 342 has a second abutment surface 3422. Tightening the locking nut 344 causes the ball joint seat 342 to lock the ball head 3431, thereby fixing the connecting rod 343. In addition, the ball joint seat 342 is provided with an additional set of nuts, which cooperate with the locking nut 344 to form an interlock, ensuring that the connecting rod 343 is stably installed on the clutch seat 341.

[0054] More specifically, when the power module 24 supplies forward current to the excitation coil 345, due to the inherent characteristics of the soft magnetic material—that is, the permeability of ferromagnetic materials is low in low magnetic fields, and increases and then decreases as the magnetic field strengthens, reaching saturation and approaching the vacuum permeability—the magnetic short-circuit channel 347 quickly reaches magnetic saturation when the excitation coil 345 is energized. This increases the magnetic resistance, causing the magnetic flux generated by the first permanent magnet 333 and the second permanent magnet 334 to be preferentially output through the first and second pole shoes, thus forming attraction forces at both ends of the housing 331. Furthermore, since the direction of the magnetic field generated by the excitation coil 345 is the same as that of the second permanent magnet 334, the attraction force is greatest at the end of the housing 331 where the second pole shoe is located, thus firmly holding the clutch seat 341 in place. When the power module 24 changes the energizing direction of the excitation coil 345, the magnetic field generated by the excitation coil 345 is opposite to the magnetic field of the second permanent magnet 334. The magnetic flux generated by the excitation coil 345 and the magnetic flux of the second permanent magnet 334 will cancel each other out. The attraction force at the end of the housing 331 where the second pole shoe is provided is significantly reduced, and the clutch seat 341 cannot be effectively attracted. On the contrary, the first permanent magnet 333 is not disturbed by the excitation coil 345 under the action of the magnetic isolation layer 346, and the end of the housing 331 where the second pole shoe is provided is stably attracted in the positioning groove 3221. When the excitation coil 345 is de-energized, the magnetic short-circuit channel 347 returns to the magnetic conduction state, and a low magnetic resistance internal closed loop is formed between the first permanent magnet 333 and the second permanent magnet 334, so that the magnetic flux generated by the first permanent magnet 333 and the second permanent magnet 334 is closed inside the clutch 33 and no longer output to the outside through the first pole shoe and the second pole shoe, thereby causing both ends of the housing 331 to lose stable attraction force.

[0055] In this embodiment, an iron piece is fixedly embedded in the positioning groove 3221. When the clutch 33 is activated, one end of the clutch 33 can be stably attracted into the positioning groove 3221. Two sets of load components 3 are provided, and the two sets of load components 3 are symmetrically arranged along the length direction of the base 2.

[0056] Reference Figure 7 In this embodiment, the fixing component 4 includes a base plate 41, a clamping member 42, and a locking member 43. The base plate 41 is fixed on the machine base 21, and the clamping member 42 is mounted on the base plate 41. The clamping member 42 includes an upper clamping seat 421, a lower clamping seat 422, a clamping screw 423, and a clamping handwheel 424. The lower clamping seat 422 is disposed on the base plate 41, and the upper clamping seat 421 is rotatably disposed on the lower clamping seat 422. A first limiting groove 4211 is provided on the upper clamping seat 421, and a second limiting groove 4221 is provided on the lower clamping seat 422. The first limiting groove 4211 and the second limiting groove 4221 combine to form a limiting hole 425 for fixing the limiting rod 11. In addition, rubber pads are fixed in both the first limiting groove 4211 and the second limiting groove 4221.

[0057] The upper clamping seat 421 has a first mounting groove 4212, and the lower clamping seat 422 has a second mounting groove 4222. One end of the clamping screw 423 is rotatably disposed in the second mounting groove 4222, and the other end of the clamping screw 423 can be movably inserted into the first mounting groove 4212. The clamping handwheel 424 is coaxially sleeved on the clamping screw 423. The clamping handwheel 424 is threadedly connected to the clamping screw 423, and the clamping handwheel 424 movably abuts against the side of the upper clamping seat 421 that is away from the lower clamping seat 422.

[0058] The locking element 43 is installed on the lower clamping seat 422. The locking element 43 includes a cam handle 431 and a locking block 432. A dovetail groove 411 is provided on the base plate 41. The locking block 432 is slidably disposed in the dovetail groove 411. The shape of the locking block 432 is adapted to the dovetail groove 411. A pull rod 433 is fixed on the locking block 432. The end of the pull rod 433 away from the locking block 432 slides through the lower clamping seat 422. The end of the pull rod 433 away from the locking block 432 is rotatably connected to the cam handle 431. The cam handle 431 is in movable contact with the lower clamping seat 422. Turning the cam handle 431 can drive the locking block 432 to move along the depth direction of the dovetail groove 411, thereby realizing the locking or contact locking of the lower clamping seat 422.

[0059] In this embodiment, two sets of clamping members 42 are provided on the base plate 41, and two sets of locking members 43 are provided on one set of clamping members 42. The two sets of locking members 43 are symmetrically arranged along the width direction of the lower clamping seat 422.

[0060] Reference Figure 2 and Figure 3 In this embodiment, the detection component 5 includes a laser emitter 51, a calibration target 52, and a flaw detection component 53. The connecting rod 343 has a mounting sleeve fixed at one end with a connecting column. The mounting sleeve is located on the side of the connecting rod 343 away from the connecting column. The laser emitter 51 is fixed on the mounting sleeve. A support frame is supported outward on the machine base 21. The support frame is located on one side of the connecting rod 343. The calibration target 52 is fixed on the support frame. The calibration target 52 is set as a rectangular plate. Several sets of photosensitive units are evenly distributed on the side of the calibration target 52 facing the stabilizing rod. In this embodiment, the photosensitive unit can be set as a photoelectric sensor. The photosensitive unit can receive and sense the laser beam emitted by the laser emitter 51. The photosensitive unit is electrically connected to the controller 22.

[0061] The flaw detection component 53 includes a motor, a lead screw, a slide table, and an eddy current flaw detector. A mounting bracket is fixed on the machine base 21. The motor, which can be a servo motor, is fixed on the mounting bracket and electrically connected to the controller 22. The lead screw is rotatably mounted on the mounting bracket, with one end fixedly connected to the motor's output end. The length of the lead screw is parallel to the length of the machine base 21. A guide rail is fixed on the mounting bracket, and the slide table is slidably mounted on the guide rail. The slide table is threadedly connected to the lead screw and can reciprocate on the mounting bracket. The eddy current flaw detector is mounted on the slide table and positioned above the stabilizing rod. The eddy current flaw detector can perform flaw detection on the stabilizing rod and is electrically connected to the controller 22.

[0062] More specifically, the stabilizer bar 11 is placed in the second limiting groove 4221 of the lower clamping seat 422, the upper clamping seat 421 is rotated to close, the clamping screw 423 is inserted into the first mounting groove 4212, and the clamping handwheel 424 is turned to press the upper clamping seat 421 downwards, and the bar 11 is fixed through the limiting hole 425 formed by the combination of the first limiting groove 4211 and the second limiting groove 4221. Since the stabilizer bar is gradually no longer limited to the traditional symmetrical structure when actually installed on the new energy chassis, but has gradually evolved into a structure with asymmetrical offset installation, before the stabilizer bar is fully fixed and clamped, it is necessary to simulate the asymmetrical offset installation according to the actual installation requirements of the stabilizer bar. The cam handle 431 can be operated to drive the locking block 432 to slide in the dovetail groove 411 of the base plate 41 through the pull rod 433, thereby adjusting the lateral position of the clamping part 42 on the base plate 41. After the adjustment is in place, the cam handle 431 is pulled down to lock it. Next, according to the position of the stabilizer bar connection part 12, slide the first slide block 321 along the first slide groove, and after adjusting it into place, tighten the connecting bolts to fix the first slide block 321 on the bearing seat 32. Slide the second slide block 322 along the offset rail so that the connecting post at the front end of the connecting rod 343 can be aligned with the mounting hole on the stabilizer bar connection part 12. Pass the connecting rod 343 through the mounting hole, and rotatably connect the connecting rod 343 and the stabilizer bar connection part 12 through the external thread on the connecting post and the nut. The ball head 3431 at the other end of the connecting rod 343 is connected to the ball joint seat 342 on the clutch seat 341. Tightening the locking nut 344 causes the ball joint seat 342 to lock the ball head 3431, fixing the angle of the connecting rod 343. At the same time, the additional nut and the locking nut 344 cooperate to form an interlock, ensuring a stable connection. The suction component stably attracts the clutch seat 341 onto the second slide 322. The laser emitter 51, which is fixed on the mounting sleeve of the connecting rod 343, is activated so that its beam is aligned with the photosensitive unit area on the calibration target 52. At the same time, the controller 22 records the initial position P1 of the laser beam on the calibration target 52 and monitors the movement trajectory of the laser beam on the calibration target 52 through the calibration target 52. Then, the load component 31 is activated to perform cyclic fatigue test. After the fatigue test is completed, the controller 22 controls the clutch 33 to be de-energized, and the two ends of the stabilizer rod return to the free state. The controller 22 records the termination position P2 of the laser beam on the calibration target 52. The controller 22 compares P1 and P2. If P1 and P2 coincide, it means that the stabilizer rod is qualified; otherwise, it means that the stabilizer rod is unqualified.

[0063] Finally, controller 22 starts the motor and drives the slide table to move along the guide rail via the lead screw, and the eddy current flaw detector performs flaw detection on the stabilizer bar.

[0064] It is important to note that the torsional stiffness of the stabilizer bar depends not only on the bar diameter and material, but also on the length of the lever arm, i.e., the distance from the connection point between the stabilizer bar and link 343 to the fixed mounting position of the bar 11. When the left and right mounting points are offset in the vehicle coordinate system, even if the bar is symmetrical, the actual effective lever arms on the left and right sides will become inconsistent. On the side with the shorter lever arm, when transmitting the same wheel displacement, the bar needs to bear a greater torsional stress on the side with the shorter lever arm. The torque applied to the bar on both sides cannot reach its peak simultaneously. This difference in stress amplitude will directly cause the fatigue accumulation rate on that side to be much faster than on the other side. This asynchronous load input will cause the central axis of the bar to shift, causing the symmetrical bar 11, which was originally designed to be uniformly stressed, to generate local stress peaks during operation. Stress waves reflect back and forth within the bar 11 and form stationary slip zones in geometric transition areas (such as the connection between the bar and the end), thereby accelerating fatigue failure.

[0065] Therefore, this fatigue testing device can simulate asymmetric working conditions through load control and adjustment of the geometric position of the clamping member 42 on the base plate 41. The load control mainly includes controlling the output load of the load member 31 and controlling the engagement and disengagement of the clutch member 33, and is mainly divided into four fatigue testing modes: Firstly, the stabilizer bar is fixed on the machine base 21 in a symmetrical installation manner, the clutch 33 always firmly engages the clutch seat 341, and the two sets of load components 31 perform fatigue tests on both ends of the stabilizer bar with the same and fixed output load. After the theoretical number of cycles, the stabilizer bar is tested to see if it has any functional failure. Secondly, the stabilizer bar is fixed on the machine base 21 in an asymmetrical installation manner, the clutch 33 always firmly engages the clutch seat 341, and the two sets of load components 31 perform fatigue tests on both ends of the stabilizer bar with the same and fixed output load. After the theoretical number of cycles, the stabilizer bar is tested to see if it has any functional failure. Third, the stabilizer bar is fixed on the machine base 21 in an asymmetrical installation manner. The clutch 33 always firmly engages the clutch seat 341. The two sets of load members 31 perform fatigue tests on both ends of the stabilizer bar with different output loads. For example, the output load of the load member 31 on the side with the shorter lever arm is greater than the output load on the side with the longer lever arm. After the theoretical number of cycles, the stabilizer bar is tested to see if it has any functional failure. Fourth, the stabilizer bar is fixed on the machine base 21 in an asymmetrical installation manner. Two sets of load members 31 perform fatigue tests on both ends of the stabilizer bar with different output loads. For example, the output load of the load member 31 on the side with the shorter lever arm is greater than the output load on the side with the longer lever arm. The controller 22 inputs a reverse current to the clutch member 33 on the side with the shorter lever arm through the power module 24, so that the clutch member 33 on the corresponding side cannot effectively attract the clutch seat 341. When the stabilizer bar on this side is loaded, there will be an action delay, while the other side remains stably engaged. After the theoretical number of cycles, the stabilizer bar is tested to see if it has any functional failure.

[0066] The implementation principle of the anti-rollover new energy vehicle stabilizer bar and its fatigue testing device in this application embodiment is as follows: The stabilizer bar is asymmetrically offset installed on the test bench using the adjustable fixing component 4 to reproduce the actual installation offset state caused by the battery layout in the new energy vehicle chassis. Simultaneously, the dual load component 3 acts on both ends of the stabilizer bar, and the clutch 33 controls the connection state, allowing the load inputs on both sides to be both synchronized and phase-differential, thereby constructing multiple fatigue loading modes.

[0067] During the loading process, the two ends of the stabilizer bar undergo repeated torsional deformation under the action of periodic alternating loads. Due to the offset of the installation position and the difference in lever arm, the load input on the left and right sides is asynchronous, resulting in a non-uniform stress distribution inside the bar 11. Stress waves are reflected and superimposed in the structural transition area, thereby accelerating the accumulation of local fatigue damage and realistically simulating the service state under complex working conditions such as vehicle turning and unilateral bumps.

[0068] The detection component 5 uses a combination of laser displacement verification and eddy current testing to determine the structural changes and potential defects of the stabilizer bar before and after cyclic loading. Specifically, the laser emitter 51 works in conjunction with the verification target 52 to record the attitude changes of the bar 11, achieving a macroscopic assessment of fatigue performance. The eddy current tester performs non-destructive testing on local areas of the bar 11 to identify early cracks or internal damage. This simulates the stress state of the stabilizer bar under the asymmetric installation conditions of actual new energy vehicles, revealing the differences in fatigue accumulation between the left and right structures and potential failure risks, thus enabling a more realistic verification of the stabilizer bar's durability performance.

[0069] The above are all optional embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A stabilizer bar for anti-rollover new energy vehicles, comprising a hollow rod body (11) and connecting portions (12) fixed at both ends of the rod body (11), characterized in that, The rod (11) has a spiral reinforcing rib (111) that extends axially along the inside of the tube wall; the rod (11) is provided with a first working section (112) for bearing torsional load and a second working section (113) for bearing bending load, and the wall thickness of the first working section (112) is greater than the wall thickness of the second working section (113).

2. The anti-roll stabilizer bar for new energy vehicles according to claim 1, characterized in that: The metal reinforcing rib (111) is fixed on the inner wall of the rod (11) at a helical angle α. The first working section (112) and the second working section (113) are both embedded with a mesh metal skeleton (114) that is connected to the metal reinforcing rib (111) in the rod (11).

3. A fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle, used to perform fatigue testing on the anti-rollover stabilizer bar of a new energy vehicle as described in claim 1, characterized in that, It includes a base (2), a load assembly (3), a fixing assembly (4) and a detection assembly (5). The load assembly (3) is mounted on the base (2). A machine platform (21) is mounted on the base (2). A controller (22) is mounted on the machine platform (21). The fixing assembly (4) and the detection assembly (5) are both mounted on the machine platform (21). The load assembly (3) includes a load element (31) and a support seat (32). A sliding frame (23) is provided on the base (2). The support seat (32) is slidably disposed on the sliding frame (23). The output end of the load element (31) is connected to the support seat (32). The load element (31) is electrically connected to the controller (22). A clutch element (33) and a connector (34) are respectively provided on the support seat (32). The connector (34) is used to rotately connect with the connecting part (12) so that the load element (31) applies an alternating load to the stabilizer bar. The clutch element (33) is used to control the connection state between the connector (34) and the support seat (32) to adjust whether the load is transmitted to the stabilizer bar, thereby realizing the synchronous or asynchronous load input at both ends of the stabilizer bar. The fixing component (4) includes a base plate (41), a clamping member (42), and a locking member (43). The clamping member (42) is slidably disposed on the base plate (41). The clamping member (42) is used to fix the stabilizer bar and adjust the installation position of the stabilizer bar on the machine tool (21). The locking member (43) is used to lock the position of the clamping member (42) to achieve asymmetrical installation of the stabilizer bar. The detection component (5) includes a laser emitter (51) and a calibration target (52). The laser emitter (51) is mounted on the connector (34), and the calibration target (52) is mounted on the machine base (21). The calibration target (52) is electrically connected to the controller (22). The calibration target (52) is used to receive the laser beam emitted by the laser emitter (51). When the stabilizer bar undergoes fatigue deformation under alternating load, the position and movement trajectory of the laser beam on the calibration target (52) will be deflected, thereby realizing the determination of the fatigue performance of the stabilizer bar.

4. The fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle according to claim 3, characterized in that: The connecting component (34) includes a clutch seat (341), a ball joint seat (342), a connecting rod (343), and a locking nut (344). The clutch seat (341) is disposed on the bearing seat (32), and the ball joint seat (342) is fixedly disposed on the clutch seat (341). The ball joint seat (342) is cylindrical, and external threads are provided on the outer peripheral wall of the ball joint seat (342). Multiple sets of deformation slots (3421) are opened on the circumference of the ball joint seat (342). One end of the connecting rod (343) is provided with a ball head (3431), and the connecting rod (343) forms a ball joint with the ball joint seat (342) through the ball head (3431). The connecting rod (343) is hinged, and the other end of the connecting rod (343) is rotatably connected to the connecting part (12). The locking nut (344) is sleeved on the connecting rod (343) and threadedly connected to the ball joint seat (342). The locking nut (344) is provided with a first abutting surface (3441), and the ball joint seat (342) is provided with a second abutting surface (3422) at one end away from the bearing seat (32). When the locking nut (344) is tightened, the first abutting surface (3441) can act on the second abutting surface (3422), thereby causing the ball joint seat (342) to lock the ball head (3431).

5. The fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle according to claim 4, characterized in that: The clutch component (33) includes a housing (331), a magnetic core (332), a first permanent magnet (333), and a second permanent magnet (334). A first slide (321) and a second slide (322) are respectively provided on the support base (32). The first slide (321) is slidably disposed on the support base (32), and the second slide (322) is slidably disposed on the first slide (321). The sliding direction of the first slide (321) and the sliding direction of the second slide (322) are perpendicularly intersecting each other. A positioning groove (3221) is provided on the second slide (322), and an iron piece is fixedly embedded in the positioning groove (3221). One end of the housing (331) is disposed in the positioning groove (3221). A clutch post (3311) is fixedly provided at the other end of the body (331). The clutch seat (341) is slidably disposed on the clutch post (3311). The clutch seat (341) is movably abutting against the end of the housing (331) away from the second slide (322). The magnetic core (332) is coaxially disposed inside the housing (331). An excitation coil (345) is wound on the magnetic core (332). The first permanent magnet (333) and the second permanent magnet (334) are both fixedly disposed on the housing (331). The first permanent magnet (333) is located at the end of the housing (331) near the second slide (322), and the second permanent magnet (334) is located at the end of the housing (331) away from the second slide (322). When a positive current is applied to the excitation coil (345), one end of the housing (331) can be stably attracted to the positioning groove (3221) through the first permanent magnet (333), and the other end of the housing (331) can stably attract the clutch seat (341). When the excitation coil (345) is supplied with reverse current, one end of the housing (331) can be stably attracted to the positioning groove (3221) through the first permanent magnet (333), while the other end of the housing (331) cannot effectively attract the clutch seat (341). When the excitation coil (345) is de-energized, neither end of the housing (331) can form an effective adsorption.

6. The fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle according to claim 5, characterized in that: A magnetically conductive isolation layer (346) is provided between the first permanent magnet (333) and the end of the magnetic core (332) near the second slide (322). The magnetically conductive isolation layer (346) is used to limit the influence of the magnetic field generated by the excitation coil (345) on the magnetic flux output of the first permanent magnet (333), thereby ensuring that the first permanent magnet (333) generates a stable magnetic adsorption capability.

7. The fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle according to claim 6, characterized in that: The magnetic poles of the first permanent magnet (333) and the second permanent magnet (334) are arranged in opposite directions. A magnetic short-circuit channel (347) is provided in the magnetic core (332). One end of the magnetic short-circuit channel (347) is connected to the magnetic circuit of the first permanent magnet (333), and the other end of the magnetic short-circuit channel (347) is connected to the magnetic circuit of the second permanent magnet (334). When the excitation coil (345) is energized, the magnetic short-circuit channel (347) is in a magnetic saturation state, and a high magnetic reluctance closed magnetic circuit is formed between the first permanent magnet (333) and the second permanent magnet (334), so that the magnetic flux generated by the first permanent magnet (333) and the second permanent magnet (334) is preferentially output to the outside through both ends of the housing (331); When the excitation coil (345) is de-energized, the magnetic short-circuit channel (347) returns to the magnetic conduction state, and a low magnetic resistance closed magnetic conduction circuit is formed between the first permanent magnet (333) and the second permanent magnet (334), so that the magnetic flux generated by the first permanent magnet (333) and the second permanent magnet (334) is closed inside the clutch (33) and no longer output to the outside through both ends of the housing (331).

8. The fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle according to claim 3, characterized in that: The clamping member (42) includes an upper clamping seat (421), a lower clamping seat (422), a clamping screw (423), and a clamping handwheel (424). The lower clamping seat (422) is slidably disposed on the base plate (41), and the upper clamping seat (421) is rotatably disposed on the lower clamping seat (422). The upper clamping seat (421) has a first limiting groove (4211), and the lower clamping seat (422) has a second limiting groove (4221). The first limiting groove (4211) and the second limiting groove (4221) are combined to form a limiting hole (425) for limiting the rod body (11). (421) has a first mounting groove (4212) and the lower clamping seat (422) has a second mounting groove (4222). One end of the clamping screw (423) is rotatably disposed in the second mounting groove (4222), and the other end of the clamping screw (423) can be movably inserted into the first mounting groove (4212). The clamping handwheel (424) is coaxially disposed on the clamping screw (423), and the clamping handwheel (424) is threadedly connected to the clamping screw (423). The clamping handwheel (424) is movably abutting against the side of the upper clamping seat (421) away from the lower clamping seat (422).

9. The fatigue testing device for an anti-rollover stabilizer bar of a new energy vehicle according to claim 8, characterized in that: The locking component (43) includes a cam handle (431) and a locking block (432). A dovetail groove (411) is provided on the base plate (41). The locking block (432) is slidably disposed in the dovetail groove (411). The shape of the locking block (432) is adapted to the shape of the dovetail groove (411). A pull rod (433) is fixedly disposed on the locking block (432). The end of the pull rod (433) away from the locking block (432) slides through. The pull rod (433) is mounted on the lower clamping seat (422). The end of the pull rod (433) away from the locking block (432) is rotatably connected to the cam handle (431). The cam handle (431) is in movable contact with the lower clamping seat (422). Turning the cam handle (431) can drive the locking block (432) to move along the depth direction of the dovetail groove (411), thereby realizing the locking or contact locking of the lower clamping seat (422).

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