A by-wire variable stiffness anti-roll bar and vehicle

Abstract

The application relates to a wire-controlled variable-rigidity transverse stabilizer and a vehicle, which comprises a transverse stabilizer body, a torsion bar and a torsion sheet, both ends of the torsion bar are fixedly connected with torsion bar bases, the torsion sheet is rotatably supported on the torsion bar bases, a radial support bearing is arranged between the torsion sheet and the torsion bar bases, and the radial support bearing is used for bearing the radial load generated when the torsion sheet works; a variable-rigidity adjusting mechanism comprises a driving unit fixed on the torsion bar base, an output end of the driving unit is indirectly connected with the torsion sheet through a transmission assembly to drive the torsion sheet to rotate, and the radial support bearing is arranged independently from the driving unit, so that the output shaft of the driving unit does not directly bear the radial force transmitted from the torsion sheet. The application realizes electric stepless adjustment of the roll rigidity of the vehicle, improves the roll rigidity adjustment efficiency and adjustment precision of the vehicle, and effectively solves the technical problem that the motor shaft of the driving unit exceeds the limit due to bearing too large radial force, and the motor is damaged or the service life is shortened.

Description

Technical Field

[0001] This application relates to the field of vehicle stabilizer bar technology, and in particular to a lateral stabilizer bar with steerable-by-wire and a vehicle. Background Technology

[0002] The stabilizer bar (anti-roll bar) is a component of a car's suspension. Its main purpose is to reduce body roll when the vehicle is cornering, so that a less stiff suspension spring can be used to improve the ride quality. The combination of anti-roll bar stiffness between the front and rear axles can also change the dynamic characteristics of the car chassis, that is, adjust the understeer and oversteer characteristics of the car chassis to give the car the desired driving characteristics.

[0003] In some off-road vehicles, it is desirable to reduce the stiffness of the stabilizer bar or even disconnect it, allowing the left and right suspensions to have greater travel, thereby improving the vehicle's ability to traverse rough terrain. A mechanical stabilizer bar is a torsion bar spring shaped like a "U", with its two ends connected to the suspension via linkages and ball joints.

[0004] When the left and right suspensions undergo asynchronous compression and extension movements, the suspension drives the connecting arm of the stabilizer bar through the linkage, which in turn applies a torsional load to the torsion bar connecting the left and right connecting arms. According to the law of elasticity, after the torsion bar undergoes torsional deformation, it generates an elastic force that resists the external torsional load. This force reacts on the suspension through the linkage, which is the resistance force of the asynchronous movement of the left and right suspensions.

[0005] Cars with independent suspension generally use independent stabilizer bars; some trailing arm semi-independent suspension axles use the suspension itself as a torsion bar spring to act as a stabilizer bar. The torsional stiffness (or anti-roll stiffness) of the aforementioned stabilizer bars is determined after the suspension geometry and anti-roll bar mechanical structure design are finalized, and cannot be changed or adjusted.

[0006] Some high-performance (sport-biased) car brands or third-party parts brands offer multiple connecting holes on the stabilizer bar connecting arms with varying offset distances to the torsion bar section. By connecting the connecting rod to different holes, the anti-roll stiffness of the stabilizer bar to the vehicle body can be changed. However, this adjustment is stepped and must be done by disassembly and reassembly after the vehicle is stopped. Summary of the Invention

[0007] This application provides a steerable stabilizer bar with variable stiffness and a vehicle, to solve the problems in related technologies where the steerable stabilizer bar stiffness is relatively simple, the adjustment has fixed levels, and it is difficult to achieve real-time adjustment.

[0008] The first aspect of this application provides a linearly controlled variable stiffness lateral stabilizer bar, comprising: The lateral stabilizer bar body includes a torsion bar and a torsion plate. Both ends of the torsion bar are fixedly connected to torsion bar bases. The torsion plate is rotatably supported on the torsion bar bases. A radial support bearing is provided between the torsion plate and the torsion bar bases. The radial support bearing is used to bear the radial load generated by the torsion plate when it is working. A variable stiffness adjustment mechanism includes a drive unit fixed on a torsion bar base. The output end of the drive unit is indirectly connected to the torsion plate through a transmission assembly to drive the torsion plate to rotate. The radial support bearing is set independently of the drive unit, so that the output shaft of the drive unit does not directly bear the radial force transmitted from the torsion plate.

[0009] The steerable stabilizer bar of this application features two torsion bar bases welded to both ends of a torsion bar. Each torsion bar base contains a radial support bearing, which is coaxial with a thin-plate torsion plate. The end of the torsion plate furthest from the torsion bar base is connected to the suspension via a suspension assembly. When the vehicle rolls, the suspension assemblies at both ends experience relative displacement, causing the torsion plate and torsion bar to twist. The torsion plate employs a thin-plate structure, and the rotation of the drive unit changes the moment of inertia of the torsion plate, thereby altering the stiffness. This achieves stepless electric adjustment of the vehicle's roll stiffness, improving both the efficiency and accuracy of roll stiffness adjustment.

[0010] Furthermore, this application utilizes an independent torsion bar base and radial support bearing to rotatably support the torsion plate on the torsion bar base. This ensures that the radial load generated by the lateral stabilizer bar during operation is primarily borne by the torsion bar base and radial support bearing, rather than directly by the output shaft of the drive unit. This structural design effectively solves the technical problem of the drive unit's motor shaft exceeding its limit due to excessive radial force, leading to motor damage or shortened lifespan. Based on this, smaller and lower-cost servo motors can be used, reducing overall weight and cost, making it particularly suitable for weight-sensitive small racing car scenarios.

[0011] In some implementations: the transmission assembly includes a small gear and a large gear that mesh with each other. The small gear is disposed on the output shaft of the drive unit, and the large gear is connected to the drive shaft of the torsion bar near the torsion bar base. The small gear has fewer teeth than the large gear to achieve speed reduction and torque increase transmission.

[0012] In some implementations: the radial support bearing is a radial deep groove ball bearing, the torsion bar base is provided with a bearing mounting position, the radial support bearing is embedded in the bearing mounting position, and the active shaft of the torsion plate near one end of the torsion bar base passes through the inner ring of the radial support bearing.

[0013] In some implementations: the drive shaft of the torsion plate near the torsion bar base is provided with a spline or keyway, the large gear is fastened to the drive shaft of the torsion plate near the torsion bar base by a nut, and the large gear and the drive shaft of the torsion plate near the torsion bar base are connected by a spline or key to achieve synchronous rotation.

[0014] In some implementations: the twisted piece is a plate-like structure with a set thickness, the width of the twisted piece gradually narrows in the direction away from the torsion bar base, the twisted piece has a hollow structure, and the moment of inertia of the cross section of the twisted piece changes with its rotation angle.

[0015] In some implementations: a driven shaft is provided at the end of the torsion plate away from the torsion bar base, and a suspension rod assembly is connected to the driven shaft. The suspension rod assembly includes a suspension rod and a rod end spherical bearing. The bolt of the rod end spherical bearing is threadedly fixed to the lower end of the suspension rod, and the spherical bearing of the rod end spherical bearing is connected to the driven shaft.

[0016] In some implementations, a controller connected to the drive unit is also included. The drive unit is a servo motor. The controller is electrically connected to the drive unit and is used to output control signals to adjust the rotation angle and speed of the drive unit, thereby realizing stepless adjustment of the torsion plate stiffness.

[0017] In some implementations: the torsion bar is made of alloy structural steel, the torsion plate is made of titanium alloy, the stiffness of the torsion plate is greater than the stiffness of the torsion bar, and annular baffles are provided at both ends of the torsion bar. The torsion bar base and the torsion plate located at both ends of the torsion bar are arranged in an outward "V" shape.

[0018] In some implementations: the torsion bar base is provided with a lug for mounting the drive unit, the torsion bar base is provided with a protective cover, and the drive unit and transmission assembly are located inside the protective cover.

[0019] A second aspect of this application provides a vehicle, including: The chassis has a subframe on it, and a lateral stabilizer bar with wire-controlled variable stiffness as described in any of the above embodiments is rotatably connected to the subframe.

[0020] The beneficial effects of the technical solution provided in this application include: This application provides a steerable stabilizer bar with variable stiffness and a vehicle. The steerable stabilizer bar of this application includes a stabilizer bar body comprising a torsion bar and a torsion plate. Both ends of the torsion bar are fixedly connected to torsion bar bases. The torsion plate is rotatably supported on the torsion bar bases, and a radial support bearing is provided between the torsion plate and the torsion bar bases to bear the radial load generated by the torsion plate during operation. A variable stiffness adjustment mechanism is also provided, including a drive unit fixed to the torsion bar bases. The output end of the drive unit is indirectly connected to the torsion plate via a transmission assembly to drive the torsion plate to rotate. The radial support bearing is set independently of the drive unit, so that the output shaft of the drive unit does not directly bear the radial force transmitted from the torsion plate.

[0021] Therefore, the lateral stabilizer bar with steerable by-wire of this application has two torsion bar bases welded to both ends of the torsion bar. Each torsion bar base contains a radial support bearing, which is coaxial with a thin-plate torsion plate. The end of the torsion plate furthest from the torsion bar base is connected to the suspension via a suspension assembly. When the vehicle rolls, the suspension assemblies at both ends generate relative displacement, causing the torsion plate and torsion bar to twist. The torsion plate adopts a thin-plate structure, and the rotation of the drive unit drives the torsion plate to rotate, changing the moment of inertia of the cross section, thereby changing the stiffness and achieving stepless electric adjustment of the vehicle's roll stiffness, improving the efficiency and accuracy of vehicle roll stiffness adjustment.

[0022] Furthermore, this application utilizes an independent torsion bar base and radial support bearing to rotatably support the torsion plate on the torsion bar base. This ensures that the radial load generated by the lateral stabilizer bar during operation is primarily borne by the torsion bar base and radial support bearing, rather than directly by the output shaft of the drive unit. This structural design effectively solves the technical problem of the drive unit's motor shaft exceeding its limit due to excessive radial force, leading to motor damage or shortened lifespan. Based on this, smaller and lower-cost servo motors can be used, reducing overall weight and cost, making it particularly suitable for weight-sensitive small racing car scenarios. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0024] Figure 1 This is a schematic diagram of the structure of an embodiment of this application; Figure 2 This is an enlarged view of a partial structure of an embodiment of this application; Figure 3 This is a schematic diagram of another embodiment of the present application.

[0025] Figure label: 10. Lateral stabilizer bar body; 11. Torsion bar; 12. Torsion plate; 13. Torsion bar base; 14. Lifting lug; 15. Annular baffle; 16. Lifting rod; 17. Rod end spherical bearing; 20. Variable stiffness adjustment mechanism; 21. Drive unit; 22. Transmission assembly; 23. Pinion; 24. Large gear. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] This application provides a steerable stabilizer bar with variable stiffness and a vehicle, which can solve the problems in related technologies where the steerable stabilizer bar stiffness is relatively simple, the adjustment has fixed levels, and it is difficult to achieve real-time adjustment.

[0028] See Figure 1 and Figure 3 As shown, the first aspect of this application provides a lateral stabilizer bar with linearly controlled variable stiffness, comprising: The lateral stabilizer bar body 10 includes a torsion bar 11 and a torsion plate 12. Torsion bar bases 13 are fixedly connected to both ends of the torsion bar 11. One end of the torsion plate 12 is rotatably supported on the torsion bar base 13, and a radial support bearing (not shown in the figure) is provided between the torsion plate 12 and the torsion bar base 13. The torsion plate 12 rotates freely relative to the torsion bar base 13 with the radial support bearing as a rotating pair. The radial support bearing is used to bear the radial load generated by the torsion plate 12 during operation.

[0029] The variable stiffness adjustment mechanism 20 includes a drive unit 21 fixed on the torsion bar base 13. The output end of the drive unit 21 is indirectly connected to the torsion plate 12 through the transmission assembly 22 to drive the torsion plate 12 to rotate. The radial support bearing is set independently of the drive unit 21, so that the output shaft of the drive unit 21 does not directly bear the radial force transmitted from the torsion plate 12.

[0030] In this embodiment of the application, the lateral stabilizer bar with wire-controlled variable stiffness has two torsion bar bases 13 welded to both ends of the torsion bar 11. The torsion bar base 13 has a radial support bearing inside. The radial support bearing and the thin plate-shaped torsion plate 12 are coaxial. The end of the torsion plate 12 away from the torsion bar base 13 is connected to the suspension through the suspension rod assembly.

[0031] When the vehicle tilts, the suspension rod assemblies at both ends undergo relative displacement, causing the torsion plate 12 and torsion bar 11 to twist. The torsion plate 12 adopts a thin plate structure. The rotation of the drive unit 21 drives the torsion plate 12 to rotate, changing the moment of inertia of the cross section, thereby changing the stiffness and realizing the electric stepless adjustment of the vehicle's roll stiffness, improving the efficiency and accuracy of vehicle roll stiffness adjustment.

[0032] Furthermore, by setting an independent torsion bar base 13 and radial support bearing, the torsion plate 12 is rotatably supported on the torsion bar base 13, so that the radial load generated by the lateral stabilizer bar during operation is mainly borne by the torsion bar base 13 and radial support bearing, rather than directly borne by the output shaft of the drive unit 21.

[0033] This structural design effectively solves the technical problem of the motor shaft of the drive unit 21 exceeding its limit due to excessive radial force, leading to motor damage or shortened lifespan. Furthermore, it allows for the use of smaller, lower-cost servo motors, reducing overall weight and cost, making it particularly suitable for weight-sensitive small racing scenarios.

[0034] In some alternative implementations: see Figure 1 and Figure 2 As shown, this application embodiment provides a lateral stabilizer bar with linearly controlled variable stiffness. The transmission component 22 of the lateral stabilizer bar includes a pinion 23 and a gear 24 that mesh with each other. The pinion 23 is disposed on the output shaft of the drive unit 21, and the gear 24 is connected to the drive shaft of the torsion plate 12 near the end of the torsion bar base 13. The pinion 23 has fewer teeth than the gear 24 to achieve speed reduction and torque increase transmission.

[0035] In this embodiment, the drive unit 21 and the torsion plate 12 are not directly connected. The output shaft of the drive unit 21 is connected to the pinion 23, and the active shaft of the torsion plate 12 near the torsion bar base 13 is connected to the large gear 24. Through the meshing of the pinion 23 and the large gear 24, the speed is reduced and the torque is increased, so that the rotation angle of the torsion plate 12 can be controlled by the rotation of the drive unit 21. At the same time, the torsion plate 12 is located in the torsion bar base 13 through the radial support bearing. The radial support bearing bears the radial force on the torsion plate 12, which can effectively prevent the small servo motor from being subjected to the radial force limit during the operation of the lateral stabilizer bar.

[0036] In some alternative implementations: see Figure 1 and Figure 2 As shown, this application embodiment provides a linearly controlled variable stiffness lateral stabilizer bar. The radial support bearing of the lateral stabilizer bar is a radial deep groove ball bearing. The torsion bar base 13 is provided with a bearing mounting position, and the radial support bearing is embedded in the bearing mounting position. The active rotating shaft of the torsion plate 12 near one end of the torsion bar base 13 passes through the inner ring of the radial support bearing.

[0037] The drive shaft of the torsion plate 12 near the torsion bar base 13 is provided with a spline or keyway. The large gear 24 is fastened to the drive shaft of the torsion plate 12 near the torsion bar base 13 by a nut, and the large gear 24 and the drive shaft of the torsion plate 12 near the torsion bar base 13 are connected by a spline or key to achieve synchronous rotation.

[0038] In some alternative implementations: see Figure 1 and Figure 2 As shown, this application embodiment provides a linearly controlled variable stiffness lateral stabilizer bar. The torsion plate 12 of the lateral stabilizer bar is a plate-shaped structure with a set thickness. The width of the torsion plate 12 gradually narrows in the direction away from the torsion bar base 13, forming an isosceles trapezoidal structure. The torsion plate 12 is provided with a hollow structure, which is preferably, but not limited to, an isosceles triangle. The moment of inertia of the cross section of the torsion plate 12 changes with the change of its rotation angle.

[0039] The torsion plate 12 changes its moment of inertia by rotating around its axis, thereby altering the stiffness of the entire torsion bar 11. Adjusting the angles of the torsion plates 12 at both ends of the torsion bar 11 allows for a variety of stiffnesses, improving the efficiency and accuracy of vehicle roll stiffness adjustment. For compact rear suspensions, traditional stabilizer bars may interfere with other components when changing their arm length, but this plate-type torsion bar solves this problem.

[0040] In some alternative implementations: see Figure 1 and Figure 3 As shown, this application embodiment provides a lateral stabilizer bar with linearly controlled variable stiffness. The torsion plate 12 of the lateral stabilizer bar has a driven shaft at one end away from the torsion bar base 13. A hanger assembly is connected to the driven shaft. The hanger assembly includes a hanger 16 and a rod end spherical bearing 17. The bolt of the rod end spherical bearing 17 is threadedly fixed to the lower end of the hanger 16. The spherical bearing of the rod end spherical bearing 17 is connected to the driven shaft. The top of the hanger 16 is connected to the suspension.

[0041] In some alternative implementations: see Figure 1 and Figure 3 As shown, this application embodiment provides a lateral stabilizer bar with wire-controlled variable stiffness. The lateral stabilizer bar also includes a controller (not shown in the figure) connected to the drive unit 21. The drive unit 21 is a servo motor. The controller is electrically connected to the drive unit 21 and is used to output control signals to adjust the rotation angle and speed of the drive unit 21, thereby realizing stepless adjustment of the stiffness of the torsion plate 12.

[0042] In the selection and calculation of servo motors, the load speed, load torque, and load moment of inertia are first determined. Based on the gear reduction ratio, the load moment of inertia and load torque are then converted to the motor shaft to calculate the required motor speed. Inertia matching is ensured: the ratio of the total inertia of the load converted to the motor shaft to the servo motor's own rotor inertia is matched.

[0043] Torque matching: The rated torque of the servo motor is greater than the converted load torque, and a 20% margin is reserved for speed matching to ensure that the motor speed is not lower than the required maximum motor speed calculated above. Finally, the encoder resolution of the servo motor is determined.

[0044] Because of the minute gap between the pinion 23 and the gear 24, when the servo motor reverses direction, the pinion 23 first idles over the backlash distance before contacting the other tooth surface of the gear 24. This can lead to: positioning overshoot or limit loop oscillation, decreased repeatability accuracy, and slight jitter when holding the position. Backlash compensation is required: a unidirectional approximation method is used, where each positioning reaches the target position from the same direction, always moving from a small angle to a large angle. If the target is smaller than the current position, it first moves a short distance in the opposite direction before returning in the forward direction.

[0045] In some alternative implementations: see Figure 1 and Figure 2 As shown, this application embodiment provides a lateral stabilizer bar with linearly controlled variable stiffness. The material of the lateral stabilizer bar torsion bar 11 is alloy structural steel, such as 42GrMo, and the material of the torsion plate 12 is titanium alloy. The stiffness of the torsion plate 12 is greater than that of the torsion bar 11. Annular baffles 15 are provided at both ends of the torsion bar 11. The torsion bar base 13 and the torsion plate 12 located at both ends of the torsion bar 11 are arranged in an outward "V" shape.

[0046] An annular baffle 15 is used to limit the installation position of the torsion bar 11 on the vehicle chassis, preventing the torsion bar from moving left and right. The torsion bar base 13 and torsion plate 12 located at both ends of the torsion bar 11 are arranged in an outward "V" shape, thereby reducing the chassis space occupied by the lateral stabilizer bar. The torsion bar base 13 is provided with a lifting lug 14 for mounting the drive unit 21. The torsion bar base 13 is provided with a protective cover (not shown in the figure). The drive unit 21 and the transmission assembly 22 are located inside the protective cover. The protective cover is used to protect the drive unit 21 and the transmission assembly 22 from external impact and rainwater erosion.

[0047] A second aspect of this application provides a vehicle, including: The chassis has a subframe on it, and a lateral stabilizer bar with wire-controlled variable stiffness as described in any of the above embodiments is rotatably connected to the subframe.

[0048] Working principle This application provides a steerable stabilizer bar with variable stiffness and a vehicle. The steerable stabilizer bar of this application includes a stabilizer bar body 10, which comprises a torsion bar 11 and a torsion plate 12. Both ends of the torsion bar 11 are fixedly connected to a torsion bar base 13. The torsion plate 12 is rotatably supported on the torsion bar base 13, and a radial support bearing is provided between the torsion plate 12 and the torsion bar base 13 to bear the radial load generated when the torsion plate 12 is working. A variable stiffness adjustment mechanism 20 includes a drive unit 21 fixed to the torsion bar base 13. The output end of the drive unit 21 is indirectly connected to the torsion plate 12 via a transmission assembly 22 to drive the torsion plate 12 to rotate. The radial support bearing is set independently of the drive unit 21, so that the output shaft of the drive unit 21 does not directly bear the radial force transmitted from the torsion plate 12.

[0049] Therefore, the lateral stabilizer bar with steerable by-wire of this application has two torsion bar bases 13 welded to both ends of the torsion bar 11. The torsion bar base 13 contains a radial support bearing, which is coaxial with a thin-plate torsion plate 12. The end of the torsion plate 12 furthest from the torsion bar base 13 is connected to the suspension via a suspension assembly. When the vehicle tilts, the suspension assemblies at both ends generate relative displacement, causing the torsion plate 12 and the torsion bar 11 to twist. The torsion plate 12 adopts a thin-plate structure. The rotation of the drive unit 21 drives the torsion plate 12 to rotate, changing the moment of inertia of the cross section, thereby changing the stiffness and achieving stepless electric adjustment of the vehicle's roll stiffness, improving the efficiency and accuracy of vehicle roll stiffness adjustment.

[0050] Furthermore, this application, by setting an independent torsion bar base 13 and radial support bearing, rotatably supports the torsion plate 12 on the torsion bar base 13. This ensures that the radial load generated by the lateral stabilizer bar during operation is mainly borne by the torsion bar base 13 and radial support bearing, rather than directly by the output shaft of the drive unit 21. This structural design effectively solves the technical problem that the motor shaft of the drive unit 21 exceeds its limit due to excessive radial force, leading to motor damage or shortened lifespan. Based on this, smaller and lower-cost servo motors can be used, reducing overall weight and cost, making it particularly suitable for weight-sensitive small racing scenarios.

[0051] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0052] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 limitations, 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 said element.

[0053] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A lateral stabilizer bar with linearly controlled variable stiffness, characterized in that, include: The lateral stabilizer bar body (10) includes a torsion bar (11) and a torsion plate (12). Both ends of the torsion bar (11) are fixedly connected to a torsion bar base (13). The torsion plate (12) is rotatably supported on the torsion bar base (13). A radial support bearing is provided between the torsion plate (12) and the torsion bar base (13). The radial support bearing is used to bear the radial load generated when the torsion plate (12) is working. The variable stiffness adjustment mechanism (20) includes a drive unit (21) fixed on the torsion bar base (13). The output end of the drive unit (21) is indirectly connected to the torsion plate (12) through a transmission assembly (22) to drive the torsion plate (12) to rotate. The radial support bearing is set independently of the drive unit (21) so that the output shaft of the drive unit (21) does not directly bear the radial force transmitted from the torsion plate (12).

2. The lateral stabilizer bar with linearly controlled variable stiffness as described in claim 1, characterized in that: The transmission assembly (22) includes a small gear (23) and a large gear (24) that mesh with each other. The small gear (23) is located on the output shaft of the drive unit (21). The large gear (24) is connected to the drive shaft of the torsion plate (12) near the torsion bar base (13). The small gear (23) has fewer teeth than the large gear (24) to achieve speed reduction and torque increase transmission.

3. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 2, characterized in that: The radial support bearing is a radial deep groove ball bearing. The torsion bar base (13) has a bearing mounting position. The radial support bearing is embedded in the bearing mounting position. The active shaft of the torsion plate (12) near the end of the torsion bar base (13) passes through the inner ring of the radial support bearing.

4. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 3, characterized in that: The active shaft of the torsion plate (12) near the torsion bar base (13) is provided with a spline or keyway. The large gear (24) is fastened to the active shaft of the torsion plate (12) near the torsion bar base (13) by a nut. The large gear (24) and the active shaft of the torsion plate (12) near the torsion bar base (13) are connected by a spline or key to achieve synchronous rotation.

5. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 1, characterized in that: The twist plate (12) is a plate-shaped structure with a set thickness. The width of the twist plate (12) gradually narrows in the direction away from the torsion bar base (13). The twist plate (12) has a hollow structure, and the moment of inertia of the cross section of the twist plate (12) changes with its rotation angle.

6. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 5, characterized in that: The torsion plate (12) has a driven shaft at one end away from the torsion bar base (13). A rod assembly is connected to the driven shaft. The rod assembly includes a rod (16) and a rod end spherical bearing (17). The bolt of the rod end spherical bearing (17) is threadedly fixed to the lower end of the rod (16). The spherical bearing of the rod end spherical bearing (17) is connected to the driven shaft.

7. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 1, characterized in that: It also includes a controller connected to the drive unit (21), the drive unit (21) being a servo motor, the controller being electrically connected to the drive unit (21) and used to output control signals to adjust the rotation angle and speed of the drive unit (21), thereby realizing stepless adjustment of the stiffness of the torsion plate (12).

8. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 1, characterized in that: The torsion bar (11) is made of alloy structural steel, and the torsion plate (12) is made of titanium alloy. The stiffness of the torsion plate (12) is greater than that of the torsion bar (11). The two ends of the torsion bar (11) are respectively provided with annular baffles (15). The torsion bar base (13) and the torsion plate (12) located at both ends of the torsion bar (11) are arranged in an outward "V" shape.

9. A lateral stabilizer bar with linearly controlled variable stiffness as described in claim 1, characterized in that: The torsion bar base (13) is provided with a lug (14) for mounting the drive unit (21), and a protective cover is provided on the torsion bar base (13). The drive unit (21) and the transmission assembly (22) are located inside the protective cover.

10. A vehicle, characterized in that, include: A chassis, on which a subframe is provided, and a lateral stabilizer bar with controllable stiffness as described in any one of claims 1 to 9 is rotatably connected.

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