Damping device and method for controlling the same, stabilizer bar assembly, suspension system, and vehicle

Abstract

The application aims to provide a damping device and a control method thereof, a stabilizer assembly, a suspension system and a vehicle, and aims to solve the problem of complex structure of the stabilizer assembly in the related art. The damping device comprises a containing cylinder, a piston assembly, a transmission assembly and a damping assembly. The piston assembly is at least partially arranged in the containing cylinder and separates an internal space of the containing cylinder into a first chamber and a second chamber which are adjustable in volume along an axial direction of the containing cylinder. The transmission assembly is connected between the containing cylinder and the piston assembly. The transmission assembly is used to convert relative rotational motion between the containing cylinder and the piston assembly into relative linear motion along the axial direction of the containing cylinder. The damping assembly is used to control the communication state between the first chamber and the second chamber, so as to control the rotational stiffness between the containing cylinder and the piston assembly.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a damping device and its control method, a stabilizer bar assembly, a suspension system, and a vehicle. Background Technology

[0002] The stabilizer bar assembly is part of the vehicle's suspension system, primarily used to reduce body roll during cornering and improve stability. By adjusting the relative rotation angle between the first and second stabilizer bars, body roll during cornering or driving on bumpy roads can be effectively suppressed, improving vehicle stability and handling. However, the semi-stabilizing assemblies in related technologies are complex in structure and require high installation precision, leading to significant assembly difficulties and increased production costs and process requirements. Summary of the Invention

[0003] The purpose of this application is to provide a damping device and its control method, a stabilizer bar assembly, a suspension system, and a vehicle, aiming to solve the problem of complex structure of stabilizer bar assemblies in related technologies.

[0004] In a first aspect, this application provides a damping device, comprising a receiving cylinder, a piston assembly, a transmission assembly, and a damping component. The piston assembly is at least partially disposed within the receiving cylinder, dividing the internal space of the receiving cylinder into a first chamber and a second chamber with adjustable volume along the axial direction of the receiving cylinder. The transmission assembly is connected between the receiving cylinder and the piston assembly, and is used to convert the relative rotational motion between the receiving cylinder and the piston assembly into relative linear motion along the axial direction of the receiving cylinder. The damping component is used to control the communication state between the first chamber and the second chamber, thereby controlling the rotational stiffness between the receiving cylinder and the piston assembly.

[0005] During vehicle operation, the housing and piston assembly experience relative rotational motion due to changes in the vehicle's motion (such as turning or traversing uneven surfaces). The transmission assembly then functions, converting this relative rotational motion into relative linear motion along the housing's axial direction. The piston assembly divides the housing's internal space into a first chamber and a second chamber; due to the piston assembly's axial linear motion, the volumes of the two chambers change accordingly.

[0006] The damping component controls the connection between the first and second chambers according to actual needs. When it is necessary to increase the rotational stiffness between the housing and the piston assembly, the damping component reduces the connection between the two chambers, increasing the fluid flow resistance within the chambers, thereby increasing rotational resistance and improving rotational stiffness. Conversely, when it is necessary to reduce rotational stiffness, the damping component increases the connection between the two chambers, making the fluid flow more easily and reducing rotational resistance.

[0007] This application utilizes a damping assembly to precisely control the connection between the first and second chambers. This allows for real-time and precise adjustment of the rotational stiffness between the housing and piston assembly based on different vehicle operating conditions, such as high-speed cornering, emergency braking, and driving over bumpy roads. This effectively suppresses unstable movements like roll and pitch, improving vehicle stability and handling. Furthermore, the housing and transmission assembly employ a separate design, which facilitates manufacturing and assembly, while also simplifying the structure. The separate design results in a relatively simple structure for each component, reducing manufacturing difficulty and allowing for more flexible assembly.

[0008] Optionally, the transmission assembly includes a first transmission member and a second transmission member. The first transmission member is connected to the piston assembly and slides along the axial direction of the piston assembly. The second transmission member is connected to the receiving cylinder and is threadedly engaged with the first transmission member.

[0009] Optionally, the first transmission component is one of a lead screw and a nut, and the second transmission component is the other of a lead screw and a nut.

[0010] Optionally, the piston assembly includes a rotating member and a piston. The rotating member is at least partially disposed within the receiving cylinder and is rotatably connected to the receiving cylinder. The piston is connected to the rotating member and is fixedly connected to the rotating member along the circumference of the rotating member. The piston is slidable along the axial direction of the rotating member. A first transmission member is sleeved on the rotating member and connected to the piston. The first transmission member is fixedly connected to the rotating member along the circumference of the rotating member and is slidable along the axial direction of the rotating member.

[0011] Optionally, the damping device may further include a first seal, which is connected between the piston's circumferential surface facing the receiving cylinder and the receiving cylinder.

[0012] Optionally, the damping device may further include a second seal, which is connected between the circumferential surface of the rotating member and the piston.

[0013] Optionally, the accommodating cylinder includes a first housing and a second housing. The second transmission component is provided with a clearance channel. The first housing and the second housing are connected through the clearance channel. The sum of the volumes of the first chamber and the second chamber is equal to the sum of the volumes of the first housing, the clearance channel, and the second housing. The rotating component located in the accommodating cylinder includes a first part and a second part connected in sequence. The first part is located in the first chamber, and the second part is located in the second chamber and the clearance channel. The rotating component is rotatably connected to the first housing, the second transmission component, and the second housing.

[0014] Optionally, the piston is located within the first housing; or, the piston is located within the second housing.

[0015] Optionally, the damping device may also include a third seal, which is connected between the rotating member and the second housing.

[0016] Optionally, along the axial direction of the receiving cylinder, the second transmission member is connected between the first housing and the second housing.

[0017] Optionally, the first housing has a first opening on the side facing the second transmission member, and the second housing has a second opening on the side facing the second transmission member. The second transmission member is connected between the first opening and the second opening, and the second transmission member is adapted to seal the first opening and the second opening.

[0018] Optionally, the first housing and the second transmission component are electron beam welded; and / or, the second housing and the second transmission component are electron beam welded.

[0019] Optionally, a damping device is connected between the first and second stabilizer bars of the stabilizer bar assembly, and the end of the rotating component facing away from the first housing is connected to the first stabilizer bar, the first stabilizer bar being adapted to drive the first stabilizer bar to rotate; the side of the second housing facing away from the first housing is connected to the second stabilizer bar.

[0020] Secondly, this application also provides a stabilizer bar assembly, which includes the damping device of any of the above-mentioned components. The stabilizer bar assembly includes a first stabilizer bar and a second stabilizer bar, and the damping device is connected between the first stabilizer bar and the second stabilizer bar.

[0021] Optionally, both the first and second stabilizer bars can be rigid bars.

[0022] Optionally, the frame may also include longitudinal beams connected to the side of the first beam opposite to the first telescopic beam.

[0023] Thirdly, this application also provides a suspension system, which includes the damping device of any of the above and / or the stabilizer bar assembly described above.

[0024] Fourthly, this application also provides a vehicle, the vehicle including any of the above-mentioned suspension systems and a fluid supply assembly, the fluid supply assembly being connected to a first chamber and a second chamber, the fluid supply assembly being adapted to deliver a medium to or discharge a medium from the first chamber, and the fluid supply assembly delivering liquid to or discharging liquid from the second chamber.

[0025] Optionally, the liquid supply assembly includes a liquid storage element, a first transmission pipe and a second transmission pipe, wherein the first transmission pipe is connected between the liquid storage element and the first chamber, and the second transmission pipe is connected between the liquid storage element and the second chamber.

[0026] Optionally, the liquid supply assembly also includes an on / off valve and a three-position four-way valve. The on / off valve is located between the three-position four-way valve and the liquid storage element, and the three-position four-way valve is connected between the liquid storage element and the first transmission pipe and the second transmission pipe. The three-position four-way valve includes a valve body, a valve core, and a drive device. The drive device is connected to the valve core. The valve body has a valve cavity, which communicates with the first transmission pipe and the second transmission pipe. The valve core is movably disposed in the valve cavity and, driven by the drive device, has a first switching position, a second switching position, and an intermediate position between the first switching position and the second switching position.

[0027] Optionally, when the valve core is in the middle position, the first chamber is disconnected from the second chamber; when the valve core is in the first switching position or the second switching position and the on / off valve is closed, the first chamber and the second chamber are disconnected; when the valve core is in the first switching position or the second switching position and the on / off valve is open, the first chamber and the second chamber are connected.

[0028] Optionally, when the valve is closed, if the valve core is in the first switching position, the first transmission pipe delivers liquid to the first chamber and the second transmission pipe discharges liquid from the second chamber; if the valve core is in the second switching position, the second transmission pipe delivers liquid to the second chamber and the first transmission pipe discharges liquid from the first chamber.

[0029] Optionally, the on / off valve is a throttle valve.

[0030] Fifthly, this application provides a control method for a damping device, the method comprising:

[0031] Based on the vehicle's state parameters, the communication state between the first chamber and the second chamber is controlled to control the rotational stiffness between the housing and the piston assembly.

[0032] Optionally, the vehicle's state parameters include vehicle speed and steering wheel angle. Based on these parameters, the communication state between the first and second chambers is controlled, including:

[0033] When the vehicle speed is less than the first speed and the steering wheel angle is equal to 0, the first chamber is connected to the second chamber.

[0034] Optionally, the vehicle also includes sensors connected to the vehicle body. These sensors are used to sense the vehicle's roll angle. When the vehicle speed is less than a first speed and the steering wheel angle is greater than a first angle, the communication state between the first and second chambers is controlled based on the vehicle's state parameters. The vehicle also includes:

[0035] When the tilt angle is greater than the first angle, the first chamber is disconnected from the second chamber.

[0036] When the tilt angle is less than the first angle, the first chamber is connected to the second chamber.

[0037] Optionally, when the vehicle speed is less than the first speed and the steering wheel angle is less than the first angle, the communication state between the first chamber and the second chamber is controlled according to the vehicle's state parameters, and the system further includes:

[0038] When the tilt angle is greater than the second angle, the first chamber is disconnected from the second chamber.

[0039] When the tilt angle is less than the second angle, control the connection between the first chamber and the second chamber;

[0040] The second angle is greater than the first angle.

[0041] Optionally, based on the vehicle's state parameters, the communication state between the first chamber and the second chamber is controlled, including:

[0042] When the vehicle speed is greater than the first speed but less than the second speed and the steering wheel angle is 0, the first chamber is connected to the second chamber; wherein the second speed is greater than the first speed.

[0043] Optionally, the vehicle also includes sensors connected to the vehicle body. These sensors detect the vehicle's roll angle. When the vehicle speed is greater than a first speed but less than a second speed and the steering wheel angle is not zero, the vehicle controls the communication between the first and second chambers based on the vehicle's state parameters. The vehicle also includes:

[0044] When the tilt angle is greater than the second angle, the first chamber is disconnected from the second chamber.

[0045] When the tilt angle is greater than or equal to the first angle and less than or equal to the second angle, the communication state between the first chamber and the second chamber is controlled to be the first communication state;

[0046] When the tilt angle is less than the first angle, the communication state between the first chamber and the second chamber is controlled to be the second communication state.

[0047] Wherein, the second angle is greater than the first angle, and the medium flow velocity between the first chamber and the second chamber in the second connected state is greater than the medium flow velocity between the first chamber and the second chamber in the first connected state.

[0048] Optionally, based on the vehicle's state parameters, the communication state between the first chamber and the second chamber is controlled, including:

[0049] When the vehicle speed is greater than the second speed and the steering wheel angle is equal to 0, the control first chamber and the second chamber are disconnected; wherein, the second speed is greater than the first speed.

[0050] Optionally, the vehicle also includes sensors connected to the vehicle body. These sensors are used to sense the vehicle's roll angle. When the vehicle speed is greater than the second speed and the steering wheel angle is not equal to 0, the communication state between the first and second chambers is controlled based on the vehicle's state parameters, including:

[0051] When the tilt angle is greater than the second angle, the first chamber is disconnected from the second chamber.

[0052] When the tilt angle is greater than or equal to the first angle and less than or equal to the second angle, the communication state between the first chamber and the second chamber is controlled to be the first communication state;

[0053] When the tilt angle is less than the first angle, the first chamber is disconnected from the second chamber.

[0054] Wherein, the second angle is greater than the first angle, and the medium flow velocity between the first and second chambers when the first and second chambers are fully connected is greater than the medium flow velocity between the first and second chambers when they are in the first connected state. Optionally,

[0055] The technical effects of any of the implementation methods of the second to fifth aspects mentioned above can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0056] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a schematic diagram of a stabilizer bar assembly provided in an embodiment of this application;

[0058] Figure 2 for Figure 1 A cross-sectional schematic diagram of the provided stabilizer bar assembly;

[0059] Figure 3 A cross-sectional schematic diagram of a damping device provided in an embodiment of this application;

[0060] Figure 4 for Figure 3 A schematic diagram of the overall assembly of the provided damping device.

[0061] Figure 5 for Figure 3 Assembly diagram of some components of the provided damping device;

[0062] Figure 6 for Figure 3 A cross-sectional schematic diagram of the provided assembly drawing of some components;

[0063] Figure 7 This is a schematic diagram of the liquid supply assembly provided in an embodiment of this application;

[0064] Figure 8 This is a schematic diagram of the liquid supply assembly provided in the embodiments of this application.

[0065] Figure label:

[0066] 1. Damping device; 2. First stabilizer bar; 3. Second stabilizer bar; 100. Receptacle cylinder; 100a. First chamber; 100b. Second chamber; 101. First housing; 102. Second housing; 200. Transmission assembly; 201. First transmission component; 202. Second transmission component; 202a. Clearance channel; 300. Piston assembly; 301. Rotating component; 302. Piston; 400. Liquid supply assembly; 401. Liquid storage component; 402. First transmission pipe; 403. Second transmission pipe; 404. Three-position four-way valve; 405. On / off valve; 406. Liquid level sensor. Detailed Implementation

[0067] 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, and 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.

[0068] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0069] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0070] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0071] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0072] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0073] In some embodiments, this application provides a vehicle including a suspension system for transmitting forces and torques between the wheels and the frame, buffering the impact forces transmitted from uneven road surfaces to the frame or body, and attenuating the resulting vibrations to ensure smooth vehicle operation.

[0074] The vehicle in this application can be an electric vehicle or a hybrid electric vehicle, etc. For example, the vehicle can be a passenger car such as a sedan, a sport utility vehicle (SUV), or a multi-purpose vehicle (MPV), or it can be a bus, a truck, a semi-trailer, etc. This application does not impose specific limitations in this regard.

[0075] In some embodiments, see Figure 1 The suspension system in this application includes a stabilizer bar assembly, which comprises a first stabilizer bar 2 and a second stabilizer bar 3. The first stabilizer bar 2 and the second stabilizer bar 3 are respectively connected to the left and right wheels. When the vehicle turns, the body tilts to one side, the suspension of the outer wheel is compressed, and the suspension of the inner wheel is stretched. At this time, the first stabilizer bar 2 and the second stabilizer bar 3 will twist, which will resist the body roll by rotating, so that the suspension deformation of the two wheels is as consistent as possible, and the degree of body roll is reduced.

[0076] In some embodiments, see Figure 2 and combined Figure 1 This application also includes a damping device 1, which is used in the vehicle's stabilizer bar assembly. The damping device 1 is connected between the first stabilizer bar 2 and the second stabilizer bar 3. By setting the damping device 1 between the first stabilizer bar 2 and the second stabilizer bar 3, the stabilizer bar assembly in this application can effectively adjust the relative rotation angle between the two, thereby effectively suppressing the body roll generated when the vehicle is driving and significantly improving the stability and handling of the vehicle.

[0077] In some embodiments, see Figure 2 The damping device 1 in this application includes a housing cylinder 100, a piston assembly 300, a transmission assembly 200, and a damping assembly. The piston assembly 300 is at least partially disposed within the housing cylinder 100 and divides the internal space of the housing cylinder 100 into a first chamber 100a and a second chamber 100b with adjustable volume along the axial direction of the housing cylinder 100. The transmission assembly 200 is connected between the housing cylinder 100 and the piston assembly 300 and is used to convert the relative rotational motion between the housing cylinder 100 and the piston assembly 300 into relative linear motion along the axial direction of the housing cylinder 100. The damping assembly is used to control the communication state between the first chamber 100a and the second chamber 100b to control the rotational stiffness between the housing cylinder 100 and the piston assembly 300.

[0078] When the vehicle turns or encounters bumps, the first stabilizer bar 2 and the second stabilizer bar 3 rotate relative to each other, causing the housing cylinder 100 and the piston assembly 300 to rotate relative to each other. Under the action of the transmission assembly 200, this rotational motion is converted into linear motion of the piston assembly 300 along the axial direction of the housing cylinder 100, forcing the volume of the first chamber 100a to increase and the volume of the second chamber 100b to decrease (or vice versa). At this time, by adjusting the rotational stiffness, the relative rotation angle between the first stabilizer bar 2 and the second stabilizer bar 3 can be limited to balance the force difference on the suspensions on both sides of the vehicle body, thereby effectively suppressing vehicle roll and improving driving stability.

[0079] In this application, the housing cylinder 100 and the transmission assembly 200 adopt a split structure design, achieving independent manufacturing and modular assembly of the two through functional decoupling. The piston assembly 300 and the damping assembly are pre-integrated outside the housing cylinder 100 before final assembly, avoiding the technological challenges of synchronously integrating multiple components within the inner cavity of the housing cylinder 100 in traditional integrated structures. Furthermore, this split structure eliminates the need for pre-processing complex internal interfaces or reserving assembly space in the housing cylinder 100, requiring only axial motion guidance, thus significantly reducing the requirements for machining accuracy and multi-component collaborative positioning. This modular assembly process not only simplifies manufacturing processes but also reduces assembly interference between components through step-by-step installation, effectively improving assembly efficiency and process tolerance.

[0080] In some embodiments, see Figure 2 and combined Figure 3 The transmission assembly 200 includes a first transmission member 201 and a second transmission member 202. The first transmission member 201 is connected to the piston assembly 300 and slides along the axial direction of the piston assembly 300. The second transmission member 202 is connected to the receiving cylinder 100 and is threadedly engaged with the first transmission member 201.

[0081] The first transmission component 201 is pre-assembled as an independent module with the piston assembly 300, while the second transmission component 202 is integrated with the receiving cylinder 100. The two components are finally assembled via a threaded interface. The second transmission component 202 is fixedly connected to the receiving cylinder 100 and, as the receiving cylinder 100 rotates, drives the first transmission component 201 to slide axially along the piston assembly 300 via a threaded joint. The lead accuracy of the threaded joint directly determines the conversion efficiency from rotation to linear motion. By optimizing the pitch or lead angle design, the displacement of the piston assembly 300 can be precisely controlled, achieving linear adjustment of the damping force.

[0082] Furthermore, the first transmission component 201 only needs to perform axial sliding function, directly coupled with the linear motion of the piston assembly 300, resulting in a simple structure and clear force distribution. The second transmission component 202 only needs to be responsible for transmitting rotational motion, converting rotational force into axial thrust through a threaded pair, without the need for integrated complex linkage mechanisms.

[0083] When the vehicle turns or encounters bumps, the accommodating cylinder 100 and the piston assembly 300 rotate relative to each other, causing the second transmission component 202 to rotate around its axis. The rotation of the second transmission component 202 drives the first transmission component 201 to translate along its axis via a threaded pair, pushing the piston assembly 300 to compress or release the chamber volume within the accommodating cylinder 100. The axial displacement of the piston 302 changes the volume ratio of the first chamber 100a to the second chamber 100b, forcing the medium (such as oil) within the first and second chambers 100a and 100b to flow through the channels of the damping assembly, generating a damping force. Furthermore, the lead design of the threaded pair allows for large displacement of the piston 302 with small-angle rotation, quickly establishing a chamber pressure difference, enhancing damping response, and suppressing roll.

[0084] In some embodiments, the first transmission member 201 is one of a lead screw and a nut, and the second transmission member 202 is the other of the lead screw and the nut.

[0085] This application uses the first transmission component 201 as a lead screw (fixed to the piston assembly 300) and the second transmission component 202 as a nut (connected to the receiving cylinder 100) as an example. The piston assembly 300 can be pre-installed with the lead screw and then inserted into the nut as a whole. The final assembly is completed by screwing the screws together. Finally, the nut is connected to the receiving cylinder 100, which significantly reduces the dependence on assembly accuracy.

[0086] For example, the first transmission component 201 is a lead screw, and the second transmission component 202 is a ball nut.

[0087] When the vehicle turns or encounters bumps, the accommodating cylinder 100 and the piston assembly 300 rotate relative to each other, causing the second transmission component 202 to rotate around its axis. The rotation of the nut is converted into the axial linear motion of the lead screw through the threaded pair, pushing the piston 302 to compress or release the volume of the inner chamber of the accommodating cylinder 100. The axial displacement of the piston 302 changes the volume ratio of the first chamber 100a to the second chamber 100b, and the medium generates a controllable damping force through its movement.

[0088] In other embodiments, the first transmission member 201 is one of a worm gear and a worm, and the second transmission member 202 is the other of a worm gear and a worm.

[0089] In some embodiments, the piston assembly 300 includes a rotating member 301 and a piston 302. The rotating member 301 is at least partially disposed within the receiving cylinder 100 and is rotatably connected to the receiving cylinder 100. The piston 302 is connected to the rotating member 301 and is fixedly connected to the rotating member 301 along the circumference of the rotating member 301. The piston 302 is slidable along the axial direction of the rotating member 301. A first transmission member 201 is sleeved on the rotating member 301 and connected to the piston 302. The first transmission member 201 is fixedly connected to the rotating member 301 along the circumference of the rotating member 301 and is slidable along the axial direction of the rotating member 301.

[0090] For example, the rotating member 301 is a rotating shaft connected to the first stabilizer bar 2, and the piston 302 is sleeved on the circumferential surface of the rotating shaft and connected to the rotating shaft by a spline.

[0091] In this application, the first transmission component 201 (e.g., a lead screw) is circumferentially fixed to and rotates with the rotating component 301. Simultaneously, it drives the second transmission component 202 (e.g., a nut) to move axially via a threaded pair, pushing the piston 302 to change the volume of the first chamber 100a and the second chamber 100b within the accommodating cylinder 100. This forces the fluid through the throttling channel of the damping assembly, generating a controllable damping force. The rotating component 301 is rotatably connected to the accommodating cylinder 100 and only performs the function of transmitting rotational motion, avoiding motion interference with the axial sliding of the piston 302. The piston 302 only slides axially along the rotating component 301, ensuring that the volume between the first chamber 100a and the second chamber 100b changes.

[0092] Piston 302 and rotating component 301 can be pre-assembled as independent modules (e.g., piston 302 is splined onto rotating component 301) and then inserted as a whole into second transmission component 202 to reduce assembly difficulty.

[0093] In some embodiments, see Figure 2The damping device 1 also includes a first seal, which is connected between the circumferential surface of the piston 302 facing the accommodating cylinder 100 and the accommodating cylinder 100, thereby isolating the first chamber 100a and the second chamber 100b to avoid affecting the damping effect of the damping device 1.

[0094] In some embodiments, see Figure 2 The damping device 1 also includes a second seal, which is connected between the circumferential surface of the rotating member 301 and the piston 302, further ensuring the sealing effect of the first chamber 100a and the second chamber 100b on both sides of the piston 302.

[0095] For example, the first seal and the second seal can be wear-resistant rings.

[0096] As another example, the first seal and the second seal can also be rubber rings.

[0097] In some embodiments, see Figure 2 The accommodating cylinder 100 includes a first housing 101 and a second housing 102. The second transmission member 202 is provided with a clearance channel 202a. The first housing 101 and the second housing 102 are connected through the clearance channel 202a. The sum of the volumes of the first chamber 100a and the second chamber 100b is equal to the sum of the volumes of the first housing 101, the clearance channel 202a, and the second housing 102.

[0098] The rotating member 301 located in the accommodating cylinder 100 includes a first part and a second part connected in sequence. The first part is located in the first chamber 100a, and the second part is located in the second chamber 100b and the clearance channel 202a. The rotating member 301 is rotatably connected to the first housing 101, the second transmission member 202, and the second housing 102.

[0099] In this way, the first housing 101 and the second housing 102 can be processed separately, reducing the processing difficulty of integral molding of complex cavities. The clearance channel 202a serves as a connecting bridge between the first housing 101 and the second housing 102, allowing fluid to flow freely between the two chambers, while providing movement space for the second part of the rotating component 301 and avoiding structural interference.

[0100] The clearance passage 202a can connect two parts of the second chamber 100b, or it can connect the first chamber 100a and the second chamber 100b. The portion connected by the clearance passage 202a will vary depending on the relative volume of the first chamber 100a and the second chamber 100b. The sum of the volumes of the first chamber 100a and the second chamber 100b is equal to the sum of the volumes of the first shell 101, the clearance passage 202a, and the second shell 102.

[0101] The second transmission component 202 can be disposed within the cavity enclosed by the first housing 101 and the second housing 102, or it can be connected between the first housing 101 and the second housing 102. The outer wall of the second transmission component 202, together with the outer walls of the first housing 101 and the second housing 102, constitutes the outer shell of the damping device 1. This application will further illustrate the latter example.

[0102] In some other embodiments, the first housing 101 and the second housing 102 in this application can be further disassembled to facilitate subsequent assembly. Taking the first housing 101 as an example, the first housing 101 may include a cylindrical part and an end cap part. The cylindrical part is connected to the second transmission member 202 first, and then the end cap part is connected to the cylindrical part. At the same time, the end cap part has a reserved hole for the rotating member 301 to rotate.

[0103] In some embodiments, see Figure 2 The piston 302 is disposed within the first housing 101, or the piston 302 is disposed within the second housing 102. In this way, only the sealing performance between the circumferential surface of the piston 302 and the first housing 101 or the second housing 102 needs to be considered, without limiting the size of the avoidance channel 202a.

[0104] In some embodiments, see Figure 2 The application also includes a third seal, which is connected between the rotating member 301 and the second housing 102 to seal the rotating member 301 and the second housing 102, ensuring that the medium does not flow out from the second housing 102.

[0105] In some embodiments, see Figure 4 and combined Figure 2 and Figure 3 Along the axial direction of the accommodating cylinder 100, the second transmission member 202 is connected between the first housing 101 and the second housing 102.

[0106] Taking the second transmission component 202 as a ball nut as an example, the first housing 101, the second housing 102, and the ball nut can be manufactured using different processes such as casting and machining, reducing the manufacturing cost of the complex integrated cavity. The ball nut or lead screw can be replaced individually after wear, without scrapping the entire housing cylinder 100 module, thus reducing the total life-cycle cost.

[0107] In some embodiments, see Figure 4 The first housing 101 has a first opening on the side facing the second transmission member 202, and the second housing 102 has a second opening on the side facing the second transmission member 202. The second transmission member 202 is connected between the first opening and the second opening, and the second transmission member 202 is adapted to seal the first opening and the second opening.

[0108] On the one hand, see Figure 5 , Figure 6 and combined Figure 4 The second transmission component 202 facilitates precise alignment between the first housing 101 and the second housing 102. On the other hand, during assembly, the second transmission component 202 can be fitted with the first transmission component 201 before the first housing 101 and the second housing 102 are installed, which reduces the assembly difficulty.

[0109] In some embodiments, the first housing 101 and the second transmission member 202 are electron beam welded; and / or, the second housing 102 and the second transmission member 202 are electron beam welded.

[0110] In this way, by replacing bolts or interference fits with welding, this application eliminates the microscopic gaps at the connection interface, enhances the overall bending and torsional stiffness of the split-type housing 100, and avoids fatigue fracture caused by fretting during vehicle bumps. At the same time, it eliminates the need for flanges, bolt holes, or locating pins, simplifying the interface design between the housing and transmission components, and reducing processing complexity and the number of parts.

[0111] In some embodiments, the first stabilizer bar 2 and the second stabilizer bar 3 are both rigid bars that can provide support for the damping device 1.

[0112] In some embodiments, see Figure 7 and combined Figure 2 The vehicle also includes a liquid supply assembly 400, which is connected to a first chamber 100a and a second chamber 100b. The liquid supply assembly 400 is adapted to supply or discharge a medium to the first chamber 100a, and to supply or discharge liquid to the second chamber 100b. The liquid supply assembly 400 forms a damping component in the damping device 1.

[0113] For example, the fluid supply assembly 400 can be the hydraulic system of a vehicle.

[0114] In another example, the liquid supply assembly 400 is mounted on the first stabilizer bar 2 or the second stabilizer bar 3. Since both the first stabilizer bar 2 and the second stabilizer bar 3 are rigid bars, they can effectively support the liquid supply assembly 400.

[0115] See Figure 7 and combined Figure 2 , Figure 2The rotating component 301 is rigidly connected to the first stabilizer bar 2, and the second housing 102 is coupled to the second stabilizer bar 3 through a fixed interface. When the wheel connected to the first stabilizer bar 2 tilts due to road bumps or steering during vehicle operation, the first stabilizer bar 2 will drive the rotating component 301 to rotate around its axis. At this time, the transmission assembly 200 converts the rotational motion of the rotating component 301 into the axial displacement of the piston assembly 300, forcing the fluid medium in the first chamber 100a and the second chamber 100b of the accommodating cylinder 100 to interact. If the damping assembly cuts off the communication channel between the two chambers through an electronic control signal or mechanical feedback, that is, when the fluid supply assembly 400 interrupts the connection between the first chamber 100a and the second chamber 100b, the transmission assembly 200 in the damping device 1 cannot move due to the obstruction of the medium, thereby damping the rotating component 301 and further obstructing the rotation of the first stabilizer bar 2, thus improving the stability of the vehicle during driving. The piston assembly 300 will form a motion lock under the constraint of the incompressible properties of the medium. The locking effect is transmitted in the opposite direction to the rotating component 301 via the transmission assembly 200, generating a resisting torque in the opposite direction of rotation, thereby suppressing the torsional amplitude of the first stabilizer bar 2. This effectively reduces the vehicle's roll angle and improves tire grip, ultimately enhancing the vehicle's driving stability and handling safety under complex conditions.

[0116] When the fluid supply assembly 400 allows the first chamber 100a and the second chamber 100b to connect, the first stabilizer bar 2 can rotate to a certain extent. Specifically, when the rotating component 301 rotates under the drive of the first stabilizer bar 2, the transmission assembly 200 pushes the piston assembly 300 to move axially, forcing the fluid medium in the first chamber 100a to flow into the second chamber 100b through the connecting channel of the fluid supply assembly 400. At this time, the open state of the connecting channel allows the pressure difference between the two chambers to be quickly balanced, and the fluid flow resistance is greatly reduced. The piston assembly 300 can slide freely in a low-resistance environment, and the reverse resisting torque of the transmission assembly 200 on the rotating component 301 is weakened accordingly, thereby allowing the first stabilizer bar 2 to undergo elastic torsion within a controllable range under external loads (such as unilateral wheel undulation). In this state, the suspension system can absorb road impact energy through the moderate deformation of the stabilizer bar, reduce the vibration interference of rigid transmission on the vehicle body, significantly improve the ride smoothness and ride comfort of the vehicle on flat roads or under small bumps, while maintaining the basic constraint capability on the vehicle body posture.

[0117] Of course, the magnitude of the damping force generated by the damping device 1 can also be controlled by adjusting the connection state between the first chamber 100a and the second chamber 100b (i.e., the flow rate of the medium between them).

[0118] It should be noted that the damping device 1 dampes the second stabilizer bar 3 in the same way as the first stabilizer bar 2, and this application will not elaborate further on this.

[0119] In some embodiments, see Figure 7 and combined Figure 2 The liquid supply assembly 400 includes a liquid storage component 401, a first transmission pipe 402 and a second transmission pipe 403. The first transmission pipe 402 is connected between the liquid storage component 401 and the first chamber 100a, and the second transmission pipe 403 is connected between the liquid storage component 401 and the second chamber 100b.

[0120] The first transmission pipe 402 and the second transmission pipe 403 are independently connected to the liquid storage device 401 and the first chamber 100a and the second chamber 100b, respectively. They can independently compensate for the pressure difference between the two chambers. By adjusting the flow area of ​​the two transmission pipes or adding flow valves, the replenishment or drainage rate of the first chamber 100a and the second chamber 100b can be differentially controlled to adapt to different working conditions (such as needing to replenish liquid quickly when making sharp turns, and needing to balance at low speeds when driving smoothly).

[0121] When the vehicle is traveling on a smooth road surface, the fluid supply assembly 400 keeps both transmission pipes unobstructed, and the accumulator 401 is freely connected to the two chambers through the transmission pipes. The axial movement of the piston 302 drives the fluid to flow smoothly between the chambers and the accumulator 401. The accumulator 401 absorbs pressure fluctuations, reduces the motion resistance of the transmission assembly 200, and allows the stabilizer bar to twist moderately to absorb minor road vibrations, thereby improving comfort.

[0122] When the liquid supply assembly 400 is closed or the transmission between the first transmission pipe 402 and the second transmission pipe 403 is throttled, and the connection between the liquid storage component 401 and the first chamber 100a and the second chamber 100b is cut off, the fluid in the chamber cannot flow out and forms a closed system. The displacement of the piston 302 is blocked, and the transmission assembly 200 generates a reverse torque on the rotating component 301, which suppresses the torsion of the first stabilizer bar 2 or the second stabilizer bar 3 and can quickly build up a strong damping force to resist the body roll.

[0123] In some embodiments, see Figure 7 , Figure 8 and combined Figure 2 The liquid supply assembly 400 also includes an on / off valve 405 and a three-position four-way valve 404. The on / off valve 405 is located between the three-position four-way valve 404 and the liquid storage unit 401, and the three-position four-way valve 404 is connected between the liquid storage unit 401 and the first transmission pipe 402 and the second transmission pipe 403.

[0124] The three-position four-way valve 404 includes a valve body, a valve core, and a drive device. The drive device is connected to the valve core. The valve body has a valve cavity, which is connected to the first transmission pipe 402 and the second transmission pipe 403. The valve core is movably disposed in the valve cavity and has a first switching position, a second switching position, and an intermediate position between the first switching position and the second switching position by being driven by the drive device.

[0125] In this way, the fluid supply assembly 400 and the damping device 1 in this application can precisely control the fluid path. For example, the three positions of the three-position four-way valve 404 can correspond to different operating conditions, such as high damping, low damping, and intermediate states. The drive device may be electronically controlled, which can quickly respond to changes in vehicle status and improve the real-time performance of the adjustment.

[0126] In some embodiments, see Figure 7 , Figure 8 and combined Figure 2 When the valve core is in the middle position, the first chamber 100a is disconnected from the second chamber 100b; when the valve core is in the first switching position or the second switching position and the on / off valve 405 is closed, the first chamber 100a and the second chamber 100b are disconnected; when the valve core is in the first switching position or the second switching position and the on / off valve 405 is open, the first chamber 100a and the second chamber 100b are connected.

[0127] Correspondingly, the valve core of the three-position four-way valve 404 can be switched to the first position, the second position, and the intermediate position under the control of the drive device, corresponding to three working conditions: In the first position, the valve core connects the accumulator 401 and the first transmission pipe 402, allowing fluid to be replenished unidirectionally to the first chamber 100a to enhance the damping of the outer suspension; In the second position, the accumulator 401 and the second transmission pipe 403 are connected, prioritizing the balancing of the pressure in the second chamber 100b to cope with the reverse tilt; In the intermediate position, the direct connection between the accumulator 401 and the first transmission pipe 402 and the second transmission pipe 403 is blocked, and instead, a limited flow is formed through the throttling orifice built into the valve cavity, realizing dynamic pressure fine adjustment between the two chambers, taking into account both operability and comfort.

[0128] The on / off valve 405 is located between the three-position four-way valve 404 and the liquid storage element 401. Under extreme conditions (such as hydraulic shock or electrical control failure), it can urgently cut off the main liquid supply path to prevent medium leakage or pressure runaway, while maintaining basic circulation through the bypass pressure relief channel.

[0129] In some embodiments, see Figure 7 , Figure 8 and combined Figure 2 When the on / off valve 405 is closed, and the valve core is in the first switching position, the first transmission pipe 402 delivers liquid to the first chamber 100a, and the second transmission pipe 403 discharges liquid from the second chamber 100b; when the valve core is in the second switching position, the second transmission pipe 403 delivers liquid to the second chamber 100b, and the first transmission pipe 402 discharges liquid from the first chamber 100a.

[0130] When the valve core is in the first switching position, the valve cavity flow channel configuration of the three-position four-way valve 404 connects the first transmission pipe 402 with the liquid storage device 401 to form a liquid supply path, delivering fluid to the first chamber 100a to increase its pressure. At the same time, a drainage path is formed between the second transmission pipe 403 and the liquid storage device 401, guiding the excess fluid in the second chamber 100b back to the liquid storage device 401.

[0131] When the valve core switches to the second switching position, the flow direction is reversed: the second transmission pipe 403 becomes the liquid supply path to pressurize the second chamber 100b, and the first transmission pipe 402 becomes the liquid discharge path to release the pressure in the first chamber 100a.

[0132] In some embodiments, see Figure 7 , Figure 8 and combined Figure 2 The on / off valve 405 is a throttle valve. By adjusting the valve core opening (such as a conical valve core or needle valve structure), the throttle valve can linearly control the flow cross-sectional area of ​​the fluid, thereby achieving fine adjustment of the flow rate between the two chambers, and thus controlling the damping speed generated by the damping device 1 to control the vehicle's roll speed.

[0133] In some embodiments, see Figure 7 , Figure 8 and combined Figure 2 The liquid supply assembly 400 of this application also includes a liquid level sensor 406, which is used to monitor the liquid flow rate and velocity of the first transmission pipe 402 and the second transmission pipe 403.

[0134] In some embodiments, this application further includes a control method for the damping device 1, the method comprising:

[0135] Based on the vehicle's state parameters, the communication state between the first chamber 100a and the second chamber 100b is controlled to control the rotational stiffness between the housing 100 and the piston assembly 300.

[0136] Based on this, the damping device 1 control method proposed in this application can dynamically adjust the connection state between the first chamber 100a and the second chamber 100b by collecting vehicle state parameters in real time (such as vehicle speed, steering angle, lateral acceleration and body tilt angle), thereby achieving intelligent adaptation of rotational stiffness and achieving the optimal balance between handling, comfort and safety.

[0137] In some embodiments, the vehicle's state parameters include vehicle speed and steering wheel angle. Based on these state parameters, controlling the communication state between the first chamber 100a and the second chamber 100b includes:

[0138] When the vehicle speed is less than the first speed and the steering wheel angle is equal to 0, the first chamber 100a is connected to the second chamber 100b.

[0139] When the vehicle is traveling at a low speed and in a straight line (steering wheel angle is 0), the first chamber 100a and the second chamber 100b are connected, and the damping device 1 is in a relatively low load operating state, reducing unnecessary energy consumption, thereby improving the energy utilization efficiency of the vehicle and reducing energy consumption.

[0140] In some embodiments, the vehicle further includes a sensor connected to the vehicle body, the sensor being used to sense the vehicle's roll angle, and controlling the communication state between the first chamber 100a and the second chamber 100b according to the vehicle's state parameters when the vehicle speed is less than a first speed and the steering wheel angle is greater than a first angle, and further including:

[0141] When the tilt angle is greater than the first angle, the first chamber 100a is disconnected from the second chamber 100b.

[0142] When the tilt angle is less than the first angle, the first chamber 100a is connected to the second chamber 100b.

[0143] The connection state of the chambers is controlled based on the roll angle. If the roll angle is greater than a first angle, it indicates that the vehicle has a significant roll tendency. Disconnecting the first chamber 100a and the second chamber 100b allows the damping device 1 to increase its anti-roll force, stabilize the vehicle's posture, prevent the vehicle from being dangerous due to excessive roll, and improve the vehicle's driving stability during cornering and other maneuvers. When the vehicle is turning at low speed and large angle, if the roll angle is small, connecting the first chamber 100a and the second chamber 100b ensures a certain level of system flexibility while meeting the performance requirements of the vehicle during normal cornering operations.

[0144] In some embodiments, when the vehicle speed is less than the first speed and the steering wheel angle is less than the first angle, controlling the communication state between the first chamber 100a and the second chamber 100b according to the vehicle's state parameters further includes:

[0145] When the tilt angle is greater than the second angle, the first chamber 100a is disconnected from the second chamber 100b.

[0146] When the tilt angle is less than the second angle, control the first chamber 100a to connect with the second chamber 100b;

[0147] The second angle is greater than the first angle.

[0148] At low speeds and with small steering wheel angles, the vehicle is generally in a normal driving or slight steering state. At this time, if the roll angle is greater than the second angle, it means that the vehicle's roll has exceeded the normal range, posing a certain risk of instability. Disconnecting the first chamber 100a from the second chamber 100b allows the stabilizer bar assembly to exert a stronger stabilizing effect, increasing the resistance to vehicle roll and preventing dangerous situations such as rollover or loss of control due to excessive roll at low speeds, thus ensuring the vehicle's driving stability at low speeds.

[0149] In some embodiments, controlling the communication state between the first chamber 100a and the second chamber 100b according to vehicle state parameters includes:

[0150] When the vehicle speed is greater than the first speed and less than the second speed, and the steering wheel angle is equal to 0, the first chamber 100a and the second chamber 100b are connected; wherein, the second speed is greater than the first speed.

[0151] When the vehicle speed is greater than the first speed but less than the second speed (medium speed range), and the steering wheel angle is 0 (vehicle traveling in a straight line), connecting the first chamber 100a with the second chamber 100b can reduce the bumps during vehicle operation, improve the stability and comfort of vehicle operation, and reduce the discomfort caused by uneven road surfaces for passengers.

[0152] In some embodiments, the vehicle further includes a sensor connected to the vehicle body. The sensor is used to sense the vehicle's roll angle. When the vehicle speed is greater than a first speed but less than a second speed and the steering wheel angle is not equal to 0, the communication state between the first chamber 100a and the second chamber 100b is controlled according to the vehicle's state parameters. The system also includes:

[0153] When the tilt angle is greater than the second angle, the first chamber 100a is disconnected from the second chamber 100b.

[0154] When the tilt angle is greater than or equal to the first angle and less than or equal to the second angle, the communication state between the first chamber 100a and the second chamber 100b is controlled to be the first communication state;

[0155] When the tilt angle is less than the first angle, the connection state between the first chamber 100a and the second chamber 100b is controlled to be the second connection state.

[0156] Wherein, the second angle is greater than the first angle, and the medium flow velocity between the first chamber 100a and the second chamber 100b in the second connected state is greater than the medium flow velocity between the first chamber 100a and the second chamber 100b in the first connected state.

[0157] When the vehicle speed is in the medium speed range (greater than the first speed but less than the second speed) and the steering wheel angle is not 0 (the vehicle is turning), adjusting the connection state of the first chamber 100a and the second chamber 100b according to the roll angle can effectively enhance the vehicle's stability when turning. When the roll angle is greater than the second angle (i.e., the vehicle rolls significantly and there is a risk of rollover), controlling the first chamber 100a and the second chamber 100b to disconnect allows the damping device 1 to generate strong damping on the first stabilizer bar 2 and the second stabilizer bar 3, limiting further vehicle rollover, preventing vehicle rollover, and ensuring driving safety.

[0158] In some embodiments, controlling the communication state between the first chamber 100a and the second chamber 100b according to vehicle state parameters includes:

[0159] When the vehicle speed is greater than the second speed and the steering wheel angle is equal to 0, the first chamber 100a is disconnected from the second chamber 100b; wherein, the second speed is greater than the first speed.

[0160] Disconnecting the first chamber 100a from the second chamber 100b during high-speed straight-line driving can make the vehicle suspension or related systems stiffer, reducing minor swaying or instability that may occur at high speeds. This helps the vehicle maintain stability while driving straight, reduces the difficulty of driver control, and improves driving safety.

[0161] In some embodiments, the vehicle further includes a sensor connected to the vehicle body. The sensor is used to sense the vehicle's roll angle. When the vehicle speed is greater than a second speed and the steering wheel angle is not equal to 0, the sensor controls the communication state between the first chamber 100a and the second chamber 100b according to the vehicle's state parameters, including:

[0162] When the tilt angle is greater than the second angle, the first chamber 100a is disconnected from the second chamber 100b.

[0163] When the tilt angle is greater than or equal to the first angle and less than or equal to the second angle, the communication state between the first chamber 100a and the second chamber 100b is controlled to be the first communication state;

[0164] When the tilt angle is less than the first angle, the first chamber 100a is disconnected from the second chamber 100b.

[0165] Wherein, the second angle is greater than the first angle, and when the first chamber 100a and the second chamber 100b are fully connected, the medium flow velocity between the first chamber 100a and the second chamber 100b is greater than the medium flow velocity between the first chamber 100a and the second chamber 100b when they are in the first connected state.

[0166] When the roll angle is greater than the second angle, the first chamber 100a is disconnected from the second chamber 100b, so that the damping device 1 generates a larger damping force, and the first stabilizer bar 2 and the second stabilizer bar 3 are rigidly connected, thereby limiting the vehicle to roll further, reducing the risk of rollover during high-speed cornering, and ensuring the safety of passengers and the vehicle.

[0167] Different connection states are set according to different roll angle ranges, so that the vehicle can adapt to various roll conditions during high-speed cornering. Regardless of the roll size, the damping force generated by the damping device 1 can be controlled by adjusting the connection state of the first chamber 100a and the second chamber 100b, thus maintaining good driving performance.

[0168] In the above control method, for example, the first speed can be 30 km / h and the second speed can be 80 km / h. As another example, the first angle can be 3° and the second angle can be 7°. Of course, the first speed, the second speed, the first angle, and the second angle can also be other values, and this application does not limit them.

[0169] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0170] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A damping device (1) for a vehicle stabilizer bar assembly, characterized in that, include: Container (100); A piston assembly (300) is at least partially disposed within the receiving cylinder (100) and divides the internal space of the receiving cylinder (100) into a first chamber (100a) and a second chamber (100b) that are axially oriented and volume adjustable along the receiving cylinder (100). A transmission assembly (200) is connected between the accommodating cylinder (100) and the piston assembly (300). The transmission assembly (200) is used to convert the relative rotational motion between the accommodating cylinder (100) and the piston assembly (300) into relative linear motion along the axial direction of the accommodating cylinder (100). A damping assembly is used to control the communication state between the first chamber (100a) and the second chamber (100b) to control the rotational stiffness between the receiving cylinder (100) and the piston assembly (300).

2. The damping device (1) according to claim 1, characterized in that, The transmission assembly (200) includes: A first transmission member (201) is connected to the piston assembly (300), and the first transmission member (201) slides along the axial direction of the piston assembly (300); The second transmission component (202) is connected to the accommodating cylinder (100), and the second transmission component (202) is threadedly engaged with the first transmission component (201).

3. The damping device (1) according to claim 2, characterized in that, The first transmission component (201) is one of a lead screw and a nut, and the second transmission component (202) is the other of a lead screw and a nut.

4. The damping device (1) according to claim 2, characterized in that, The piston assembly (300) includes: A rotating member (301) is at least partially disposed inside the receiving cylinder (100), and the rotating member (301) is rotatably connected to the receiving cylinder (100); A piston (302) is connected to the rotating member (301), and the piston (302) and the rotating member (301) are fixedly connected along the circumference of the rotating member (301), while the piston (302) is slidable along the axial direction of the rotating member (301). The first transmission member (201) is sleeved on the rotating member (301) and connected to the piston (302). The first transmission member (201) and the rotating member (301) are fixedly connected along the circumference of the rotating member (301), and the first transmission member (201) is slidable along the axial direction of the rotating member (301).

5. The damping device (1) according to claim 4, characterized in that, Also includes: A first seal is connected between the circumferential surface of the piston (302) facing the accommodating cylinder (100) and the accommodating cylinder (100).

6. The damping device (1) according to claim 4, characterized in that, Also includes: The second seal is connected between the circumferential surface of the rotating member (301) and the piston (302).

7. The damping device (1) according to claim 4, characterized in that, The receiving cylinder (100) includes: The first housing (101) and the second housing (102) are provided with a clearance channel (202a). The first housing (101) and the second housing (102) are connected through the clearance channel (202a). The sum of the volumes of the first chamber (100a) and the second chamber (100b) is equal to the sum of the volumes of the first housing (101), the clearance channel (202a) and the second housing (102). The rotating member (301) located in the accommodating cylinder (100) includes a first part and a second part connected in sequence. The first part is located in the first chamber (100a), and the second part is located in the second chamber (100b) and the clearance channel (202a). The rotating member (301) is rotatably connected to the first housing (101), the second transmission member (202), and the second housing (102).

8. The damping device (1) according to claim 7, characterized in that, The piston (302) is disposed inside the first housing (101); or, the piston (302) is disposed inside the second housing (102).

9. The damping device (1) according to claim 7, characterized in that, Also includes: The third seal is connected between the rotating member (301) and the second housing (102).

10. The damping device (1) according to claim 7, characterized in that, Along the axial direction of the accommodating cylinder (100), the second transmission member (202) is connected between the first housing (101) and the second housing (102).

11. The damping device (1) according to claim 10, characterized in that, The first housing (101) has a first opening on the side facing the second transmission member (202), and the second housing (102) has a second opening on the side facing the second transmission member (202). The second transmission member (202) is connected between the first opening and the second opening, and the second transmission member (202) is adapted to seal the first opening and the second opening.

12. The damping device (1) according to claim 7, characterized in that, The first housing (101) and the second transmission member (202) are electron beam welded; and / or, the second housing (102) and the second transmission member (202) are electron beam welded.

13. The damping device (1) according to claim 7, characterized in that, The damping device (1) is connected between the first stabilizer (2) and the second stabilizer (3) of the stabilizer assembly. The rotating part (301) is connected to the first stabilizer (2) at one end away from the first housing (101). The first stabilizer (2) is adapted to drive the first stabilizer (2) to rotate. The second housing (102) is connected to the second stabilizer (3) on one side away from the first housing (101).

14. The damping device (1) according to any one of claims 7-13, characterized in that, The first housing (101) is provided with a first medium transmission port, and the second housing (102) is provided with a second medium transmission port.

15. A stabilizer bar assembly, characterized in that, include: The damping device (1) according to any one of claims 1-14; The first stabilizer bar (2) and the second stabilizer bar (3) are connected together, and the damping device (1) is connected between the first stabilizer bar (2) and the second stabilizer bar (3).

16. The stabilizer bar assembly according to claim 15, characterized in that, Both the first stabilizer bar (2) and the second stabilizer bar (3) are rigid bars.

17. A suspension system, characterized in that, include: The stabilizer assembly of claim 15 or 16 and / or the damping device of any one of claims 1-14 (1).

18. A vehicle, characterized in that, include: The suspension system of claim 17; A liquid supply assembly (400) is connected to the first chamber (100a) and the second chamber (100b). The liquid supply assembly (400) is adapted to supply a medium to or discharge a medium from the first chamber (100a), and to supply liquid to or discharge liquid from the second chamber (100b).

19. The vehicle according to claim 18, characterized in that, The liquid supply assembly (400) includes: Liquid storage parts (401); A first transmission pipe (402) is connected between the liquid storage device (401) and the first chamber (100a); The second transmission tube (403) is connected between the liquid storage element (401) and the second chamber (100b).

20. The vehicle according to claim 18, characterized in that, The liquid supply assembly (400) further includes: On / off valve (405); A three-position four-way valve (404) is provided, wherein the on / off valve (405) is disposed between the three-position four-way valve (404) and the liquid storage element (401), and the three-position four-way valve (404) is connected between the liquid storage element (401) and the first transmission pipe (402) and the second transmission pipe (403). The three-position four-way valve (404) includes a valve body, a valve core, and a drive device, wherein the drive device is connected to the valve core; The valve body is provided with a valve cavity, which is connected to the first transmission pipe (402) and the second transmission pipe (403). The valve core is movably disposed in the valve cavity and has a first switching position, a second switching position and an intermediate position between the first switching position and the second switching position by being driven by the driving device.

21. The vehicle according to claim 20, characterized in that, When the valve core is in the intermediate position, the first chamber (100a) and the second chamber (100b) are disconnected; when the valve core is in the first switching position or the second switching position and the on / off valve (405) is closed, the first chamber (100a) and the second chamber (100b) are disconnected; when the valve core is in the first switching position or the second switching position and the on / off valve (405) is open, the first chamber (100a) and the second chamber (100b) are connected.

22. The vehicle according to claim 20, characterized in that, When the on / off valve (405) is closed, and the valve core is in the first switching position, the first transmission pipe (402) delivers liquid to the first chamber (100a), and the second transmission pipe (403) discharges liquid from the second chamber (100b); when the valve core is in the second switching position, the second transmission pipe (403) delivers liquid to the second chamber (100b), and the first transmission pipe (402) discharges liquid from the first chamber (100a).

23. The vehicle according to claim 20, characterized in that, The on / off valve (405) is a throttle valve.

24. A control method for the damping device (1) as described in any one of claims 1-14, characterized in that, include: Based on the vehicle's state parameters, the communication state between the first chamber (100a) and the second chamber (100b) is controlled to control the rotational stiffness between the receiving cylinder (100) and the piston assembly (300).

25. The control method according to claim 24, characterized in that, The vehicle's state parameters include vehicle speed and steering wheel angle. Controlling the communication state between the first chamber (100a) and the second chamber (100b) based on these state parameters includes: When the vehicle speed is less than the first speed and the steering wheel angle is equal to 0, the first chamber (100a) is connected to the second chamber (100b).

26. The control method according to claim 24, characterized in that, The vehicle also includes a sensor connected to the vehicle body. The sensor is used to sense the vehicle's roll angle. When the vehicle speed is less than a first speed and the steering wheel angle is greater than a first angle, controlling the communication state between the first chamber (100a) and the second chamber (100b) according to the vehicle's state parameters further includes: When the tilt angle is greater than the first angle, the first chamber (100a) is disconnected from the second chamber (100b); When the tilt angle is less than the first angle, the first chamber (100a) is controlled to communicate with the second chamber (100b).

27. The control method according to claim 26, characterized in that, When the vehicle speed is less than a first speed and the steering wheel angle is less than a first angle, controlling the communication state between the first chamber (100a) and the second chamber (100b) according to the vehicle's state parameters further includes: When the tilt angle is greater than the second angle, the first chamber (100a) is disconnected from the second chamber (100b); When the tilt angle is less than the second angle, the first chamber (100a) and the second chamber (100b) are connected. The second angle is greater than the first angle.

28. The control method according to claim 25, characterized in that, The step of controlling the communication state between the first chamber (100a) and the second chamber (100b) based on the vehicle's state parameters includes: When the vehicle speed is greater than the first speed and less than the second speed, and the steering wheel angle is equal to 0, the first chamber (100a) and the second chamber (100b) are connected; wherein the second speed is greater than the first speed.

29. The control method according to claim 28, characterized in that, The vehicle also includes a sensor connected to the vehicle body. The sensor is used to sense the vehicle's roll angle. When the vehicle speed is greater than the first speed and less than the second speed, and the steering wheel angle is not equal to 0, controlling the communication state between the first chamber (100a) and the second chamber (100b) according to the vehicle's state parameters further includes: When the tilt angle is greater than the second angle, the first chamber (100a) is disconnected from the second chamber (100b); When the tilt angle is greater than or equal to the first angle and less than or equal to the second angle, the communication state between the first chamber (100a) and the second chamber (100b) is controlled to be the first communication state; When the tilt angle is less than the first angle, the communication state between the first chamber (100a) and the second chamber (100b) is controlled to be the second communication state; Wherein, the second angle is greater than the first angle, and the medium flow velocity between the first chamber (100a) and the second chamber (100b) in the second communication state is greater than the medium flow velocity between the first chamber (100a) and the second chamber (100b) in the first communication state.

30. The control method according to claim 28, characterized in that, The step of controlling the communication state between the first chamber (100a) and the second chamber (100b) based on the vehicle's state parameters includes: When the vehicle speed is greater than the second speed and the steering wheel angle is equal to 0, the first chamber (100a) is controlled to disconnect from the second chamber (100b); wherein the second speed is greater than the first speed.

31. The control method according to claim 30, characterized in that, The vehicle also includes a sensor connected to the vehicle body. The sensor is used to sense the vehicle's roll angle. When the vehicle speed is greater than a second speed and the steering wheel angle is not equal to 0, controlling the communication state between the first chamber (100a) and the second chamber (100b) according to the vehicle's state parameters includes: When the tilt angle is greater than the second angle, the first chamber (100a) is disconnected from the second chamber (100b); When the tilt angle is greater than or equal to the first angle and less than or equal to the second angle, the communication state between the first chamber (100a) and the second chamber (100b) is controlled to be the first communication state; When the tilt angle is less than the first angle, the first chamber (100a) is disconnected from the second chamber (100b); Wherein, the second angle is greater than the first angle, and when the first chamber (100a) and the second chamber (100b) are fully connected, the medium flow velocity between the first chamber (100a) and the second chamber (100b) is greater than the medium flow velocity between the first chamber (100a) and the second chamber (100b) when they are in the first connected state.

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