Stabilizer bar assembly and vehicle

Abstract

The utility model discloses a stabilizer bar assembly and a vehicle. The stabilizer bar assembly comprises a first stabilizer bar and a second stabilizer bar, the first stabilizer bar is connected with the sleeve, the second stabilizer bar is connected with the piston part, the piston part is arranged in the sleeve and rotatably matched with the sleeve, the piston part divides the sleeve into a first cavity and a second cavity, and the sleeve is further provided with a middle-position oil liquid hole; the first pressure sensor is used for detecting the pressure at the middle-position oil liquid hole; and the hydraulic module comprises a control valve set and a hydraulic pipeline, the hydraulic pipeline is connected with the first cavity and the second cavity, the hydraulic pipeline is provided with the control valve set, and the control valve set is used for selectively communicating the first cavity with the second cavity. According to the stabilizer bar assembly, in the process that the first stabilizer bar and the second stabilizer bar are converted into the connected locking state from the disconnected state, the process that the first stabilizer bar and the second stabilizer bar need to be converted into the middle-position locking state is simple, and the whole structure is simple and convenient to set.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a stabilizer bar assembly and a vehicle. Background Art

[0002] Existing automobiles mainly install lateral stabilizer bars on the suspension to suppress the body roll when the vehicle turns, improve the vehicle's handling and sense of safety, and give the driver a better driving experience. The lateral stabilizer bar is connected to the suspension components (upper / lower controller, shock absorber strut, steering knuckle, etc.) through a hanger. When the vehicle turns, the suspension bounces left and right, and the stabilizer bar torsion bar twists, generating a torque to resist roll and suspension rebound, thereby achieving the purpose of reducing roll.

[0003] However, while the anti-roll bar plays a role in reducing roll, it can also cause other adverse effects. For example, when an off-road vehicle is equipped with a anti-roll bar, the left and right rebound travel of the suspension connected by the transverse connecting rod will be restricted when driving in large off-road conditions. This will lead to reduced wheel contact and support for the vehicle in large off-road conditions, and reduced off-road performance.

[0004] Therefore, the prior art has a structure that can disconnect or connect the transverse connecting rod, but the process of converting the transverse connecting rod of the prior art from the disconnected state to the connected locking state is more complicated when it needs to be converted into a neutral locking state, and the entire structure is complex and requires more components. Utility Model Content

[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a stabilizer bar assembly, in which the process of converting the first stabilizer bar and the second stabilizer bar from the disconnected state to the connected locked state is simple when the process of converting the first stabilizer bar and the second stabilizer bar to the neutral locked state is simple, and the whole structure is simple and convenient to set.

[0006] According to the stabilizer bar assembly of the embodiment of the utility model, it includes: a first stabilizer bar and a second stabilizer bar; a sleeve and a piston part, the first stabilizer bar is connected to the sleeve and the second stabilizer bar is connected to the piston part, the piston part is arranged in the sleeve and rotatably cooperates with the sleeve, the piston part divides the sleeve into a first chamber and a second chamber, and the sleeve is also provided with a mid-position oil hole; a first pressure sensor, the first pressure sensor is used to detect the pressure at the mid-position oil hole; a hydraulic module, the hydraulic module includes a control valve group and a hydraulic pipeline, the hydraulic pipeline is respectively connected to the first chamber and the second chamber, the hydraulic pipeline is provided with a control valve group, and the control valve group is used to selectively connect the first chamber and the second chamber.

[0007] According to the stabilizer bar assembly of the embodiment of the utility model, when the center oil hole is not blocked, that is, when the first pressure sensor senses that the pressure at the center oil hole is not zero, the control valve group is opened to allow the oil to flow between the first chamber and the second chamber to maintain the pressure balance between the first chamber and the second chamber. At this time, if the suspension bounces left and right, the first stabilizer bar and the second stabilizer bar can rotate relative to each other. During the relative rotation of the first stabilizer bar and the second stabilizer bar, the piston part moves to the center oil hole to block the center oil hole. At this time, the first pressure sensor detects that the pressure at the center oil hole is zero again, and then closes the control valve group. If the suspension bounces left and right, that is, when the first stabilizer bar and the second stabilizer bar bounce, the oil pressures in the first chamber and the second chamber offset the relative rotation torque of the first stabilizer bar and the second stabilizer bar, thereby keeping the first stabilizer bar and the second stabilizer bar connected, that is, the system is in a locked state at this time, and vice versa.

[0008] Therefore, in the process of converting the first stabilizer bar and the second stabilizer bar of the embodiment of the utility model from the disconnected state to the connected locked state, the process is simple when it needs to be converted to the neutral locked state, mainly through the cooperation of the first pressure sensor and the hydraulic module to make the whole structure simple and require fewer components.

[0009] According to the stabilizer bar assembly of the embodiment of the utility model, it also includes a detection pipeline, one end of which is connected to the middle oil hole, and the first pressure sensor is arranged at the other end of the detection pipeline.

[0010] According to the stabilizer bar assembly of the embodiment of the utility model, the center oil hole is constructed to penetrate along the radial direction of the sleeve, and one end of the detection pipeline is inserted into the center oil hole.

[0011] According to the stabilizer bar assembly of the embodiment of the utility model, the hydraulic module also includes a control element, which is electrically connected to the control valve group and the first pressure sensor, and is used to control the control valve group to selectively connect or disconnect the hydraulic pipeline according to the pressure signal of the first pressure sensor.

[0012] According to the stabilizer bar assembly of the embodiment of the utility model, the control valve group includes a first control valve and a second control valve, the first control valve and the second control valve are spaced apart and distributed in the hydraulic pipeline, and the hydraulic pipeline is provided with an oil storage structure between the first control valve and the second control valve.

[0013] According to the stabilizer bar assembly of the embodiment of the utility model, it also includes a second pressure sensor and a third pressure sensor, the second pressure sensor is connected to the pipeline between the first control valve and the first chamber through a first pipeline, the third pressure sensor is connected to the pipeline between the second control valve and the second chamber through a second pipeline, the first pipeline and the second pipeline are both connected to the outside of the hydraulic pipeline, and the first pressure sensor is located between the second pressure sensor and the third pressure sensor.

[0014] According to the stabilizer bar assembly of the embodiment of the utility model, an internal thread section is provided in the sleeve, the first stabilizer bar is provided with a ball screw section matching the internal thread, and the first stabilizer bar and the piston part are rotatable relative to the sleeve.

[0015] According to the stabilizer bar assembly of the embodiment of the utility model, the center oil hole is located on one side of the internal thread section in the axial direction.

[0016] According to the stabilizer bar assembly of the embodiment of the utility model, the stabilizer bar assembly further includes a bushing assembly, the bushing assembly is disposed outside the first stabilizer bar and the second stabilizer bar, and the first stabilizer bar and the second stabilizer bar are respectively supported on the vehicle body or the subframe through the bushing assembly.

[0017] The embodiment of the utility model further discloses a vehicle, comprising the above-mentioned stabilizer bar assembly.

[0018] The advantages of the vehicle described above over the prior art and the advantages of the stabilizer bar assembly described above over the prior art are the same and will not be elaborated herein.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 It is a structural schematic diagram of a stabilizer bar assembly according to an embodiment of the utility model, in which the piston portion is located in the middle position;

[0022] Figure 2 It is a schematic structural diagram of the stabilizer bar assembly according to an embodiment of the utility model when the piston portion is not in the middle position.

[0023] Reference numerals:

[0024] Stabilizer bar assembly 100, vehicle signal 101, control element 102,

[0025] Sleeve 1, first cavity 11, second cavity 12, internal thread section 13, center oil hole 14, first hydraulic port 15, second hydraulic port 16, piston part 2, first stabilizer bar 3, second stabilizer bar 4, ball screw section 41, first connecting rod 5, left bushing assembly 6, right bushing assembly 7, second connecting rod 8, hydraulic pipeline 9, first control valve 91, second control valve 92, oil storage structure 9, detection pipeline 94, first pressure sensor 95, first pipeline 96, second pipeline 97, second pressure sensor 98, third pressure sensor 99. DETAILED DESCRIPTION

[0026] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0027] Unless otherwise specified, the front-to-back direction in the present application is the longitudinal direction of the vehicle, that is, the X direction; the left-right direction is the lateral direction of the vehicle, that is, the Y direction; and the up-down direction is the vertical direction of the vehicle, that is, the Z direction.

[0028] Reference below Figure 1-Figure 2 Describe the stabilizer bar assembly 100 according to the embodiment of the utility model. When adjusting the first stabilizer bar 3 and the second stabilizer bar 4 from the disconnected state to remain locked, it is only necessary to detect the pressure of the middle oil hole 14 through the first pressure sensor 95, and feed back to the control element 102 to control the opening and closing of the hydraulic pipeline 9, so as to adjust whether the oil in the first chamber 11 and the second chamber 12 is connected, and adaptively adjust the disconnection of the first stabilizer bar 3 and the second stabilizer bar 4 to be converted into a connected and locked state. It can adapt to driving on different road conditions according to actual conditions. The whole process is simple and does not require complex structure and component settings.

[0029] like Figure 1-Figure 2 As shown, the stabilizer bar assembly 100 according to the embodiment of the utility model includes: a first stabilizer bar 3 and a second stabilizer bar 4, a sleeve 1, a piston part 2, a first pressure sensor 95 and a hydraulic module.

[0030] The first stabilizer bar 3 is connected to the sleeve 1 and the second stabilizer bar 4 is connected to the piston part 2. The piston part 2 is arranged in the sleeve 1 and rotatably cooperates with the sleeve 1. The piston part 2 divides the sleeve 1 into a first cavity 11 and a second cavity 12. The sleeve 1 is also provided with a middle oil hole 14. The first pressure sensor 95 is used to detect the pressure at the middle oil hole 14.

[0031] The hydraulic module includes a control valve group and a hydraulic pipeline. The hydraulic pipeline is connected to the first chamber 11 and the second chamber 12 respectively. The hydraulic pipeline is provided with a control valve group. The control valve group is used to selectively connect the first chamber 11 and the second chamber 12.

[0032] In practice, one end of the first stabilizer bar 3 away from the sleeve 1 is connected to one side of the vehicle suspension, and one end of the second stabilizer bar 4 away from the piston part 2 is connected to the other side of the vehicle suspension. By setting the first stabilizer bar 3 and the second stabilizer bar 4 to a connected state or a disconnected state, the driver can choose the connection or disconnection state of the first stabilizer bar 3 and the second stabilizer bar 4 according to different scenarios in the actual driving process.

[0033] Specifically, the piston part 2 divides the sleeve 1 into a first chamber 11 and a second chamber 12, and the control valve group is closed. At this time, when the suspension bounces left and right, the oil in the first chamber 11 and the second chamber 12 can apply pressure to the piston part 2 from both sides, and the torsional force of the stabilizer bar 3 and the second stabilizer bar 4 is offset by the oil pressure in the first chamber 11 and the second chamber 12, so that the first stabilizer bar 3 and the second stabilizer bar 4 cannot rotate relative to each other and are in a connected state, which is equivalent to the first stabilizer bar 3 and the second stabilizer bar 4 being connected as a whole, which can generate a torque to resist roll and suspension rebound, thereby achieving the purpose of reducing roll.

[0034] In addition, when the first stabilizer bar 3 and the second stabilizer bar 4 need to be relatively disconnected, the control valve group is opened, and the oil in the first chamber 11 and the second chamber 12 is kept flowing and balanced. When the suspension bounces left and right, the pressure on the piston part 2 is eliminated, and the torsion of the first stabilizer bar 3 and the second stabilizer bar 4 enables the first stabilizer bar 3 and the second stabilizer bar 4 to rotate relatively. That is, when a single-side tire drives to a pit or a bulge, the wheels on both sides have different strokes, so that the wheels on both sides can fit on the ground, achieving double-wheel grip, enhancing the ground contact of the wheels in off-road conditions and the supporting effect on the vehicle, and improving off-road performance.

[0035] Specifically, when the first pressure sensor 95 senses that the pressure at the center oil hole 14 is not zero, that is, when the piston part 2 has not returned to the center position to block the center oil hole 14, at this time, the control valve group is opened to allow the oil to flow between the first chamber 11 and the second chamber 12, so that when the suspension bounces left and right, the first stabilizer bar 3 and the second stabilizer bar 4 can move relative to each other. During the relative movement of the first stabilizer bar 3 and the second stabilizer bar 4, the piston part 2 moves laterally along the sleeve 1 and blocks the center oil hole 14. At this time, the first pressure sensor 95 again senses that the pressure at the center oil hole 14 is zero, and then the control valve group is closed, and the oil cannot flow between the first chamber 11 and the second chamber 12. When the suspension bounces left and right, that is, when the first stabilizer bar 3 and the second stabilizer bar 4 bounce back, the oil pressure in the first chamber 11 and the second chamber 12 offsets the torque of the rebound of the first stabilizer bar 3 and the second stabilizer bar 4, so that the first stabilizer bar 3 and the second stabilizer bar 4 are in a relatively connected and locked state.

[0036] Therefore, when the piston part 2 needs to return to the middle oil hole 14, the control valve group is opened to allow the oil to flow between the first chamber 11 and the second chamber 12. When the suspension bounces left and right, the first stabilizer bar 3 and the second stabilizer bar 4 will be in a relative rotation state. During the relative rotation of the first stabilizer bar 3 and the second stabilizer bar 4, the piston part 2 can move laterally along the sleeve 1, and the piston part 2 can return to the position of the middle oil hole 14 and block the middle oil hole 14. At this time, the first pressure sensor 95 senses that the pressure of the middle oil hole 14 is zero, and then the control valve group is closed. The oil cannot flow between the first chamber 11 and the second chamber 12. When the suspension bounces left and right, the oil pressure in the first chamber 11 and the second chamber 12 offsets the relative rotation torque of the first stabilizer bar 3 and the second stabilizer bar 4 when the suspension bounces left and right, so that the first stabilizer bar 3 and the second stabilizer bar 4 remain stationary. At this time, the first stabilizer bar 3 and the second stabilizer bar 4 will be in a locked connection state.

[0037] In the process of the first stabilizer bar 3 and the second stabilizer bar 4 being converted from the disconnected state to the connected locked state, the process of converting to the neutral locked state is simple, mainly through the cooperation of the first pressure sensor 95 and the hydraulic module, so that the whole structure is simple and the required components are few. The embodiment of the utility model can select whether to control the first stabilizer bar 3 and the second stabilizer bar 4 to be in the connected state or the disconnected state according to the actual situation of the actual driver.

[0038] In some embodiments, a detection pipeline 94 is further included, one end of which is connected to the middle oil hole 14 , and a first pressure sensor 95 is disposed at the other end of the detection pipeline 94 .

[0039] Specifically, the first pressure sensor 95 is connected to the center oil hole 14 through the detection pipeline 94. The pressure sensed by the first pressure sensor 95 is the pressure at the center oil hole 14. The first pressure sensor 95 is used to determine whether the pressure at the center oil hole 14 is zero. When the pressure at the center oil hole 14 is zero, the piston part 2 returns to the position of the center oil hole 14 and blocks the center oil hole 14. When the pressure at the center oil hole 14 is not zero, the piston part 2 does not block the position of the center oil hole 14.

[0040] Therefore, through the detection of the first pressure sensor 95 and the detection pipeline 94, it can be determined whether the pressure at the center oil hole 14 is zero. If it is zero, the control valve group is opened, and the oil in the first chamber 11 and the second chamber 12 is connected. Therefore, when the suspension bounces left and right, the first stabilizer bar 3 and the second stabilizer bar 4 can rotate relative to each other so that the piston part 2 can move back to the center position to block the center oil hole 14, and then the control valve group is closed, and the oil between the first chamber 11 and the second chamber 12 no longer flows. When the suspension bounces left and right, the oil pressure between the first chamber 11 and the second chamber 12 offsets the torsion of the first stabilizer bar 3 and the second stabilizer bar 4, and the first stabilizer bar 3 and the second stabilizer bar 4 are relatively still and locked. By arranging the first pressure sensor 95 and the detection pipeline 94 in coordination with the hydraulic module, there is no need for too many pipelines and components, and the structure outside the sleeve 1 can also be simple.

[0041] Specifically, the detection pipeline 94 can be a flexible pipeline, so that the detection pipeline 94 can be placed and installed at a suitable position according to actual conditions. The setting of the flexible pipeline makes the position setting of the detection pipeline 94 and the first pressure sensor 95 outside the sleeve 1 more flexible. At the same time, the diameters of the detection pipeline 94 at different positions along the length are equal, ensuring that the oil pressure in the detection pipeline 94 is as equal as possible.

[0042] In some embodiments, the middle oil hole 14 is configured to penetrate in the radial direction of the sleeve 1 , and one end of the detection line 94 is plugged into the middle oil hole 14 .

[0043] In practice, the middle oil hole 14 is through along the radial direction of the sleeve 1, so when the detection line 94 is plugged into the middle oil hole 14, it can be directly plugged in along the radial direction of the sleeve 1, which is convenient for connection. When the detection line 94 is plugged into the middle oil hole 14, some common sealing measures can be taken to maintain the plug-in sealing of the detection line 94 and the middle oil hole 14, such as setting sealing materials outside the connection between the detection line 94 and the middle oil hole 14 after the detection line 94 is plugged into the middle oil hole 14. By plugging the detection line 94 into the middle oil hole 14, it can be ensured that the connection of the detection line 94 at the middle oil hole 14 is more convenient, and the pressure at both ends of the detection line 94 can also be made as equal as possible, so that the pressure sensed by the first pressure sensor 95 is the pressure at the middle oil hole 14.

[0044] In addition, the sleeve 1 is provided with a first hydraulic port 15 and a second hydraulic port 16 spaced apart in the axial direction, the center oil hole 14 is located between the first hydraulic port 15 and the second hydraulic port 16, the first hydraulic port 15 is located at the position of the first cavity 11 of the sleeve 1, and the second hydraulic port 16 is located at the position of the second cavity 12 of the sleeve 1, and the piston part 2 moves between the first hydraulic port 15 and the second hydraulic port 16 of the sleeve 1, so that the piston part 2 can block or leave the center oil hole 14.

[0045] In some embodiments, the hydraulic module includes a control element 102 , which is electrically connected to the control valve group and the first pressure sensor 95 . The control element 102 is used to control the control valve group to selectively connect or disconnect the hydraulic line 9 according to the pressure signal of the first pressure sensor 95 .

[0046] In practice, when the first stabilizer bar 3 and the second stabilizer bar 4 need to be connected as a whole to resist roll, the vehicle signal 101 is transmitted to the control element 102, and the control element 102 is ECU. The ECU gives a control command to the hydraulic module to close the control valve group, so that the oil between the first chamber 11 and the second chamber 12 of the sleeve 1 is not connected. At this time, when the vehicle suspension bounces left and right, that is, the torsional force when the first stabilizer bar 3 and the second stabilizer bar 4 rotate relative to each other is offset by the oil pressure in the first chamber 11 and the second chamber 12, then the first stabilizer bar 3 and the second stabilizer bar 4 are relatively stationary, that is, the first stabilizer bar 3 and the second stabilizer bar 4 are in a connected state, and the control valve group is mainly used to control the oil flow direction of the hydraulic pipeline 9, thereby controlling the oil pressure in the first chamber 11 and the second chamber 12 of the sleeve 1, and then when the suspension bounces left and right, the first stabilizer bar 3 and the second stabilizer bar 4 are in a relatively stationary or relatively rotating state.

[0047] When the first pressure sensor 95 senses that the pressure at the middle oil hole 14 is not zero, the control element 102 instructs the control element 102 to control the control valve group of the hydraulic module to open, so that the oil between the first chamber 11 and the second chamber 12 is connected, such as the oil can flow from Figure 2 The second chamber 12 in the hydraulic system flows into the first chamber 11, thereby balancing the pressures in the first chamber 11 and the second chamber 12. That is, when the vehicle suspension bounces left and right, the first stabilizer bar 3 and the second stabilizer bar 4 can move relative to each other to drive the piston part 2 to move during the movement, so that the piston part 2 blocks the center oil hole 14. After the piston part 2 blocks the center oil hole 14, the first pressure sensor 95 detects that the pressure in the center oil hole 14 is zero again. Then the first pressure sensor 95 gives an instruction to the control element 102, and the control element 102 continues to send instructions to the control valve group of the hydraulic module to close the control valve group, so that the oil between the first chamber 11 and the second chamber 12 is not connected. When the suspension bounces left and right, the oil pressures in the first chamber 11 and the second chamber 12 offset the torsional forces of the first stabilizer bar 3 and the second stabilizer bar 4, so that the first stabilizer bar 3 and the second stabilizer bar 4 remain connected.

[0048] In other words, whether the piston part 2 returns to the center oil hole 14 is mainly achieved through the cooperation of the control element 102, the first pressure sensor 95, and the control valve group on the hydraulic pipeline 9. The entire process of returning to the center is simple and the structure of the outside of the sleeve 1 is also simple.

[0049] In some embodiments, the control valve group includes a first control valve 91 and a second control valve 92 , which are spaced apart and distributed in the hydraulic pipeline 9 , and an oil storage structure 93 is provided in the hydraulic pipeline 9 between the first control valve 91 and the second control valve 92 .

[0050] In practice, the oil storage structure 93 can be an oil storage tank, which is mainly used to store oil and provide oil to the hydraulic pipeline 9. The opening of the first control valve 91 and the second control valve 92 enables the hydraulic pipeline 9 to connect the first chamber 11 and the second chamber 12. The closing of the first control valve 91 and the second control valve 92 makes the oil in the first chamber 11 and the second chamber 12 no longer connected. Both the first control valve 91 and the second control valve 92 are solenoid valves, that is, the control element 102 can detect the road surface on which the vehicle is traveling, and perform corresponding control on the first control valve 91 and the second control valve 92 according to the detection information. For example, when the control element 102 detects that the road surface on which the vehicle is traveling requires the first stabilizer bar 3 and the second stabilizer bar 4 to be connected, the control element 102 can drive the first control valve 91 and the second control valve 92 to disconnect the hydraulic pipeline 9, so that the first stabilizer bar 3 and the second stabilizer bar 4 are locked, thereby improving the turning stability of the vehicle; when the control element 102 detects that the road surface on which the vehicle is traveling requires the first stabilizer bar 3 and the second stabilizer bar 4 to be disconnected, the control element 102 can drive the first control valve 91 and the second control valve 92 to connect the hydraulic pipeline 9, so that the first stabilizer bar 3 and the second stabilizer bar 4 can rotate relative to each other, thereby improving the off-road performance of the vehicle.

[0051] In addition, the oil storage structure 93 is arranged in a position between the first control valve 91 and the second control valve 92, so that when the oil storage structure 93 supplies oil to the hydraulic pipeline 9, it is easy to supply oil to the first chamber 11 and the second chamber 12, or the excess oil can be returned to the oil storage structure 93 more conveniently.

[0052] In some embodiments, a second pressure sensor 98 and a third pressure sensor 99 are also included. The second pressure sensor 98 is connected to the pipeline between the first control valve 91 and the first chamber 11 through the first pipeline 96, and the third pressure sensor 99 is connected to the pipeline between the second control valve 92 and the second chamber 12 through the second pipeline 97. The first pipeline 96 and the second pipeline 97 are both connected to the outside of the hydraulic pipeline 9, and the first pressure sensor 95 is located between the second pressure sensor 98 and the third pressure sensor 99.

[0053] Specifically, the control element 102 can detect the hydraulic pressure in the hydraulic pipeline 9 through the second pressure sensor 98 and the third pressure sensor 99, and analyze the detection results to give an alarm when leakage occurs in the hydraulic pipeline 9, thereby improving the safety and reliability of the stabilizer bar assembly 100. The first pressure sensor 95 and the second pressure sensor 98 are arranged to improve the accuracy of the detection. In addition, the first pressure sensor 95 is arranged between the second pressure sensor 98 and the second pressure sensor 98, so that the first pressure sensor 95 can be arranged closer to the position of the middle oil hole 14, thereby improving the accuracy of the first pressure sensor 95 in detecting the pressure at the middle oil hole 14. Moreover, the arrangement of the first pressure sensor 95 and the second pressure sensor 98 can be relatively dispersed from the position of the first pressure sensor 95, thereby facilitating the arrangement of the electrical connection lines between the first pressure sensor 95, the second pressure sensor 98 and the third pressure sensor 99 and the control element 102.

[0054] In some embodiments, an internal thread section 13 is provided in the sleeve 1 , and the first stabilizing rod 3 is provided with a ball screw section 41 matched with the internal thread. The first stabilizing rod 3 and the piston portion 2 are rotatable relative to the sleeve 1 .

[0055] In practice, the sleeve 1 and the second stabilizer bar 4 are connected via the ball screw segment 41 and the internal thread segment 13. The principle is that when the first stabilizer bar 3 and the second stabilizer bar 4 rotate relative to each other, the balls roll between the ball screw segment 41 and the internal thread segment 13, thereby driving the first stabilizer bar 3 and the sleeve 1 to move laterally along the sleeve 1 relative to the second stabilizer bar 4 and the piston portion 2.

[0056] Therefore, when the hydraulic module controls the first stabilizer bar 3 and the second stabilizer bar 4 to unlock, the second stabilizer bar 4 can rotate along the sleeve 1 relative to the first stabilizer bar 3, and the piston part 2 is prevented from sliding directly in the internal chamber of the sleeve 1, thereby ensuring the reliability of the stabilizer bar assembly 100.

[0057] In some embodiments, the middle oil hole 14 is located on one side in the axial direction of the internal thread section 13. That is to say, the sleeve 1 is not provided with internal threads at the location of the middle oil hole 14, which can ensure that the piston part 2 is not affected by the thread structure of the internal thread section 13 when blocking the middle oil hole 14 or leaving the middle oil hole 14, thereby ensuring that the piston part 2 can effectively block the middle oil hole 14.

[0058] In some embodiments, a bushing assembly is further included. The first stabilizer bar 3 and the second stabilizer bar 4 are both provided with bushing assemblies, and the first stabilizer bar 3 and the second stabilizer bar 4 are respectively supported on the vehicle body or the subframe through the bushing assemblies.

[0059] In actual design, two bushing assemblies can be provided, such as a left bushing assembly 6 and a right bushing assembly 7, the left bushing assembly 6 is connected to the first stabilizer bar 3, and the right bushing assembly 7 is connected to the second stabilizer bar 4. The left bushing assembly 6 and the right bushing assembly 7 both include bushings and clamps, and the bushings can be fixed to the corresponding first stabilizer bar 3 or second stabilizer bar 4 by the clamps.

[0060] Among them, the left bushing assembly 6 and the right bushing assembly 7 are symmetrically installed on the vehicle body or the subframe, respectively, so as to be used for installing the first stabilizer bar 3 on the vehicle body or the subframe through the first connecting rod 5, and for installing the second stabilizer bar 4 on the vehicle body or the subframe through the second connecting rod 8. At the same time, when the stabilizer bar assembly 100 is rotatably installed on the vehicle body or the subframe in the transverse direction, the first stabilizer bar 3 and the second stabilizer bar 4 can rotate relative to each other, so as to improve the running stability of the vehicle.

[0061] The embodiment of the utility model further discloses a vehicle, including the above-mentioned stabilizer bar assembly 100. When adjusting the first stabilizer bar 3 and the second stabilizer bar 4 from the disconnected state to the locked state, the embodiment of the utility model only needs to detect the pressure of the middle oil hole 14 through the first pressure sensor 95, and feed back to the control element 102 to control the opening and closing of the hydraulic pipeline 9, so as to adjust whether the oil in the first chamber 11 and the second chamber 12 is connected, and then adjust whether the first stabilizer bar 3 and the second stabilizer bar 4 are connected. The whole process is simple, does not require complex structure and component settings, and saves vehicle space.

[0062] 1. In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation to the present invention.

[0063] 2. In the description of the present utility model, "first feature" and "second feature" may include one or more of these features.

[0064] 3. In the description of this utility model, "plurality" means two or more.

[0065] 4. In the description of the present invention, a first feature “above” or “below” a second feature may include that the first and second features are directly in contact, or may include that the first and second features are not in direct contact but are in contact via another feature between them.

[0066] 5. In the description of the present utility model, the first feature “above”, “above” and “on” the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0067] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0068] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A stabilizer bar assembly, characterized in that: include: a first stabilizer bar and a second stabilizer bar; A sleeve and a piston part, the first stabilizing rod is connected to the sleeve and the second stabilizing rod is connected to the piston part, the piston part is arranged in the sleeve and rotatably cooperates with the sleeve, the piston part divides the sleeve into a first cavity and a second cavity, and the sleeve is also provided with a mid-position oil hole; a first pressure sensor, the first pressure sensor being used to detect the pressure at the middle oil hole; A hydraulic module, the hydraulic module includes a control valve group and a hydraulic pipeline, the hydraulic pipeline is connected to the first chamber and the second chamber respectively, the hydraulic pipeline is provided with a control valve group, and the control valve group is used to selectively connect the first chamber and the second chamber.

2. The stabilizer bar assembly according to claim 1, characterized in that: It also includes a detection pipeline, one end of which is connected to the middle oil hole, and the first pressure sensor is arranged at the other end of the detection pipeline.

3. The stabilizer bar assembly according to claim 2, characterized in that: The middle oil hole is constructed to penetrate along the radial direction of the sleeve, and one end of the detection pipeline is inserted into the middle oil hole.

4. The stabilizer bar assembly according to any one of claims 1 to 3, characterized in that: The hydraulic module further includes a control element, which is electrically connected to the control valve group and the first pressure sensor, and is used to control the control valve group to selectively connect or disconnect the hydraulic pipeline according to a pressure signal from the first pressure sensor.

5. The stabilizer bar assembly according to claim 4, characterized in that: The control valve group includes a first control valve and a second control valve, the first control valve and the second control valve are spaced apart and distributed in the hydraulic pipeline, and the hydraulic pipeline is provided with an oil storage structure between the first control valve and the second control valve.

6. The stabilizer bar assembly according to claim 5, characterized in that: It also includes a second pressure sensor and a third pressure sensor, the second pressure sensor is connected to the pipeline between the first control valve and the first chamber through a first pipeline, the third pressure sensor is connected to the pipeline between the second control valve and the second chamber through a second pipeline, the first pipeline and the second pipeline are both connected to the outside of the hydraulic pipeline, and the first pressure sensor is located between the second pressure sensor and the third pressure sensor.

7. The stabilizer bar assembly according to claim 1, characterized in that: An internal thread section is provided in the sleeve, and the first stabilizing rod is provided with a ball screw section matched with the internal thread. The first stabilizing rod and the piston part are rotatable relative to the sleeve.

8. The stabilizer bar assembly according to claim 7, characterized in that: The middle oil hole is located on one side of the internal thread section in the axial direction.

9. The stabilizer bar assembly according to claim 1, characterized in that: It also includes a bushing assembly, which is disposed outside the first stabilizer bar and the second stabilizer bar, and the first stabilizer bar and the second stabilizer bar are respectively supported on the vehicle body or the subframe through the bushing assembly.

10. A vehicle, characterized in that: A stabilizer bar assembly comprising any one of claims 1-9.

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