Stabilizer bar assembly and vehicle

Abstract

The utility model provides a stabilizer bar assembly and a vehicle, and belongs to the technical field of vehicles, the stabilizer bar assembly comprises a first stabilizer bar, a magneto-rheological component and a second stabilizer bar which are sequentially connected in the axial direction; the magneto-rheological assembly comprises a fixed part, a rotating part and a coil winding. The fixing part is provided with a containing cavity, and the containing cavity is filled with magnetorheological fluid. The rotating part is rotationally arranged in the accommodating cavity and is coaxially arranged with the first stabilizer bar and the second stabilizer bar; the coil winding is fixedly arranged in the containing cavity and located on the radial periphery of the rotating part. The coil winding is electrically connected with a vehicle control system; one end of the first stabilizer bar extends into the containing cavity and is fixedly connected with the rotating part, and one end of the second stabilizer bar is fixedly connected with the fixing part. Damping of the magneto-rheological assembly can be controlled according to driving working conditions, and then torsional rigidity of the stabilizer bar assembly is adjusted, so that the stabilizer bar provides small torsional rigidity to improve smoothness when a vehicle turns at a low speed, and large torsional rigidity is adopted to improve safety when the vehicle turns at a high speed.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the vehicle technical field, more specifically, relate to a stabilizer bar assembly and vehicle. BACKGROUND

[0002] The stabilizer bar is an auxiliary elastic element in the automobile suspension system, which reduces the roll angle generated when the automobile turns, prevents the automobile from overturning laterally, and thus improves the driving safety and the driving smoothness of the automobile.

[0003] The stiffness of the traditional stabilizer bar is single and cannot be changed in time, so that the anti-roll adjustment range of the stabilizer bar is limited, and it is difficult to meet the requirements of various driving conditions of the vehicle, and the anti-roll performance of the stabilizer bar cannot be adjusted according to the working conditions, which limits the driving smoothness of the automobile. UTILITY MODEL CONTENT

[0004] The utility model aims at providing a stabilizer bar assembly and vehicle, and aims at solving the technical problem of single stiffness of the stabilizer bar in the prior art.

[0005] To achieve the above-mentioned purpose, the utility model adopts the technical scheme of providing a stabilizer bar assembly, which comprises a first stabilizer bar, a magnetorheological assembly and a second stabilizer bar connected in sequence in the axial direction.

[0006] The fixed part has a containing cavity, and the containing cavity is filled with magnetorheological fluid;

[0007] The rotating part is rotationally arranged in the containing cavity and coaxially arranged with the first stabilizer bar and the second stabilizer bar; and

[0008] The coil winding is fixedly arranged in the containing cavity and located at the radial periphery of the rotating part; the coil winding is electrically connected with the vehicle control system;

[0009] Wherein, one end of the first stabilizer bar extends into the containing cavity and is fixedly connected with the rotating part, and one end of the second stabilizer bar is fixedly connected with the fixed part.

[0010] In a possible implementation manner, the magnetorheological assembly further comprises:

[0011] The sleeve is arranged in the containing cavity and sleeved on the rotating part;

[0012] Wherein, the first radial space exists between the sleeve and the fixed part, and the second radial space exists between the sleeve and the rotating part; the coil winding is arranged in the first radial space; the first radial space and the second radial space are both filled with the magnetorheological fluid.

[0013] In some embodiments, a plurality of balls are further arranged in the second radial space.

[0014] In some embodiments, the outer wall of the rotating part is provided with a first helical groove, the inner wall of the sleeve is provided with a second helical groove, and the second helical groove and the first helical groove form a helical raceway; and a plurality of balls are arranged in the helical raceway.

[0015] In some embodiments, the rotating part comprises:

[0016] an inner core;

[0017] a first cover plate connected to an axial end of the inner core and protruding radially outward of the inner core; and

[0018] a second cover plate connected to an axial end of the inner core and protruding radially outward of the inner core;

[0019] wherein one end of the first stabilizing rod penetrates the first cover plate and extends into the inner cavity of the inner core; the radial distance between the first cover plate and the sleeve and the radial distance between the second cover plate and the sleeve are both smaller than the radial distance between the inner core and the sleeve, and a plurality of balls are limited between the inner core and the sleeve.

[0020] In some embodiments, the first stabilizing rod and the inner core are connected through a spline.

[0021] The rotating part further comprises a fastener, one end of the fastener penetrates the second cover plate, extends into the inner cavity of the inner core, and is threadedly connected with the first stabilizing rod; the outer peripheral wall of the fastener further has a boss, and the boss axially abuts against the end surface of the inner core.

[0022] In a possible implementation, the fixed part comprises:

[0023] a housing;

[0024] a first end cover connected to an axial end of the housing and partially extending into the housing; and

[0025] a second end cover connected to an axial end of the housing and partially extending into the housing;

[0026] wherein the coil winding is clamped between the extending end surface of the first end cover and the extending end surface of the second end cover.

[0027] In some embodiments, one end of the first stabilizing rod penetrates the first end cover, and a metal bushing is arranged between the first stabilizing rod and the first end cover.

[0028] In a possible implementation, a clamp is sleeved on the first stabilizer bar and the second stabilizer bar respectively, and the clamp is fixed on the vehicle frame; a limiting ring is tightly sleeved on the first stabilizer bar and the second stabilizer bar respectively, and the limiting ring is arranged close to the clamp.

[0029] The stabilizer bar assembly has the advantages that, compared with the prior art, the stabilizer bar assembly of the utility model, the first stabilizer bar and the second stabilizer bar are rotationally connected through a magneto-rheological assembly; the magneto-rheological assembly is internally provided with a coil winding and magneto-rheological fluid, the coil winding is electrically connected with a vehicle control system, the vehicle control system can receive vehicle driving condition information, simultaneously control current parameters to change a magnetic field generated by the coil winding, generate and adjust damping force through a magneto-rheological effect, and thus adjust the rigidity of the stabilizer bar assembly, so as to adapt to the needs of different driving road conditions of the vehicle and improve smoothness and safety.

[0030] The utility model also provides a vehicle which comprises the stabilizer bar assembly.

[0031] The vehicle has the advantages that, due to adoption of the stabilizer bar assembly, the damping of the magneto-rheological assembly can be controlled according to driving conditions, the torsional rigidity of the stabilizer bar assembly is adjusted, the stabilizer bar provides smaller torsional rigidity to improve smoothness when the vehicle is turning at low speed, and larger torsional rigidity is adopted to improve safety when the vehicle is turning at high speed. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the utility model, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description, and obviously, the drawings in the following description are only some embodiments of the utility model, and for those skilled in the art, other drawings can also be obtained according to these drawings without paying creative labor.

[0033] Figure 1 The utility model provides a stabilizer bar assembly's structural schematic diagram for embodiment of the utility model;

[0034] Figure 2 For Figure 1 The utility model provides a stabilizer bar assembly's structural schematic diagram for embodiment of the utility model;

[0035] Figure 3 The utility model provides a stabilizer bar assembly's structural schematic diagram for embodiment of the utility model;

[0036] In the drawing:

[0037] 1, first stabilizer bar;11, limiting ring;12, clamp;

[0038] 2, second stabilizer bar;

[0039] 3, magnetic rheological assembly; 31, fixed part; 311, shell; 312, first end cover; 313, second end cover; 314, metal bushing; 32, rotating part; 321, inner core; 322, first cover plate; 323, second cover plate; 324, fastener; 3241, boss; 325, first helical groove; 33, coil winding; 34, sleeve; 35, first radial space; 36, second radial space; 37, ball;

[0040] 4, electric wire. DETAILED DESCRIPTION

[0041] In order to make the technical problems, technical schemes and beneficial effects of the utility model clearer, the utility model will be described in further detail below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the utility model and not to limit the utility model.

[0042] Please refer to Figure 1 and Figure 2 , the stabilizer bar assembly provided by the utility model will be described. The stabilizer bar assembly comprises a first stabilizer bar 1, a magnetic rheological assembly 3 and a second stabilizer bar 2 connected in sequence in the axial direction; the magnetic rheological assembly 3 comprises a fixed part 31, a rotating part 32 and a coil winding 33. The fixed part 31 has a receiving cavity, and the receiving cavity is filled with a magnetic rheological fluid; the rotating part 32 is rotationally arranged in the receiving cavity and coaxially arranged with the first stabilizer bar 1 and the second stabilizer bar 2; the coil winding 33 is fixedly arranged in the receiving cavity and located at the radial periphery of the rotating part 32; the coil winding 33 is electrically connected with a vehicle control system; wherein one end of the first stabilizer bar 1 extends into the receiving cavity and is fixedly connected with the rotating part 32, and one end of the second stabilizer bar 2 is fixedly connected with the fixed part 31.

[0043] The first stabilizer bar 1 is used to be connected with a left wheel, and the second stabilizer bar 2 is used to be connected with a right wheel; one end of the first stabilizer bar 1 extends into the receiving cavity and is fixedly connected with the rotating part 32, and one end of the second stabilizer bar 2 is fixedly connected with the fixed part 31; since the rotating part 32 can rotate relative to the fixed part 31, the first stabilizer bar 1 and the second stabilizer bar 2 are rotationally connected through the magnetic rheological assembly 3.

[0044] It should be noted that the first stabilizer bar 1 and the second stabilizer bar 2 both comprise a rod body part and a torsion arm; the rod body part of the first stabilizer bar 1 and the rod body part of the second stabilizer bar 2 extend and distribute transversely along a vehicle body, and the inner end of the rod body part of the first stabilizer bar 1 axially corresponds to the inner end of the rod body part of the second stabilizer bar 2 and is connected through the magnetic rheological assembly 3.

[0045] The outer end of the rod body part in the transverse direction is provided with an external spline structure, and one end of the torsion arm is provided with an internal spline structure. The internal spline structure and the external spline structure are in interference fit to fix the torsion arm at the rod body part, or a fixing bolt is used to fix the end of the torsion arm at the outer end of the rod body part, so as to form a U-shaped stabilizer bar assembly.

[0046] The rod body part of the first stabilizer bar 1 and the rod body part of the second stabilizer bar 2 are rotatably fixed on the frame or the subframe, and the torsion arms at the two ends can be fixed on the lower support arms of the left and right suspensions, respectively. Thus, the stabilizer bar assembly can be installed at the front end or the rear end of the bottom of the vehicle body in the transverse direction, so that the stabilizer bar assembly can support the left and right wheels of the vehicle.

[0047] It should be noted that when the vehicle moves in a straight line, the wheels on both sides move synchronously and have consistent strokes, so that the deformations of the suspensions on both sides are equal, the stabilizer bar assembly rotates freely, and the stabilizer bar assembly does not act on the wheels on both sides. When the vehicle turns, the strokes of the wheels on both sides are inconsistent, the suspension on the turning side needs to bear a large pressure, so that the deformations of the suspensions on both sides are different, and the vehicle body tilts transversely relative to the road surface. At this time, the rod body parts of the first stabilizer bar 1 and the second stabilizer bar 2 remain stable relative to the frame, and the torsion arms of the first stabilizer bar 1 and the second stabilizer bar 2 deflect towards opposite directions, respectively, to twist the stabilizer bar assembly. The torsional force generated by the stabilizer bar assembly hinders the deformation of the suspension, thereby reducing the transverse tilt and transverse angular vibration of the vehicle body, to ensure the stability of the vehicle in driving.

[0048] However, since the driving speed and the turning angle of the vehicle change in real time, if the stabilizer bar assembly has only a single torsional stiffness, the anti-roll adjustment range of the stabilizer bar assembly is limited, which limits the driving smoothness of the vehicle.

[0049] In the embodiment, the magneto-rheological assembly 3 is used to change the torsional stiffness of the stabilizer bar assembly. Specifically, the magneto-rheological assembly 3 is internally provided with a coil winding 33 and is filled with magneto-rheological fluid. The coil winding 33 is electrically connected with the vehicle control system. Specifically, the coil winding 33 is connected with an electric wire 4, and one end of the electric wire 4 extends out of the fixing part 31.

[0050] The magneto-rheological fluid is a new type of fluid with controllable flowability. It has the characteristics of a Newtonian fluid with low viscosity when there is no external magnetic field, and has the characteristics of a Bingham fluid with high viscosity and low flowability when there is an external magnetic field. The viscosity of the fluid corresponds to the magnetic flux. The viscosity conversion of the magneto-rheological fluid has low energy consumption, is easy to control, and responds quickly (in milliseconds). After the coil winding 33 is electrified, a magnetic field perpendicular to the flow direction of the magneto-rheological fluid is generated in the accommodating cavity, which affects the flow speed of the magneto-rheological fluid to change the damping force.

[0051] Specifically, the sensor can collect the vehicle driving state information and transmit the signal to the vehicle control system, the vehicle control system processes the vehicle driving state information and outputs the current parameter, the current parameter is transmitted to the coil winding 33 through the wire 4, so that the coil winding 33 generates a magnetic field. Since the vehicle control system can control the output of different current parameters, the magnetic field generated by the coil winding 33 will also change, the change of the magnetic field will affect the viscosity of the magnetorheological fluid, change its flow speed, and then change its damping to change the torsional stiffness of the stabilizer bar assembly to adapt to the needs of different driving conditions.

[0052] For example, when the vehicle turns at high speed, the sensor transmits the driving state information of high-speed turning to the vehicle control system, and the vehicle control system outputs a larger current parameter according to the information, so that the coil winding 33 generates a larger magnetic field to increase the viscosity of the magnetorheological fluid, increase the damping, reduce the rotation speed of the rotating part 32, that is, reduce the relative rotation between the first stabilizer bar 1 and the second stabilizer bar 2, and increase the torsional stiffness of the stabilizer bar assembly to hinder the deformation of the suspension and improve the safety performance of the vehicle when turning at high speed.

[0053] For example, when the vehicle turns at low speed, the sensor transmits the driving state information of low-speed turning to the vehicle control system, and the vehicle control system outputs a smaller current parameter according to the information, so that the coil winding 33 generates a smaller magnetic field, so the viscosity of the magnetorheological fluid changes limitedly, the damping is smaller, and the torsional stiffness of the stabilizer bar assembly is smaller, so the rotation speed of the rotating part 32 is relatively fast. Therefore, the first stabilizer bar 1 is adapted to the left wheel, and the second stabilizer bar 2 is adapted to the right wheel, so as to improve the smooth performance of the vehicle when turning at low speed.

[0054] Compared with the prior art, the stabilizer bar assembly of the utility model, the first stabilizer bar 1 and the second stabilizer bar 2 are rotatably connected through the magnetorheological assembly 3; the magnetorheological assembly 3 is provided with a coil winding 33 and a magnetorheological fluid, the coil winding 33 is electrically connected with a vehicle control system, the vehicle control system can receive vehicle driving condition information and control current parameters to change the magnetic field generated by the coil winding 33, generate and adjust damping force through the magnetorheological effect, thereby adjusting the stiffness of the stabilizer bar assembly to adapt to the needs of different vehicle driving conditions and improve the smoothness and safety.

[0055] In some embodiments, the above stabilizer bar assembly can also adopt the structure as shown in Figure 2 , referring to Figure 2 , the magnetorheological assembly 3 further comprises a sleeve 34. The sleeve 34 is arranged in the accommodating cavity and sleeved on the rotating part 32; wherein the first radial space 35 exists between the sleeve 34 and the fixed part 31, and the second radial space 36 exists between the sleeve 34 and the rotating part 32; the coil winding 33 is arranged in the first radial space 35; the first radial space 35 and the second radial space 36 are both filled with the magnetorheological fluid.

[0056] The sleeve 34 is fixed in the accommodating cavity and coaxially arranged between the rotating part 32 and the fixed part 31. The axial two ends of the sleeve 34 are penetrated, thus not affecting the flow of the magnetorheological fluid.

[0057] The inner wall of the sleeve 34 and the outer wall of the rotating part 32 are spaced, thus forming a second radial space 36, and the outer wall of the sleeve 34 and the inner wall of the fixed part 31 are spaced, thus forming a first radial space 35. The sleeve 34 divides the radial space between the rotating part 32 and the fixed part 31 into two parts. When the viscosity of the magnetorheological fluid becomes large, the flow speed can be correspondingly reduced due to the small flow space, and the damping is increased.

[0058] It should be noted that the magnetorheological fluid flows around the outer circumferential surface of the sleeve 34 in the first radial space 35 and flows around the outer circumferential surface of the rotating part 32 in the second radial space 36. The direction of the magnetic field generated by the coil winding 33 after being energized is perpendicular to the flow direction of the magnetorheological fluid.

[0059] In some embodiments, the second radial space 36 described above can also be provided with a structure as shown in Figure 2 , see Figure 2 , and a plurality of balls 37 are further arranged in the second radial space 36.

[0060] The plurality of balls 37 are each clamped in the second radial space 36, that is, the radial dimension of the second radial space 36 is smaller than the outer diameter of the ball 37. Preferably, the ball 37 can only rotate around its center line in the second radial space 36, and cannot be dislocated and rolled.

[0061] Since the ball 37 is arranged in the second radial space 36, when the viscosity of the magnetorheological fluid becomes large, the speed of the magnetorheological fluid passing through the ball 37 is further reduced, and the damping is increased. In addition, each ball 37 is clamped in the second radial space 36, which can also limit the sleeve 34 and the rotating part 32, and avoid excessive axial dislocation of the rotating part 32 relative to the sleeve 34.

[0062] In some embodiments, the rotating part 32 and the sleeve 34 described above can adopt a structure as shown in Figure 2 and Figure 3 , see Figure 2 and Figure 3 . The outer wall of the rotating part 32 is provided with a first spiral groove 325, and the inner wall of the sleeve 34 is provided with a second spiral groove, which forms a spiral raceway with the first spiral groove 325; and the plurality of balls 37 are distributed in the spiral raceway.

[0063] Preferably, the first helical groove 325 is arranged axially spaced apart with a plurality of corresponding second helical grooves arranged axially spaced apart with a plurality of the sleeve 34, and the plurality of second helical grooves are radially corresponding to the plurality of first helical grooves 325 to form a plurality of spiral raceways. The plurality of balls 37 are uniformly arranged in the plurality of spiral raceways.

[0064] It should be noted that the groove wall surface of the first helical groove 325 and the groove wall surface of the second helical groove are in close contact with the outer surface of the ball 37 to increase the contact area with the ball 37 and limit the ball 37 to move only in the spiral raceway.

[0065] In addition, since the magnetorheological fluid flows around the outer periphery of the rotating part 32 in the second radial space 36, the spiral raceway can also be regarded as a flow channel of the magnetorheological fluid to guide the magnetorheological fluid to flow along a predetermined path.

[0066] In some embodiments, the rotating part 32 described above can adopt the structure as shown in Figure 2 and Figure 3 , referring to Figure 2 and Figure 3 , the rotating part 32 includes an inner core 321, a first cover plate 322 and a second cover plate 323. The first cover plate 322 is connected to one axial end of the inner core 321 and protrudes to the radial periphery of the inner core 321; the second cover plate 323 is connected to the other axial end of the inner core 321 and protrudes to the radial periphery of the inner core 321; wherein one end of the first stabilizing rod 1 passes through the first cover plate 322 and extends into the inner cavity of the inner core 321; the radial distance between the first cover plate 322 and the sleeve 34 and the radial distance between the second cover plate 323 and the sleeve 34 are both smaller than the radial distance between the inner core 321 and the sleeve 34, and the plurality of balls 37 are limited between the inner core 321 and the sleeve 34.

[0067] The inner core 321 is used for fixed connection with the first stabilizing rod 1, the first stabilizing rod 1 extends into the inner cavity of the inner core 321, and the two can adopt interference fit, or can adopt spline fit, of course, other connection modes can also be used, as long as the end of the first stabilizing rod 1 can be fixed in the inner cavity of the inner core 321, and the two can rotate coaxially.

[0068] The first stabilizing rod 1 is inserted and matched with the inner core 321, on the one hand, the connection mode of the two is simplified, and on the other hand, the coaxial rotation of the two is also ensured.

[0069] Multiple balls 37 are mainly distributed between the inner core 321 and the sleeve 34. The first cover plate 322 and the second cover plate 323 are respectively fixed at both ends of the axial direction of the inner core 321. The radial distance between the first cover plate 322 and the sleeve 34 and the radial distance between the second cover plate 323 and the sleeve 34 are both smaller than the radial distance between the inner core 321 and the sleeve 34. Therefore, the first cover plate 322 and the second cover plate 323 can block the path of the balls 37 leaving the inner core 321 in the axial direction, thereby limiting the balls 37 to the outside of the inner core 321 and preventing them from rolling into other spaces.

[0070] In some embodiments, the first stabilizer bar 1 and the rotating part 32 may also be connected by a means such as Figure 2 The structure shown is described in the following document. Figure 2 The first stabilizer 1 is connected to the inner core 321 by a spline; the rotating part 32 also includes a fastener 324, one end of which passes through the second cover plate 323, extends into the inner cavity of the inner core 321 and is threadedly connected to the first stabilizer 1; the outer peripheral wall of the fastener 324 also has a boss 3241, which abuts axially with the end face of the inner core 321.

[0071] Since the first stabilizer bar 1 and the inner core 321 need to rotate coaxially, the first stabilizer bar 1 and the inner core 321 are connected by a spline, which can further increase the connection strength between the two and avoid relative rotation between them.

[0072] In addition, a fastener 324 is connected to the end of the first stabilizer bar 1, which limits the inner core 321 and the first stabilizer bar 1 in the axial direction. When the fastener 324 is tightened, its boss 3241 abuts against the end face of the inner core 321 in the axial direction to avoid relative movement between the inner core 321 and the first stabilizer bar 1 in the axial direction.

[0073] In some embodiments, the fixing part 31 may be as follows: Figure 2 The structure shown is described in the following document. Figure 2 The fixing part 31 includes a housing 311, a first end cap 312 and a second end cap 313; the first end cap 312 is connected to one axial end of the housing 311 and extends partially into the housing 311; the second end cap 313 is connected to the other axial end of the housing 311 and extends partially into the housing 311; wherein, the coil winding 33 is clamped between the extended end face of the first end cap 312 and the extended end face of the second end cap 313.

[0074] The first end cap 312, the second end cap 313, and the housing 311 form a receiving cavity. The first end cap 312 is axially continuous so that one end of the first stabilizer 1 can pass through. The second stabilizer 2 is connected to the second end cap 313 by a plug-in connection. The second end cap 313 may or may not be axially continuous. If it is continuous, a sealing ring needs to be provided at the connection between the second stabilizer 2 and the second end cap 313.

[0075] Specifically, the outer peripheral edge of the first end cover 312 is provided with a first axial ring table, the outer peripheral edge of the second end cover 313 is provided with a second axial ring table, the first axial ring table and the second axial ring table are respectively inserted into the two ends of the shell 311, and the first axial ring table and the second axial ring table are respectively in interference fit with the shell 311, on the one hand, it can ensure that the first end cover 312 and the shell 311, the second end cover 313 and the shell 311 form a stable connection; on the other hand, the first axial ring table and the second axial ring table can also limit the coil winding 33 in the axial direction.

[0076] In some embodiments, the first end cover 312 and the first stabilizing rod 1 described above can also adopt the structure as shown in Figure 2 , see Figure 2 , one end of the first stabilizing rod 1 passes through the first end cover 312, and a metal bushing 314 is arranged between the first stabilizing rod 1 and the first end cover 312.

[0077] The metal bushing 314 is sleeved on the outer periphery of the first stabilizing rod 1 and rotates with the first stabilizing rod 1 to avoid direct friction of the first end cover 312 on the outer surface of the first stabilizing rod 1 when the first stabilizing rod 1 rotates.

[0078] It should be noted that a sealing ring is arranged between the metal bushing 314 and the first end cover 312.

[0079] Preferably, in order to reduce the weight of the stabilizing rod assembly, the first stabilizing rod 1 and the second stabilizing rod 2 can adopt an internal hollow form.

[0080] In some embodiments, the first stabilizing rod 1 and the second stabilizing rod 2 described above can also adopt the structure as shown in Figure 1 , see Figure 1 , a clamp 12 is respectively sleeved on the first stabilizing rod 1 and the second stabilizing rod 2, and the clamp 12 is fixed on the vehicle frame; a limiting ring 11 is also respectively tightly sleeved on the first stabilizing rod 1 and the second stabilizing rod 2, and the limiting ring 11 is arranged close to the clamp 12.

[0081] The two clamps 12 are respectively arranged on the first stabilizing rod 1 and the second stabilizing rod 2, and are respectively fastened on the vehicle frame by bolts to prevent the first stabilizing rod 1 and the second stabilizing rod 2 from falling off. It should be noted that the two clamps 12 are only used to limit the arrangement position of the stabilizing rod assembly, but since the clamp 12 is arranged, it cannot limit the transverse movement of the stabilizing rod assembly.

[0082] The two limiting rings 11 are respectively tightly sleeved on the first stabilizing rod 1 and the second stabilizing rod 2, and the limiting ring 11 can be welded or riveted to the stabilizing rod assembly due to the difference in material.

[0083] When the stabilizer bar assembly moves laterally during the driving of the vehicle, the limiting ring 11 fixed therewith moves synchronously and can be tightly clamped by the clamp 12, since the clamp 12 is fixed, the limiting ring 11 is laterally limited, and the lateral movement of the stabilizer bar assembly is prevented to some extent, and the turning stability of the vehicle is improved.

[0084] Based on the same inventive concept, the embodiment of the present application also provides a vehicle comprising the stabilizer bar assembly.

[0085] The vehicle provided by the present application can control the damping of the magneto-rheological assembly 3 according to the driving conditions, and then adjust the torsional stiffness of the stabilizer bar assembly, so that the vehicle can provide smaller torsional stiffness of the stabilizer bar to improve the smoothness when turning at low speed, and provide larger torsional stiffness to improve the safety when turning at high speed.

[0086] The above only describes the preferred embodiments of the present application, and is not intended to limit the present application, and any modification, equivalent replacement and improvement within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A stabilizer bar assembly characterized by, The first stabilizer rod (1), the magnetorheological assembly (3) and the second stabilizer rod (2) are connected in sequence along the axial direction; the magnetorheological assembly (3) comprises: The fixed part (31) has a containing cavity filled with magnetorheological fluid; The rotating part (32) is coaxially arranged with the first stabilizer rod (1) and the second stabilizer rod (2) and is arranged in the containing cavity; and The coil winding (33) is fixedly arranged in the containing cavity and located at the radial periphery of the rotating part (32); the coil winding (33) is electrically connected with the vehicle control system; The first end of the first stabilizer rod (1) extends into the containing cavity and is fixedly connected with the rotating part (32), and the first end of the second stabilizer rod (2) is fixedly connected with the fixed part (31).

2. The stabilizer bar assembly of claim 1, wherein, The magnetorheological assembly (3) further comprises: The sleeve (34) is arranged in the containing cavity and is sleeved on the rotating part (32); The first radial space (35) is arranged between the sleeve (34) and the fixed part (31), and the second radial space (36) is arranged between the sleeve (34) and the rotating part (32); the coil winding (33) is arranged in the first radial space (35); the first radial space (35) and the second radial space (36) are both filled with the magnetorheological fluid.

3. The stabilizer bar assembly of claim 2, wherein, A plurality of balls (37) are arranged in the second radial space (36).

4. The stabilizer bar assembly of claim 3, wherein, The outer wall of the rotating part (32) is provided with a first spiral groove (325), the inner wall of the sleeve (34) is provided with a second spiral groove, the second spiral groove and the first spiral groove (325) form a spiral raceway, and the plurality of balls (37) are arranged in the spiral raceway.

5. The stabilizer bar assembly of claim 3, wherein, The rotating part (32) comprises: The inner core (321); The first cover plate (322) is connected to one axial end of the inner core (321) and protrudes to the radial periphery of the inner core (321); and The second cover plate (323) is connected to the other axial end of the inner core (321) and protrudes to the radial periphery of the inner core (321); The first end of the first stabilizer rod (1) extends into the inner cavity of the inner core (321) through the first cover plate (322); the radial distance between the first cover plate (322) and the sleeve (34) and the radial distance between the second cover plate (323) and the sleeve (34) are both smaller than the radial distance between the inner core (321) and the sleeve (34), and the plurality of balls (37) are limited between the inner core (321) and the sleeve (34).

6. The stabilizer bar assembly of claim 5, wherein, The first stabilizer rod (1) and the inner core (321) are connected through the spline; The rotating part (32) further comprises a fastener (324), one end of the fastener (324) extends into the inner cavity of the inner core (321) through the second cover plate (323) and is threadedly connected with the first stabilizer rod (1); the outer peripheral wall of the fastener (324) further has a boss (3241), and the boss (3241) axially abuts against the end surface of the inner core (321).

7. The stabilizer bar assembly of claim 1, wherein, The fixed part (31) comprises: A housing (311); A first end cover (312) connected to an axial end of the housing (311) and partially extending into the housing (311); and A second end cover (313) connected to an axial end of the housing (311) and partially extending into the housing (311); Wherein the coil winding (33) is clamped between the extending end face of the first end cover (312) and the extending end face of the second end cover (313).

8. The stabilizer bar assembly of claim 7, wherein, One end of the first stabilizer bar (1) passes through the first end cover (312), and a metal bushing (314) is arranged between the first stabilizer bar (1) and the first end cover (312).

9. The stabilizer bar assembly of claim 1, wherein, A clamp (12) is respectively sleeved on the first stabilizer bar (1) and the second stabilizer bar (2), and the clamp (12) is fixed on the frame; a limiting ring (11) is also respectively tightly sleeved on the first stabilizer bar (1) and the second stabilizer bar (2), and the limiting ring (11) is arranged close to the clamp (12).

10. A vehicle characterized by comprising: A stabilizer bar assembly comprising the stabilizer bar assembly of any one of claims 1-9.

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