Anti-tilting assembly, suspension system and automobile

Abstract

The utility model discloses an anti-inclination assembly, a suspension system and an automobile, a supporting seat of the anti-inclination assembly forms a containing space, and a buffering piece is arranged in the position, corresponding to the containing space, of the supporting seat; one end of the anti-tilting piece penetrates through the accommodating space of the supporting seat and is in sliding connection with the supporting seat through the buffer piece, and the other end of the anti-tilting piece is exposed out of the accommodating space; the frequency response valve is arranged at the tail end, located in the containing space, of the anti-tilting piece. Buffer liquid is stored in the containing space of the supporting seat, the anti-tilting part slides relative to the supporting seat, the buffer liquid flows through the buffer part and provides first anti-tilting force for the automobile, and the frequency response valve is used for providing second anti-tilting force for the automobile. The anti-tilting assembly can adjust the damping force generated when the buffer solution flows through the buffer piece under different working conditions, further adjust the first anti-tilting force provided by the buffer piece and adjust the second anti-tilting force provided by the frequency response valve, so that self-adaptive adjustment of the anti-tilting force of an automobile under different working conditions is achieved, and the service life of the automobile is prolonged. And the practicability of the automobile in different scenes is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to anti-roll components, suspension systems, and automobiles. Background Technology

[0002] In a car's suspension system, anti-roll components are usually installed to adjust the car's chassis. In actual working conditions, the anti-roll force provided by the anti-roll components can reduce the car's torsional motion, thereby improving the car's handling stability and comfort.

[0003] Existing anti-roll components typically provide a fixed anti-roll force, which cannot be adjusted according to different working conditions of the vehicle. As a result, the anti-roll effect is poor and cannot meet the usage needs of the vehicle in different scenarios. Utility Model Content

[0004] To address the aforementioned problems in the prior art, this application provides an anti-roll component, a suspension system, and a vehicle.

[0005] To address the technical problems existing in the prior art, this application provides a first technical solution: providing an anti-roll component for use in an automobile, the anti-roll component including a support base, an anti-roll member, and a frequency response valve; the support base forms an accommodating space, and a buffer member is disposed inside the accommodating space corresponding to the support base; one end of the anti-roll member passes through the accommodating space of the support base and is slidably connected to the support base through the buffer member, and the other end is exposed in the accommodating space; the frequency response valve is disposed at the end of the anti-roll member located in the accommodating space; wherein, the accommodating space of the support base stores a buffer solution, the anti-roll member slides relative to the support base, the buffer solution flows through the buffer member and provides a first anti-roll force to the automobile, and the frequency response valve is used to provide a second anti-roll force to the automobile, so as to stabilize the torsional movement of the automobile through the first anti-roll force and the second anti-roll force.

[0006] Optionally, the anti-roll component further includes a first contact block, which is disposed on the anti-roll member and located within the accommodating space.

[0007] Optionally, the vehicle undergoes a torsional motion, causing the anti-roll member to move upward, and the first contact block contacts the support seat.

[0008] Optionally, the anti-roll component further includes a second contact block, which is disposed on the anti-roll member and exposed in the receiving space.

[0009] Optionally, the vehicle undergoes a torsional motion, causing the anti-roll member to move downwards, and the second contact block contacts the support seat.

[0010] Optionally, the buffer is used to generate the first anti-tilting force corresponding to the flow rate of the buffer solution, wherein the flow rate of the buffer solution is between 0 and 3 m / s, and the first anti-tilting force of the buffer is between 0 and 6000 N.

[0011] Optionally, the frequency response valve is used to generate the corresponding second anti-tilting force according to the vibration frequency of the anti-tilting element, wherein the vibration frequency of the anti-tilting element is between 0 and 16 Hz, and the second anti-tilting force of the frequency response valve is between 0 and 6000 N.

[0012] Optionally, the anti-roll assembly further includes a first connector, which is connected to the end of the anti-roll member away from the support, and the anti-roll member is connected to the vehicle's suspension via the first connector; and / or, the anti-roll assembly further includes a second connector, which is connected to the end of the support member away from the anti-roll member, and the support is connected to the vehicle's suspension via the second connector.

[0013] To address the technical problems existing in the prior art, this application provides a second technical solution: providing a suspension system, which includes a suspension and the anti-roll component as described above; the anti-roll component is connected to the suspension.

[0014] To address the technical problems existing in the prior art, this application provides a third technical solution: providing an automobile, including the suspension system described above.

[0015] Compared with the prior art, the anti-roll component of this application includes a support base, an anti-roll member, and a frequency response valve. The support base forms an accommodating space, and a buffer member is disposed inside the accommodating space. One end of the anti-roll member passes through the accommodating space of the support base and is slidably connected to the support base through the buffer member, while the other end is exposed in the accommodating space. The frequency response valve is disposed at the end of the anti-roll member located in the accommodating space. The accommodating space of the support base stores a buffer solution. The anti-roll member slides relative to the support base, the buffer solution flows through the buffer member and provides a first anti-roll force to the vehicle, and the frequency response valve provides a second anti-roll force to the vehicle, thereby stabilizing the vehicle's torsional motion through the first and second anti-roll forces. Therefore, this anti-roll component can adjust the damping force generated when the buffer solution flows through the buffer member under different operating conditions, thereby adjusting the first anti-roll force provided by the buffer member and the second anti-roll force provided by the frequency response valve, thus achieving adaptive adjustment of the anti-roll force of the vehicle under different operating conditions and improving the practicality of the vehicle in different scenarios. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in 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.

[0017] Figure 1 This is a schematic diagram of the structure of the first embodiment of the anti-tilt component provided in this application;

[0018] Figure 2 This is a schematic diagram of the structure of the second embodiment of the anti-tilt component provided in this application;

[0019] Figure 3 This is a schematic diagram of the torsional stiffness curve of the anti-tilt component provided in this application;

[0020] Figure 4 This is a schematic diagram showing the relationship between the anti-tilting force of the anti-tilting component provided in this application and the flow velocity and frequency.

[0021] In the figure, 10 is the anti-tilt assembly; 11 is the support base; 111 is the accommodating space; 112 is the buffer component; 12 is the anti-tilt component; 13 is the frequency response valve; 14 is the first contact block; 15 is the second contact block; 16 is the first connecting component; and 17 is the second connecting component. Detailed Implementation

[0022] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0023] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0024] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can be mechanical connections or electrical connections; they can be direct connections or connections separated by an intermediate medium. For those skilled in the art, if directional indicators (such as up, down, left, right, front, back, etc.) are involved in the embodiments of this application, these directional indicators are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indicators will also change accordingly.

[0025] This application first provides an anti-roll component for automobiles. The anti-roll component is applied to automobiles and can be installed in the automobile's suspension. The anti-roll component is used to suppress the lateral roll of the automobile body by providing torsional stiffness to the automobile when the automobile undergoes torsional motion.

[0026] Please see Figure 1 , Figure 1 This is a structural schematic diagram of the first embodiment of the anti-tilt assembly provided in this application. Figure 1 As shown, in this embodiment, the anti-roll component 10 includes a support base 11, an anti-roll member 12, and a frequency response valve 13. The support base 11 forms an accommodating space 111, and a buffer member 112 is disposed inside the accommodating space 111. One end of the anti-roll member 12 passes through the accommodating space 111 of the support base 11 and is slidably connected to the support base 11 via the buffer member 112, while the other end is exposed outside the accommodating space 111. The frequency response valve 13 is disposed at the end of the anti-roll member 12 located within the accommodating space 111. A buffer solution is stored within the accommodating space 111 of the support base 11. The anti-roll member 12 slides relative to the support base 11, the buffer solution flows through the buffer member 112 and provides a first anti-roll force to the vehicle, and the frequency response valve 13 provides a second anti-roll force to the vehicle, thereby stabilizing the torsional motion of the vehicle through the first and second anti-roll forces.

[0027] Specifically, the support base 11 provides support and stores buffer solution. The support base 11 may have an opening forming a receiving space 111. In a possible embodiment, the support base 11 includes a body and a cover. The body has an opening forming the receiving space 111, which stores buffer solution. The cover is located at the opening of the body and seals the buffer solution in the receiving space 111. An anti-tilting member 12 passes through the cover, such that one end of the anti-tilting member 12 is located within the receiving space 111, and the other end is exposed within the receiving space 111. The shape of the anti-tilting member 12 may be, but is not limited to, a column or a platform.

[0028] A buffer 112 is disposed on the inner wall of the seat and located within the accommodating space 111. The buffer 112 is used to regulate the flow rate or pressure of the buffer solution. The buffer 112 can be, but is not limited to, devices that can regulate fluid, such as valves or pistons. The buffer 112 may have a flow hole. One end of the anti-tilt member 12 passes through the opening of the seat cover and the flow hole of the buffer 112 into the accommodating space 111 of the support seat 11. The anti-tilt member 12 can slide relative to the buffer solution within the accommodating space 111. During the sliding process, the anti-tilt member 12 pushes the buffer solution within the accommodating space 111 and causes the buffer solution to pass through the flow hole of the buffer 112. Utilizing the resistance generated when the fluid passes through a narrow channel or valve port, the buffer 112 can generate a first anti-tilt force to stabilize the torsional movement of the vehicle.

[0029] Meanwhile, a frequency response valve 13 is installed at the end of the anti-roll member 12 away from the cover of the support base 11, i.e., at the end of the accommodating space 111. The frequency response valve 13 is connected to the anti-roll member 12. When the vehicle undergoes torsional motion, the vehicle vibrates during this motion, causing the anti-roll member 12 to vibrate. Simultaneously, the anti-roll member 12 pushes the buffer solution within the accommodating space 111, causing the buffer solution to pass through the frequency response valve 13 and generate resistance. The frequency response valve 13 receives the vibration frequency of the anti-roll member 12 and generates corresponding resistance when the vibration frequency changes, thus generating a second anti-roll force. This second anti-roll force stabilizes the vehicle's torsional motion. The frequency response valve 13 is a valve device that can adjust the fluid flow rate or pressure; the specific adjustment structure is not specifically limited.

[0030] In this embodiment, the anti-roll component 10 includes a support base 11, an anti-roll member 12, and a frequency response valve 13. The support base 11 forms an accommodating space 111, and a buffer member 112 is disposed inside the accommodating space 111. One end of the anti-roll member 12 passes through the accommodating space 111 of the support base 11 and is slidably connected to the support base 11 through the buffer member 112, while the other end is exposed in the accommodating space 111. The frequency response valve 13 is disposed at the end of the anti-roll member 12 located in the accommodating space 111. The accommodating space 111 of the support base 11 stores a buffer solution. The anti-roll member 12 slides relative to the support base 11. The buffer solution flows through the buffer member 112 and provides a first anti-roll force to the vehicle. The frequency response valve 13 is used to provide a second anti-roll force to the vehicle, so as to stabilize the torsional motion of the vehicle through the first and second anti-roll forces. Therefore, the anti-roll component 10 can adjust the damping force generated when the buffer flows through the buffer 112 under different working conditions, thereby adjusting the first anti-roll force provided by the buffer 112 and the second anti-roll force provided by the frequency response valve 13, so as to realize the adaptive adjustment of the anti-roll force of the car under different working conditions and improve the practicality of the car in different scenarios.

[0031] In one embodiment, the anti-tilt assembly 10 further includes a first contact block 14, which is disposed on the anti-tilt member 12 and located within the accommodating space 111.

[0032] Specifically, the first contact block 14 can be located between the seat cover and the buffer member 112. The first contact block 14 is a protruding structure disposed on the anti-tilt member 12. The first contact block 14 and the anti-tilt member 12 can be integrally disposed, or the first contact block 14 can be fixed to the anti-tilt member 12 by means of bonding, welding, screw fixing, etc. The inner wall diameter of the accommodating space 111 of the support base 11 is the first diameter, the diameter of the largest position where the first contact block 14 is fixed on the anti-tilt member 12 is the second diameter, and the largest diameter of the anti-tilt member 12 at other positions excluding the first contact block 14 is the third diameter. The second diameter is larger than the third diameter and smaller than the first diameter, so that the first contact block 14 can be used to limit the sliding position of the anti-tilt member 12 within the accommodating space 111. Therefore, the anti-tilt component 10 of this embodiment can ensure the positional stability of the anti-tilt member 12 through the limiting effect of the first contact block 14, thereby improving the anti-tilt effect of the anti-tilt member 12.

[0033] Optionally, the car undergoes a torsional motion, causing the anti-roll member 12 to move upward, and the first contact block 14 to contact the support seat 11.

[0034] When the car undergoes torsional motion, the anti-roll component 12 can move upward or downward relative to the support seat 11 within the accommodating space 111. Understandably, the torsional motion of a car can typically be categorized as leftward or rightward tilting. Correspondingly, an anti-roll component 10 can be installed on both the left and right sides of the car. When the steering wheel is turned or the car body tilts, the anti-roll component 10 on one side moves upward and the anti-roll component 10 on the other side moves downward, achieving a dual stabilizing effect through the anti-rolling force of both sides. When the car vibrates due to unstable driving, the anti-roll components 10 on both sides will move upward or downward simultaneously, achieving a dual stabilizing effect through the anti-rolling force of both sides. Therefore, the anti-roll component 12 of the anti-roll assembly 10 can typically provide corresponding anti-rolling force for stabilization through the flow of buffer solution within the accommodating space 111 during its up-and-down movement.

[0035] In this embodiment, the anti-tilt member 12 moves upward, and the buffer solution passes through the buffer member 112 and the frequency response valve 13, generating corresponding resistance to produce corresponding first and second anti-tilt forces. When the first contact block 14 contacts the seat cover of the support 11, the length of the anti-tilt member 12 exposed outside the accommodating space 111 of the support 11 is at its maximum, and the anti-tilt force provided by the anti-tilt assembly 10 is at its maximum.

[0036] In one embodiment, the anti-tilt assembly 10 further includes a second contact block 15 disposed on the anti-tilt member 12 and exposed in the receiving space 111.

[0037] Specifically, the second contact block 15 can be located between the seat cover and the end of the anti-tilt member 12 away from the support base 11. The second contact block 15 is a protruding structure provided on the anti-tilt member 12. The second contact block 15 and the anti-tilt member 12 can be integrally provided, or the second contact block 15 can be fixed to the anti-tilt member 12 by means of bonding, welding, screw fixing, etc. The diameter of the opening on the seat cover of the support base 11 is the fourth diameter, the diameter of the largest position of the second contact block 15 fixed on the anti-tilt member 12 is the fifth diameter, and the largest diameter of the anti-tilt member 12 at other positions except for the first contact block 14 is the third diameter. The fifth diameter is larger than the fourth diameter, and the fifth diameter is larger than the third diameter, so that the second contact block 15 can be used to limit the relative sliding position of the anti-tilt member 12 and the support base 11. Therefore, the anti-tilt component 10 of this embodiment can ensure the positional stability of the anti-tilt member 12 and improve the anti-tilt effect of the anti-tilt member 12 through the limiting effect of the second contact block 15.

[0038] Optionally, the car undergoes a torsional motion, causing the anti-roll member 12 to move downwards, and the second contact block 15 contacts the support seat 11.

[0039] Specifically, in this embodiment, when the anti-tilt member 12 moves downward, the buffer solution passes through the buffer member 112 and the frequency response valve 13 and generates corresponding resistance, thus generating corresponding first and second anti-tilt forces. When the second contact block 15 contacts the cover of the support 11, the length of the anti-tilt member 12 exposed outside the accommodating space 111 of the support 11 is minimized, and the anti-tilt force provided by the anti-tilt assembly 10 is maximized.

[0040] In one embodiment, the buffer 112 is used to generate a first anti-tilting force corresponding to the flow rate of the buffer solution, the flow rate of the buffer solution being between 0 and 3 m / s, and the first anti-tilting force of the buffer 112 being between 0 and 6000 N.

[0041] Specifically, please see Figure 2 , Figure 2 This is a structural schematic diagram of the second embodiment of the anti-tilt component provided in this application. Figure 2 As shown, Figure 2This is a schematic diagram of the buffer solution flowing in the containment space 111. Point B1 can be understood as the position of the buffer element 112, and point B2 can be understood as the position of the frequency response valve 13. When the buffer solution flows past point B1, the buffer element 112 generates different first anti-tilting forces according to the flow rate of the buffer solution. When the flow rate of the buffer solution is between 0 and 3 m / s, the first anti-tilting force of the buffer element 112 is between 0 and 6000 N. The flow rate of the buffer solution can be 0, 0.5, 1, 1.5, 2, 2.5, or 3.0 m / s; the first anti-tilting force of the buffer element 112 can be 0, 1000, 2000, 3000, 4000, 5000, or 6000 N.

[0042] Therefore, the anti-roll component 10 of this embodiment can change the corresponding anti-roll force according to the flow rate of the buffer solution when the car is in different road surface vibration conditions, so that the change curve of the anti-roll force can better fit the chassis tuning requirements of the car and improve the handling stability and comfort of the car.

[0043] In one embodiment, the frequency response valve 13 is used to generate a corresponding second anti-tilt force according to the vibration frequency of the anti-tilt member 12, the vibration frequency of the anti-tilt member 12 being between 0 and 16 Hz, and the second anti-tilt force of the frequency response valve 13 being between 0 and 6000 N.

[0044] Specifically, such as Figure 2 As shown, when the buffer solution flows through point B2, the frequency-responsive valve 13 can generate different second anti-tilting forces according to the vibration frequency of the anti-tilting element 12. When the vibration frequency of the anti-tilting element 12 is between 0 and 16 Hz, the second anti-tilting force of the frequency-responsive valve 13 is between 0 and 6000 N. Specifically, the vibration frequency of the anti-tilting element 12 can be 0, 2, 4, 6, 8, 10, 12, 14, or 16 Hz; the second anti-tilting force of the frequency-responsive valve 13 can be 0, 1000, 2000, 3000, 4000, 5000, or 6000 N.

[0045] Therefore, the anti-roll component 10 of this embodiment can change the corresponding anti-roll force according to the vibration frequency of the anti-roll component 12 when the car is in different road surface vibration conditions, so that the change curve of the anti-roll force can better fit the chassis tuning requirements of the car and improve the handling stability and comfort of the car.

[0046] Furthermore, in this embodiment of the application, the torsional stiffness curve of the anti-roll component 10 can be established by the relationship between the restoring force generated by the vehicle during torsional motion and the roll angle. Torsional stiffness refers to the total elastic restoring torque of the suspension system to the vehicle body under a unit body rotation angle when the vehicle rolls, so as to describe the anti-roll force of the vehicle through torsional stiffness, and thus characterize the roll stability of the vehicle.

[0047] Please see Figure 3 , Figure 3This is a schematic diagram of the torsional stiffness curve of the anti-tilt component provided in this application. Figure 3 As shown, the length of the connecting rod can be understood as the length of the anti-tilt component 12 that is exposed outside the accommodating space 111 of the support base 11. Figure 3 The dashed lines are used to represent the torsional stiffness provided by the anti-tilt component 10 of this application embodiment at different link lengths. Figure 3 The solid line is used to represent the torsional stiffness provided by the prior art at different link lengths when the anti-tilt force is a constant value.

[0048] In this embodiment, the anti-roll component 12 of the anti-roll assembly 10 moves upward. When the connecting rod length is a1, i.e., when the second contact block 15 contacts the support seat 11, the connecting rod length gradually increases during the upward movement. In the initial adjustment stage near a1, the torsional stiffness provided by the anti-roll assembly 10 is relatively small. In the adjustment stage near point A, the torsional stiffness provided by the anti-roll assembly 10 increases rapidly and reaches its maximum value when the connecting rod length is a2, i.e., when the first contact block 14 contacts the support seat 11. Therefore, in stabilizing the torsional motion of the car, the anti-roll assembly 10 of this embodiment has a small torsional stiffness in the initial adjustment stage and a rapid increase in torsional stiffness in the latter half of the adjustment stage. This gives the anti-roll assembly 10 in the latter half a larger torsional energy storage capacity, thereby meeting the anti-roll effect requirements of the car under complex road conditions. For example, when the car is driving on a bumpy road, a large torsional energy storage capacity is needed to ensure stability and comfort during the handling process. That is, the torsional stiffness curve of the anti-roll component 10 in this embodiment can better match the chassis tuning requirements of the car, effectively improving the handling and comfort of the car.

[0049] Unlike existing technologies, where torsional stiffness requires the connecting rod length to remain at point A to achieve anti-roll effect, in this embodiment, the anti-roll component 10 adjusts its torsional stiffness when the connecting rod length is between a1 and a2. Its anti-roll action point is significantly lower than that of existing technologies, allowing the anti-roll component 10 to more sensitively sense the vehicle's torsional motion. Furthermore, the torsional stiffness change of the anti-roll component 10 is relatively gentle in the initial intervention phase, gradually increasing in the latter half, resulting in a greater energy storage capacity.

[0050] Further, please see Figure 4 , Figure 4 This is a schematic diagram illustrating the relationship between the anti-tilting force of the anti-tilting component provided in this application and the flow velocity and frequency. For example... Figure 4As shown, a lower frequency of the anti-roll component 12 indicates a greater degree of vibration or roll when the car undergoes torsional motion, and a greater anti-roll force provided by the anti-roll component 10 in this embodiment. When the frequency of the anti-roll component 12 is between 0 and 15 Hz, the anti-roll force of the anti-roll component 10 decreases at a frequency of 15 Hz. As the frequency decreases, the anti-roll force slowly increases during the initial adjustment phase, and rapidly increases when the frequency is in the range of 2 Hz to 7 Hz, exhibiting a large torsional energy storage capacity. This facilitates the anti-roll component 10 in this embodiment to stabilize the torsional motion of the car by utilizing its large torsional energy storage capacity when the car's roll intensifies.

[0051] The greater the vibration or tilt of the vehicle during torsional motion, the greater the flow rate of the buffer solution in the anti-roll component 10 of this embodiment. When the flow rate of the buffer solution is between 0.05 m / s and 0.35 m / s, the anti-roll force increases slowly during the initial adjustment stage as the flow rate increases, and increases rapidly when the flow rate is between 0.15 m / s and 0.2 m / s. This provides a large torsional energy storage capacity, which is convenient for the anti-roll component 10 of this embodiment to stabilize the torsional motion of the vehicle by means of a large torsional energy storage capacity when the vehicle tilts more severely.

[0052] Therefore, in this embodiment, the anti-roll component 10 can provide resistance through the dual action of the buffer 112 and the frequency response valve 13. The anti-roll component 10 can change the corresponding anti-roll force according to the flow rate of the buffer and the vibration frequency of the anti-roll component 12, so that the change curve of the anti-roll force can better fit the chassis tuning requirements of the car.

[0053] In one embodiment, the anti-roll assembly 10 further includes a first connector 16, which is connected to the end of the anti-roll member 12 away from the support base 11, and the anti-roll member 12 is connected to the vehicle's suspension via the first connector 16. Alternatively, the anti-roll assembly 10 further includes a second connector 17, which is connected to the end of the support base 11 away from the anti-roll member 12, and the support base 11 is connected to the vehicle's suspension via the second connector 17.

[0054] Specifically, the first connector 16 and the second connector 17 are spherical components. The first connector 16 and the second connector 17 may be, but are not limited to, ball joint pins. The first connector 16 and the second connector 17 are used to transmit the vertical sway and steering motion of the suspension to the anti-roll assembly 10, so that the anti-roll assembly 10 can provide the suspension with a first anti-roll force and a second anti-roll force during the torsional motion of the vehicle.

[0055] This application embodiment also provides a suspension system applied to an automobile. The suspension system connects the automobile's wheels to the vehicle body, absorbs road impacts, controls wheel trajectory, and transmits driving force to ensure stable vehicle operation under different road conditions. In this embodiment, the suspension system specifically includes a suspension (not shown) and the anti-roll component 10 as described above, the anti-roll component 10 being connected to the suspension.

[0056] Specifically, the anti-roll component 10 can serve as an elastic element in the suspension system to store and release energy and buffer impacts. The anti-roll component 10 can reduce the transmission of vibration to the vehicle body by adjusting the damping during the torsional motion of the vehicle, thereby reducing the body roll during cornering and improving the vehicle's handling and comfort.

[0057] This application also provides a vehicle, which may be, but is not limited to, a new energy vehicle, an electric vehicle, an internal combustion engine vehicle, a hybrid vehicle, etc. The vehicle includes the suspension system described in the above embodiment.

[0058] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An anti-tilt assembly, characterized in that, For use in automobiles, the anti-roll component includes: A support base is formed to have an accommodating space, and a buffer element is provided inside the support base corresponding to the accommodating space; An anti-tilting member is inserted into the support base, one end of which is disposed within the accommodating space and slidably connected to the support base through the buffer member, and the other end of which is exposed in the accommodating space. A frequency-response valve is disposed at the end of the anti-tilt member located in the accommodating space; The support base contains a buffer solution, the anti-roll member slides relative to the support base, the buffer solution flows through the buffer member and provides a first anti-roll force to the vehicle, and the frequency response valve provides a second anti-roll force to the vehicle, so as to stabilize the torsional motion of the vehicle through the first anti-roll force and the second anti-roll force.

2. The anti-tilt assembly according to claim 1, characterized in that, The anti-tilt assembly further includes a first contact block, which is disposed on the anti-tilt member and located within the accommodating space.

3. The anti-tilt assembly according to claim 2, characterized in that, The vehicle undergoes a torsional motion, causing the anti-roll component to move upwards, and the first contact block comes into contact with the support seat.

4. The anti-tilt assembly according to claim 1, characterized in that, The anti-tilt assembly further includes a second contact block, which is disposed on the anti-tilt member and exposed in the receiving space.

5. The anti-tilt assembly according to claim 4, characterized in that, The vehicle undergoes a torsional motion, causing the anti-rollover component to move downwards, and the second contact block comes into contact with the support seat.

6. The anti-tilt assembly according to claim 1, characterized in that, The buffer is used to generate the first anti-tilting force corresponding to the flow rate of the buffer solution, wherein the flow rate of the buffer solution is between 0 and 3 m / s, and the first anti-tilting force of the buffer is between 0 and 6000 N.

7. The anti-tilt assembly according to claim 1, characterized in that, The frequency response valve is used to generate a corresponding second anti-tilting force according to the vibration frequency of the anti-tilting component, wherein the vibration frequency of the anti-tilting component is between 0 and 16 Hz, and the second anti-tilting force of the frequency response valve is between 0 and 6000 N.

8. The anti-tilt assembly according to claim 1, characterized in that, The anti-roll component further includes a first connector, which is connected to the end of the anti-roll component away from the support base, and the anti-roll component is connected to the vehicle's suspension through the first connector; And / or, the anti-roll assembly further includes a second connector connected to the end of the support base away from the anti-roll assembly, the support base being connected to the vehicle's suspension via the second connector.

9. A suspension system, characterized in that, include: Suspension; The anti-roll component as described in any one of claims 1-8, wherein the anti-roll component is connected to the suspension.

10. A car, characterized in that, Includes the suspension system as described in claim 9.

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