Active variable torque stabilizer assembly and suspension system

Abstract

The utility model relates to the technical field of automobile suspension, propose a kind of initiative variable-moment stabilizer bar assembly and suspension system, wherein a kind of initiative variable-moment stabilizer bar assembly includes: frame chassis;Suspension assembly, rotation is set on the frame chassis, the suspension assembly has swing part, one end of the swing part is hinged with the frame chassis, the other end of the swing part is connected with wheel, for when the wheel relative ground shakes, synchronous relative ground approaches or moves away swing;Output unit, set on the frame chassis, for output torque;Stabilizer bar component, one end is set in the output end of the output unit, other end is hinged with the swing part, for when the swing part relative ground swings, the output unit outputs torque, inhibits the swing part relative the movement amplitude of the frame chassis.

Description

Technical Field

[0001] This utility model relates to the field of automotive suspension technology, and in particular to an active torque converter stabilizer bar assembly and suspension system. Background Technology

[0002] The automotive suspension is a general term for the force transmission system that connects the vehicle frame and the wheels. Its main functions include transmitting forces and torques between the wheels and the vehicle body, buffering road impacts, and suppressing vehicle vibrations, thereby ensuring ride comfort and handling stability. Its performance directly affects vehicle comfort, steering precision, and driving safety, and it is one of the core components of the automotive chassis.

[0003] Publication number CN103625238A discloses an electronically controlled, stiffness-adjustable active lateral stabilizing device. However, it uses a planetary gear mechanism. The planetary gears are not fast enough in the mutual transmission process, resulting in torque lag. This makes it impossible to quickly suppress the shaking of the car suspension wheels, thus affecting the function of the stabilizer bar.

[0004] Therefore, an active torque stabilizer bar assembly and suspension system are proposed to solve the technical problem that existing solutions cannot quickly suppress the vibration of the vehicle suspension wheels, thereby ensuring stable vehicle operation. Utility Model Content

[0005] In view of this, the present invention proposes an active torque converter stabilizer bar assembly and suspension system, which can respond quickly and suppress the vibration of the vehicle suspension wheels in a timely manner to ensure stable vehicle driving.

[0006] This utility model proposes an active torque-changing stabilizer bar assembly, comprising:

[0007] Chassis frame;

[0008] The suspension assembly is rotatably mounted on the vehicle chassis. The suspension assembly has a swinging part, one end of which is hinged to the vehicle chassis, and the other end of which is connected to the wheel. It is used to swing synchronously towards or away from the ground when the wheel vibrates relative to the ground.

[0009] An output unit, mounted on the chassis frame, is used to output torque;

[0010] The stabilizer bar component has one end located at the output end of the output unit and the other end hinged to the swing part. When the swing part swings relative to the ground, the output unit outputs torque to suppress the movement amplitude of the swing part relative to the chassis frame.

[0011] Based on the above technical solution, preferably, the suspension assembly includes a swing arm assembly and a shock absorber. One end of the swing arm assembly is hinged to the vehicle chassis, and the other end of the swing arm assembly is connected to the wheel. One end of the shock absorber is hinged to the non-end of the swing arm assembly, and the other end of the shock absorber is used to support the vehicle body. The swing arm assembly serves as the swinging part.

[0012] The stabilizer bar component includes:

[0013] The swing arm crank has one end set at the output end of the output unit;

[0014] One end of the connecting rod is hinged to the end of the rocker arm crank away from the output unit, and the other end of the connecting rod is hinged to the shock absorber cylinder.

[0015] Based on the above technical solution, preferably, the suspension assembly further includes a suspension frame, one end of which is connected to the shock absorber cylinder, and the other end of which is hinged to the swing arm assembly, so that the connecting rod and the shock absorber form an angle.

[0016] Based on the above technical solution, preferably, the rocker arm crank has a horizontal part and a curved part connected to each other, the end of the horizontal part away from the curved part is connected to the output end of the output unit, and the end of the curved part away from the horizontal part is hinged to the shock absorber cylinder.

[0017] Based on the above technical solution, preferably, the output unit includes:

[0018] A housing is mounted on the vehicle chassis. The housing has an internal cavity, and the horizontal portion passes through the cavity and is rotatably connected to the housing.

[0019] A fixed seal is provided at one end on the housing and at the other end abutting against the horizontal part;

[0020] A movable seal, with one end disposed on the horizontal part and the other end abutting against the inner wall of the housing, is used to cooperate with the fixed seal and the horizontal part to divide the cavity into a first chamber and a second chamber.

[0021] At least one pressure regulating valve is disposed on the housing and simultaneously connected to an external pressure source and the cavity, for regulating the pressure of the first chamber or the second chamber.

[0022] Based on the above technical solution, preferably, the number of pressure regulating valves is two, both of which are disposed on the housing and communicate with the first chamber and the second chamber respectively.

[0023] Based on the above technical solution, preferably, the pressure regulating valve is configured as a two-position three-way solenoid valve, one end of which is connected to an external pressure source, and the other two ends are connected to the first chamber and the second chamber respectively, for selecting the connection and disconnection between the first chamber and the second chamber and the external pressure source.

[0024] Based on the above technical solution, preferably, four suspension assemblies are connected to the vehicle chassis, and each suspension assembly is correspondingly connected to the stabilizer bar component and the output unit.

[0025] Based on the above technical solutions, the preferred embodiment also includes:

[0026] The controller is electrically connected to both the output unit and the height sensor. The height sensor is mounted on the swing arm assembly and is used to detect changes in the height of the swing arm assembly. The controller can control the torque output by the output unit based on the parameters of the height sensor.

[0027] On the other hand, this utility model also provides a suspension system, including:

[0028] Chassis frame;

[0029] The suspension assembly is rotatably mounted on the vehicle chassis. The suspension assembly has a swinging part, one end of which is hinged to the vehicle chassis, and the other end of which is connected to the wheel. It is used to swing synchronously towards or away from the ground when the wheel vibrates relative to the ground.

[0030] The aforementioned active torque stabilizer bar assembly is mounted on the chassis and connected to the suspension assembly to suppress the range of motion of the sway bar relative to the chassis.

[0031] The active torque converter stabilizer bar assembly and suspension system provided by this utility model have the following advantages compared with the prior art:

[0032] 1. When the wheels vibrate up and down relative to the ground, the swinging part connected to the wheels will swing up and down relative to the chassis in sync. A stabilizer bar component is installed on the chassis. The stabilizer bar component can output and control the swinging amplitude of the swinging part through the output unit during the swinging of the swinging part relative to the chassis, which can suppress the height change of the swinging part relative to the chassis, thereby reducing the transmission of wheel vibration to the vehicle body and ensuring smooth vehicle driving.

[0033] 2. The vibration of the wheels on the ground will be transmitted to the control arm assembly. The control arm assembly is equipped with a shock absorber, and the other end of the shock absorber is connected to the vehicle body. When the control arm assembly swings, the shock absorber avoids the impact of the control arm assembly swing on the vehicle body by extending and retracting its own length, thereby further reducing the vibration of the wheels transmitted to the vehicle body and ensuring the stability of the vehicle.

[0034] 3. Each suspension assembly is equipped with an output unit and a stabilizer bar component, which can adjust the sway assembly according to the specific vibration of a single wheel. Furthermore, each stabilizer bar component will not interfere with each other, enabling precise and effective control. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a perspective view of a suspension system according to the present invention;

[0037] Figure 2 A perspective view of a suspension system according to this utility model.

[0038] Figure 3 This utility model Figure 1 A magnified view of a section at point A in the middle;

[0039] Figure 4 This is a schematic diagram of the output unit and the rocker arm crank of this utility model.

[0040] Reference numerals: 1. Output unit; 100. Chassis frame; 11. Housing; 101. First chamber; 102. Second chamber; 12. Fixed seal; 13. Movable seal; 14. Pressure regulating valve; 2. Stabilizer bar assembly; 21. Control arm crank; 211. Horizontal section; 22. Linkage rod; 200. Suspension assembly; 210. Control arm assembly; 220. Shock absorber; 230. Suspension frame. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0042] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this utility model based on the specific circumstances.

[0043] In the description of the embodiments of this utility model, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0045] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0046] The following disclosure provides numerous different embodiments or examples for implementing various structures of the present invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0047] The technical solution is explained below. The existing solution uses a planetary gear mechanism. However, the planetary gears do not rotate quickly enough during transmission, resulting in torque lag and an inability to quickly suppress wheel vibrations in the vehicle suspension, thus affecting the function of the stabilizer bar. Therefore, if... Figure 1 and Figure 2 As shown, this utility model provides an active torque converter stabilizer bar assembly, comprising:

[0048] Chassis frame 100;

[0049] The suspension assembly 200 is rotatably mounted on the chassis 100. The suspension assembly 200 has a swing part, one end of which is hinged to the chassis 100 and the other end of which is connected to the wheel. It is used to swing synchronously towards or away from the ground when the wheel vibrates relative to the ground.

[0050] Output unit 1, mounted on the chassis 100, is used to output torque;

[0051] The stabilizer bar component 2 has one end located at the output end of the output unit 1 and the other end hinged to the swing part. When the swing part swings relative to the ground, the output unit 1 outputs torque to suppress the movement amplitude of the swing part relative to the chassis 100.

[0052] When the wheel vibrates up and down relative to the ground, the swinging part connected to the wheel will swing up and down relative to the chassis 100 in sync. A stabilizer bar component 2 is provided on the chassis 100. The stabilizer bar component 2 can output and control the swinging amplitude of the swinging part through the output unit 1 during the swinging of the swinging part relative to the chassis 100, thereby suppressing the height change of the swinging part relative to the chassis 100, thereby reducing the transmission of wheel vibration to the vehicle body and ensuring smooth vehicle operation.

[0053] like Figure 1 and Figure 2 As shown, in order to ensure that the output unit 1 stably transmits torque to the swing part, the suspension assembly 200 includes a swing arm assembly 210 and a shock absorber 220. One end of the swing arm assembly 210 is hinged to the chassis 100, and the other end of the swing arm assembly 210 is connected to the wheel. One end of the shock absorber 220 is hinged to the non-end of the swing arm assembly 210, and the other end of the shock absorber 220 is used to support the vehicle body. The swing arm assembly 210 serves as the swing part.

[0054] Stabilizer bar component 2 includes:

[0055] One end of the swing arm crank 21 is located at the output end of the output unit 1;

[0056] One end of the connecting rod 22 is hinged to the end of the rocker arm crank 21 away from the output unit 1, and the other end of the connecting rod 22 is hinged to the cylinder block of the shock absorber 220.

[0057] The rocker arm crank 21 is connected to the cylinder of the shock absorber 220 via a connecting rod 22. When the rocker arm crank 21 is driven by the output unit 1, the connecting rod 22 pushes the cylinder of the shock absorber 220 to suppress the range of motion of the rocker arm assembly 210 relative to the chassis 100. Additionally, wheel vibrations on the ground are transmitted to the rocker arm assembly 210, which is equipped with a shock absorber 220. The other end of the shock absorber 220 is connected to the vehicle body. When the rocker arm assembly 210 swings, the shock absorber 220 uses its own length extension and retraction to prevent the rocker arm assembly 210 from affecting the vehicle body, thereby further reducing the transmission of wheel vibrations to the vehicle body and ensuring vehicle stability.

[0058] Specifically, such as Figure 1 and Figure 2 As shown, the suspension assembly 200 also includes a suspension bracket 230, one end of which is connected to the cylinder block of the shock absorber 220, and the other end of which is hinged to the swing arm assembly 210, so that the connecting rod 22 and the shock absorber 220 form an acute angle.

[0059] The cylinder of the shock absorber 220 is hinged to the swing arm assembly 210 via the suspension bracket 230. The connecting rod 22 is hinged to the cylinder of the shock absorber 220 from below the chassis 100 and forms a small acute angle with the cylinder of the shock absorber 220, with the angle ranging from 15° to 45°. In this way, when the connecting rod 22 suppresses the movement of the swing arm assembly 210, the torque of the output unit 1 can be effectively transmitted to the swing arm assembly 210.

[0060] like Figure 4 As shown, specifically, in order to ensure that the output unit 1 stably drives the rocker arm crank 21 to rotate, the rocker arm crank 21 has a horizontal part 211 and a curved part 212 connected to each other. The end of the horizontal part 211 away from the curved part 212 is connected to the output end of the output unit 1, and the end of the curved part 212 away from the horizontal part 211 is connected to the cylinder block hinge of the shock absorber 220.

[0061] The output shaft of the output unit 1 drives the horizontal part 211 to rotate relative to the chassis 100, and the curved part 212 bends and extends toward the shock absorber 220. When the output unit 1 rotates, the curved part 212 can be pushed upward or pulled downward accordingly.

[0062] like Figure 3 As shown, in order to quickly suppress the movement amplitude of the swing arm assembly 210 when the wheel vibrates, the output unit 1 includes:

[0063] The housing 11 is mounted on the chassis 100. The housing 11 has an internal cavity, and the horizontal part 211 passes through the cavity and is rotatably connected to the housing 11.

[0064] The fixed seal 12 is provided at one end on the housing 11 and at the other end abutting against the horizontal part 211;

[0065] The movable seal 13 has one end disposed on the horizontal part 211 and the other end abutting against the inner wall of the housing 11, and is used to cooperate with the fixed seal 12 and the horizontal part 211 to divide the cavity into the first chamber 101 and the second chamber 102.

[0066] At least one pressure regulating valve 14 is disposed on the housing 11 and simultaneously connected to an external pressure source and the cavity, for regulating the pressure of the first chamber 101 or the second chamber 102.

[0067] The external pressure source can be configured as a pneumatic pressure source or a hydraulic oil pressure source. When the wheel vibrates, it can quickly output torque and transmit it to the swing arm assembly 210 to ensure effective suppression of the movement range of the swing arm assembly 210.

[0068] Specifically, in order to ensure that the rocker arm crank 21 stably suppresses the movement amplitude of the rocker arm assembly 210, there are two pressure regulating valves 14. Both pressure regulating valves 14 are installed on the housing 11 and are connected to the first chamber 101 and the second chamber 102 respectively.

[0069] like Figure 3 As shown by the dashed line, when the pressure regulating valve 14 introduces the pressure source into the first chamber 101, the movable seal 13 provided on the horizontal part 211 can be pushed, driving the horizontal part 211 to rotate counterclockwise relative to the housing 11. Correspondingly, when the horizontal part 211 rotates, the curved part 212 also rotates counterclockwise synchronously, thereby achieving upward pushing. Correspondingly, when the pressure regulating valve 14 introduces the pressure source into the second chamber 102, the horizontal part 211 can rotate clockwise.

[0070] Specifically, in order to conveniently control the pressure in the first chamber 101 and the second chamber 102, the external pressure source is configured as a pneumatic pressure source, and the pressure regulating valve 14 is configured as a two-position three-way solenoid valve, one end of which is connected to the external pressure source, and the other two ends are connected to the first chamber 101 and the second chamber 102 respectively, for selecting the connection and disconnection between the first chamber 101 and the second chamber 102 and the external pressure source.

[0071] The two-position three-way solenoid valve can regulate the flow of air pressure source into the first chamber 101 or the second chamber 102. When the first chamber 101 is connected to the air pressure source, the second chamber 102 is connected to the outside. When high-pressure gas enters the first chamber 101, there is a large pressure difference on both sides of the movable seal 13, and the horizontal part 211 can rotate quickly. Furthermore, the gas pressure source does not produce pollution and can be directly discharged into the environment.

[0072] Specifically, in order to ensure smooth vehicle operation, it is necessary to suppress the swaying of each suspension assembly 200. Four suspension assemblies 200 are connected to the chassis 100, and each suspension assembly 200 is connected to a stabilizer bar component 2 and an output unit 1.

[0073] Each suspension assembly 200 is equipped with an output unit 1 and a stabilizer bar component 2, which can adjust the sway assembly 210 according to the specific vibration of a single wheel. In this way, multiple sets of output units 1 and stabilizer bar components 2 work together to ensure that the vibration of the four wheels is not transmitted to the vehicle body, and each set of stabilizer bar components 2 does not interfere with each other, thus achieving precise and effective control.

[0074] To achieve intelligent control of each oscillation assembly 210, the aforementioned active torque stabilizer bar assembly also includes:

[0075] The controller is electrically connected to both the output unit 1 and the height sensor. The height sensor is mounted on the swing arm assembly 210 to detect changes in the height of the swing arm assembly 210. The controller can control the torque output by the output unit 1 based on the parameters of the height sensor.

[0076] Specifically, the controller stores ideal height data of the chassis 100 under different postures. By comparing the actual height data of the swing arm assembly 210 detected by the height sensor with the preset ideal height data, the controller can determine the wheel bouncy. Based on the actual height data, it adjusts the output unit 1 to output the corresponding torque, thereby controlling the swing arm assembly 210. Specifically, when the vehicle is traveling on an uneven road surface, the height sensor detects wheel bouncy causing a change in the height of the swing arm assembly 210. The controller determines the wheel bouncy based on the height signal and adjusts the torsion of the stabilizer bar component 2 by controlling the air pressure source and valves, reducing the impact of wheel bouncy on vehicle stability.

[0077] The active torque converter stabilizer bar assembly operates by mounting height sensors on the vehicle's swing arm assembly 210 and equipping the output unit 1 with a gas reservoir mounted on the vehicle's chassis. When the vehicle is turning, the height sensors detect a decrease in height on one side of the vehicle. The controller determines that the vehicle is tilting based on the height signal and calculates the required adjustment range for the stabilizer bar assembly 2's torsion. The controller regulates the gas reservoir and valves, allowing compressed air from the reservoir to enter the housing 11. The horizontal section 211 twists relative to the housing 11, transmitting torque to the swing arm assembly 210 to counteract the vehicle's tilt.

[0078] like Figure 1 and Figure 2 As shown, on the other hand, this application also provides a suspension system, including:

[0079] Chassis frame 100;

[0080] The suspension assembly 200 is rotatably mounted on the chassis 100. The suspension assembly 200 has a swing part, one end of which is hinged to the chassis 100 and the other end of which is connected to the wheel. It is used to swing synchronously towards or away from the ground when the wheel vibrates relative to the ground.

[0081] The aforementioned active torque stabilizer bar assembly is mounted on the chassis 100 and connected to the suspension assembly 200 to suppress the movement of the sway bar relative to the chassis 100.

[0082] When the height of the swing assembly 210 changes, the stabilizer bar member 2 can output torque under the drive of the output unit 1 and transmit the torque to the swing assembly 210. The torque of the stabilizer bar member 2 is used to counteract the vertical movement of the swing assembly 210 relative to the chassis 100.

[0083] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An active torque converter stabilizer bar assembly, characterized in that, include: Chassis frame (100); The suspension assembly (200) is rotatably mounted on the chassis (100). The suspension assembly (200) has a swing part, one end of which is hinged to the chassis (100) and the other end of which is connected to the wheel. It is used to swing synchronously towards or away from the ground when the wheel vibrates relative to the ground. An output unit (1) is mounted on the chassis (100) and is used to output torque; The stabilizer bar component (2) has one end located at the output end of the output unit (1) and the other end hinged to the swing part. When the swing part swings relative to the ground, the output unit (1) outputs torque to suppress the movement amplitude of the swing part relative to the chassis (100).

2. The active torque converter stabilizer assembly as described in claim 1, characterized in that, The suspension assembly (200) includes a swing arm assembly (210) and a shock absorber (220). One end of the swing arm assembly (210) is hinged to the chassis frame (100), and the other end of the swing arm assembly (210) is connected to the wheel. One end of the shock absorber (220) is hinged to the non-end of the swing arm assembly (210), and the other end of the shock absorber (220) is used to support the vehicle body. The swing arm assembly (210) serves as the swinging part. The stabilizer bar component (2) includes: One end of the swing arm crank (21) is located at the output end of the output unit (1); One end of the connecting rod (22) is hinged to the end of the rocker arm crank (21) away from the output unit (1), and the other end of the connecting rod (22) is hinged to the cylinder of the shock absorber (220).

3. The active torque converter stabilizer assembly as described in claim 2, characterized in that, The suspension assembly (200) further includes a suspension bracket (230), one end of which is connected to the cylinder of the shock absorber (220), and the other end of which is hinged to the swing arm assembly (210) to make the connecting rod (22) form an angle with the shock absorber (220).

4. The active torque converter stabilizer assembly as described in claim 2, characterized in that, The rocker arm crank (21) has a horizontal part (211) and a curved part (212) connected to each other. The end of the horizontal part (211) away from the curved part (212) is connected to the output end of the output unit (1), and the end of the curved part (212) away from the horizontal part (211) is connected to the cylinder of the shock absorber (220) by hinge.

5. The active torque converter stabilizer assembly as described in claim 4, characterized in that, The output unit (1) includes: A housing (11) is disposed on the chassis (100). The housing (11) has an interior cavity. The horizontal part (211) passes through the cavity and is rotatably connected to the housing (11). A fixed seal (12) is provided at one end on the housing (11) and at the other end against the horizontal part (211). The movable seal (13) has one end disposed on the horizontal part (211) and the other end abutting against the inner wall of the housing (11), and is used to cooperate with the fixed seal (12) and the horizontal part (211) to divide the cavity into a first chamber (101) and a second chamber (102). At least one pressure regulating valve (14) is disposed on the housing (11) and simultaneously connected to an external pressure source and the cavity, for regulating the pressure of the first chamber (101) or the second chamber (102).

6. The active torque converter stabilizer assembly as described in claim 5, characterized in that, There are two pressure regulating valves (14), both of which are mounted on the housing (11) and are connected to the first chamber (101) and the second chamber (102) respectively.

7. The active torque converter stabilizer assembly as described in claim 5, characterized in that, The pressure regulating valve (14) is configured as a two-position three-way solenoid valve, one end of which is connected to an external pressure source, and the other two ends are connected to the first chamber (101) and the second chamber (102) respectively, for selecting the connection and disconnection between the first chamber (101) and the second chamber (102) and the external pressure source.

8. The active torque converter stabilizer assembly as described in claim 1, characterized in that, Four suspension assemblies (200) are connected to the chassis (100), and each suspension assembly (200) is connected to the stabilizer bar component (2) and the output unit (1).

9. The active torque converter stabilizer assembly as described in claim 2, characterized in that, Also includes: The controller is electrically connected to both the output unit (1) and the height sensor. The height sensor is mounted on the swing arm assembly (210) and is used to detect changes in the height of the swing arm assembly (210). The controller can control the torque output by the output unit (1) according to the parameters of the height sensor.

10. A suspension system, characterized in that, include: Chassis frame (100); The suspension assembly (200) is rotatably mounted on the chassis (100). The suspension assembly (200) has a swing part, one end of which is hinged to the chassis (100) and the other end of which is connected to the wheel. It is used to swing synchronously towards or away from the ground when the wheel vibrates relative to the ground. The active torque stabilizer bar assembly as described in any one of claims 1 to 9 is disposed on the chassis (100) and connected to the suspension assembly (200) to suppress the range of motion of the swaying part relative to the chassis (100).

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