A horizontally arranged hydraulic stabilizer bar system

Abstract

This utility model relates to a horizontally arranged hydraulic stabilizer bar system, including a stabilizer bar, a cam swing mechanism, and a horizontally arranged actuator. The actuator consists of a piston rod, a piston, and a double-rod working cylinder, wherein the piston divides the internal space of the working cylinder into two rod chambers, which are connected by an oil circuit. The two ends of the stabilizer bar are connected to the vehicle frame, and the middle part is fitted into a bushing that can rotate relative to it. The bushing is connected to the vehicle frame and supports the actuator working cylinder. The forks on both sides of the stabilizer bar are integrally formed with the bar body and are connected to the actuator through a designed cam swing mechanism. Through the synergistic effect of cam path coordination and hydraulic force, this utility model system can connect the relative torsion of the lateral stabilizer bar with the linear displacement movement of the actuator piston rod, improving the vehicle's anti-roll capability. This system provides a certain degree of resistance even when the vehicle body only undergoes vertical movement and the side suspensions deform simultaneously.

Description

Technical Field

[0001] This utility model relates to the field of vehicle stabilizer bar technology, and in particular to a horizontally arranged hydraulic stabilizer bar system. Background Technology

[0002] As a core component of a vehicle's suspension system, the stabilizer bar's primary function is to enhance the vehicle's anti-roll capability, thereby improving stability during cornering. Traditional passive stabilizer bars rely on fixed stiffness characteristics to suppress body roll during cornering. However, because their stiffness parameters cannot be dynamically adjusted according to real-time vehicle conditions, they have significant limitations in certain situations: when the vehicle is traveling on uneven roads or at low speeds, where excessive anti-roll stiffness is not required, their fixed stiffness characteristics may adversely affect ride comfort. Furthermore, excessively high or low stiffness in the stabilizer bar can negatively impact vehicle handling and ride comfort.

[0003] To overcome the technical bottleneck of fixed stiffness in traditional passive stabilizer bars, existing research has proposed adjustable stabilizer bar solutions, which offer significant advantages in improving vehicle roll resistance. From a technical perspective, adjustable stabilizer bars mainly fall into two categories: one is a combined stabilizer bar with a segmented structure, and the other is an improved stabilizer bar that adds an adjustment structure to the traditional passive stabilizer bar.

[0004] Regarding segmented composite stabilizer bars, existing technologies offer several solutions: CN119567787A and CN221023178U employ a disconnectable hydraulic assembly, connecting two bar segments via hydraulic cylinder circuits to adjust stiffness; CN104589950A uses a hydraulic motor as the actuator paired with an active hydraulic control system; CN106696635A designs a dual-cylinder actuator for energy feeding; CN201756045U achieves multi-level stiffness adjustment through an electronically controlled auxiliary mechanism; and DE102020129069A1 uses a helical drive actuator with added spring buffer. In summary, existing segmented composite stabilizer bar technologies mostly use complex actuators to connect segmented bars, achieving multi-level adjustment through electronic or hydraulic control. However, this approach suffers from high assembly precision requirements, high costs, and insufficient reliability due to sacrificed torsional resistance of the stabilizer bar.

[0005] In basic improved stabilizer bar systems, existing technologies such as CN208730736U, CN204340595U, and CN203844574U add hydraulic cylinders and hinge mechanisms to traditional passive stabilizer bars. While retaining the torsional resistance of traditional passive stabilizer bars, they suffer from bottlenecks in space utilization and impact force distribution uniformity due to chassis space constraints. In contrast, segmented combined stabilizer bar solutions, by horizontally arranging actuators, can reduce the vertical installation height requirement and improve ride quality and handling response through distributed load paths.

[0006] Therefore, it is necessary to design a hydraulic stabilizer bar system that optimizes the horizontal force transmission path, reduces the influence of the inertial mass of moving parts and frictional losses, and improves the energy conversion efficiency of the actuator, so as to enhance the vehicle's anti-roll capability and adaptability to uneven road surfaces under extreme conditions.

[0007] Furthermore, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making this utility model, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that this utility model does not have the features of these prior art. On the contrary, this utility model has all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Utility Model Content

[0008] In view of the shortcomings of the prior art, this application proposes a horizontally arranged hydraulic stabilizer bar system, which aims to solve one or more technical problems in the prior art.

[0009] To achieve the above objectives, this utility model provides a hydraulic stabilizer bar system, comprising: a stabilizer bar with both ends for connecting to the vehicle frame and the middle portion fitted within a bushing for relative rotation; an actuator including a working cylinder and a piston capable of moving axially along the working cylinder; and a cam rocking mechanism including a cam structure, a fork-shaped connector, and a cylindrical push rod, the fork-shaped connector being connected to the piston rod of the actuator; one end of the cam structure is connected to the stabilizer bar, and the other end is provided with a slot, the cylindrical push rod mounted on the fork-shaped connector forming a sliding fit with the slot; wherein, when the stabilizer bar twists, the cam structure generates linear displacement through the sliding fit with the cylindrical push rod, thereby driving the piston rod to move axially along the working cylinder, and the hydraulic constraint of the piston rod's linear displacement by the actuator reduces the torsional motion of the stabilizer bar.

[0010] The stabilizer bar's structure, with its ends connected to the frame and its middle section fitted within a bushing allowing for relative rotation, ensures both the stability of the stabilizer bar's installation and provides a smooth torsional movement space. This prevents the stabilizer bar from jamming or experiencing additional wear due to installation constraints during torsion, laying the foundation for subsequent motion transmission. The sliding engagement between the cylindrical push rod and the cam structure slot in the cam rocker mechanism precisely converts the stabilizer bar's torsional motion into linear displacement of the piston rod along the working cylinder axis. This efficient conversion of motion reduces energy loss during transmission, ensuring that the stabilizer bar's torsional action is promptly transmitted to the actuator. The actuator, through hydraulic constraint on the piston rod's linear displacement, conversely restricts the stabilizer bar's torsional motion, effectively suppressing excessive torsion and thus enhancing the vehicle's anti-roll capability, stability, and handling.

[0011] Preferably, forks are provided on both sides of the stabilizer bar, and the forks are fixedly connected to the stabilizer bar body, with the forks and bar body being integrally formed. The integrally formed and fixed design of the forks and bar body on both sides of the stabilizer bar can significantly improve the structural strength and overall rigidity of the connection point, effectively avoiding the stress concentration problem that may exist in traditional split connections. This makes it less likely for the forks to loosen, deform, or break when the stabilizer bar is subjected to torsional forces, ensuring the continuity and reliability of the overall force transmission of the stabilizer bar.

[0012] Preferably, the bushing includes a rigid bushing and a rubber bushing. The rigid bushing is fitted onto the middle of the straight body of the stabilizer bar and is bolted to the frame to support the actuator's working cylinder. A rubber washer is molded inside the hole of the rigid bushing, and the rubber washer is rotatably fitted with the stabilizer bar. The rubber bushing is fitted onto both sides of the straight body of the stabilizer bar to limit the deformation of the sides of the straight body of the stabilizer bar under external force. The rigid bushing, fitted onto the middle of the straight body of the stabilizer bar and bolted to the frame, provides a stable central support for the stabilizer bar, preventing the system's operational stability from being affected by actuator position sway. The rubber bushings fitted onto both sides of the straight body of the stabilizer bar can promptly limit the deformation of its sides when the stabilizer bar is subjected to external force, preventing the stabilizer bar from bending or shifting beyond a preset range due to external force, and ensuring that the stabilizer bar always rotates around its own axis.

[0013] Preferably, the cam structure is a combination of a cylindrical shaft and a cam groove disk; the axis of the cylindrical shaft is located in the central vertical plane of the cam groove disk, and the axis of the cylindrical shaft is arranged at an angle to the plane of the cam groove disk. This arrangement allows the cylindrical shaft to evenly distribute the load to the entire area of ​​the cam groove disk when under stress, avoiding unilateral wear or oscillation displacement of the cam groove disk due to uneven stress, and making the oscillation motion of the cam groove disk smoother.

[0014] Preferably, a fork is provided at the connection point between the stabilizer bar and the cam structure. The fork and the cam structure are positioned by fitting together through the inner hole of a polygonal outer shaft to limit the relative rotation between the fork and the cam structure. The center line of the plane and the edge line of the end face of the cam groove are parallel to the central axis of the straight body of the stabilizer bar. The outer cylindrical surface of the connection port between the fork and the cam structure is fixed by welding. The fork provided at the connection point between the stabilizer bar and the cam structure, and the fork being positioned by fitting together through the inner hole of a polygonal outer shaft, effectively limits the relative rotation between the two. This ensures that when the stabilizer bar twists, its torque can be directly and without slippage transmitted to the cam structure, avoiding motion transmission lag or energy loss caused by relative rotation, and ensuring the synchronization and consistency of the movement of the stabilizer bar and the cam structure.

[0015] Preferably, the piston rod and the fork-shaped connector are connected by a ball joint. The ball joint includes a ball head bushing, a ball rod, a ball joint fixing nut, and a hexagonal nut. The cylindrical shaft end of the fork-shaped connector is machined with an inner shaft hole, and an internal thread is tapped inside the inner shaft hole. The rod end face of the piston rod is machined with an internal thread hole. The ball head bushing can fit into the inner shaft hole of the fork-shaped connector, so that the ball head bushing wraps around the spherical end of the ball rod. The ball head bushing included in the ball joint can fit into the inner shaft hole of the fork-shaped connector and wrap around the spherical end of the ball rod. This structure can buffer the direct contact friction between the ball rod and the fork-shaped connector, reduce component wear, and at the same time provide a certain rotational adaptation space for the ball rod. This avoids rigid collisions or additional stress caused by the linear motion of the piston rod and the posture deviation of the fork-shaped connector with the system movement, ensuring the motion coordination of the connection part and preventing local structural damage due to stress concentration.

[0016] Preferably, the ball joint fixing nut engages with the internal thread of the inner shaft hole of the fork-shaped connector, fixing the ball head bushing and the spherical end of the ball rod together in the inner shaft hole of the fork-shaped connector; the cylindrical shaft surface of the ball rod is machined with external threads, and the ball rod is threadedly connected to the internal thread hole of the piston rod through the external threads; the hexagonal nut is used for secondary tightening of the connection between the ball rod and the piston rod. The ball rod is threadedly connected to the internal thread hole of the piston rod through the external threads of the cylindrical shaft surface. This connection method not only achieves precise positioning of the ball rod and the piston rod, but also ensures direct and continuous force transmission between the two, avoiding force transmission lag or loss caused by connection gaps, and ensuring that the linear motion of the piston rod can accurately respond to the motion requirements of the fork-shaped connector.

[0017] Preferably, a rubber washer is molded into the central shaft hole of the ball joint fixing nut. The rubber washer and the ball rod form a rotatable fit structure, allowing the ball joint to retain its rotational freedom around the ball rod axis. The rotatable fit structure formed by the rubber washer and the ball rod precisely preserves the rotational freedom of the ball joint around the ball rod axis, enabling the ball joint to flexibly adapt to changes in posture during system movement in this direction. This avoids additional torsional stress caused by restricted rotation, prevents deformation or damage to the ball joint and connecting parts due to stress concentration, and ensures the motion coordination between the piston rod and the fork-shaped connector.

[0018] Preferably, the actuator's working cylinder is a double-rod working cylinder; the piston is disposed inside the double-rod working cylinder and can slide along the inner wall of the double-rod working cylinder, the piston dividing the double-rod working cylinder into a first rod chamber and a second rod chamber; the first rod chamber is provided with a first oil port, and the second rod chamber is provided with a second oil port. The actuator's double-rod working cylinder structure, combined with the piston sliding along the inner wall of the working cylinder, allows for smoother and more stable piston movement, effectively avoiding actuator response delays caused by movement jamming. Simultaneously, the double-rod structure ensures more balanced force distribution on both ends of the piston, reducing the risk of uneven wear on one side of the piston and extending the service life of the working cylinder and piston.

[0019] Preferably, the first oil port and the second oil port form a connected circuit through hydraulic components and rigid or flexible oil pipes. This connected circuit ensures stable oil flow between the two rod-side chambers of the double-rod working cylinder, providing the necessary fluid transmission channel for the actuator to hydraulically control the piston movement. Attached Figure Description

[0020] Figure 1 This is a three-dimensional structural diagram of an embodiment of the hydraulic stabilizer bar system of this utility model;

[0021] Figure 2 This is a top view illustrating the structure of an embodiment of the hydraulic stabilizer bar system of this utility model;

[0022] Figure 3 This is a schematic diagram of an exemplary cam structure of the present invention;

[0023] Figure 4 This is an exemplary assembly diagram of the cam rocking mechanism of this utility model;

[0024] Figure 5 for Figure 2 Schematic diagram of the cross-section of the structure along the AA direction;

[0025] Figure 6 This is a conceptual schematic diagram of the actuator oil circuit layout of the hydraulic stabilizer bar system according to a preferred embodiment of the present invention;

[0026] Figure 7 This is a schematic diagram of the hydraulic stabilizer bar system actuator oil circuit layout according to a preferred embodiment of the present invention;

[0027] Figure 8 for Figure 2 A schematic diagram of a preferred embodiment of the forklift connection method at positions I and II;

[0028] Figure 9 for Figure 5 A schematic diagram of a preferred embodiment of the cam engagement path design at positions III and IV;

[0029] Figure 10 This is a schematic diagram of a preferred embodiment of the structural extension of this utility model.

[0030] List of reference numerals

[0031] 100: Actuator; 101: Left piston rod; 102: Right piston rod; 103: Working cylinder; 104: Piston; 110: First left fork; 111: First right fork; 112: Second left fork; 113: Second right fork; 114: Third left fork; 115: Third right fork; 120: First left cam structure; 121: First right cam structure; 120.1: Cylindrical shaft; 120.2: Groove; 120.3: Cam groove disc; 122: Second left cam structure; 123: Second right cam structure; 124: Third left cam structure; 125: Third right cam structure; 126: Fourth left cam structure; 127: Fourth right cam structure; 130: Left cylindrical push rod; 131: Right cylindrical push rod; 132: Left fork-shaped connector; 133: Right fork-shaped connector Components; 140: Left first ball head bushing; 141: Right first ball head bushing; 142: Left second ball head bushing; 143: Right second ball head bushing; 144: Left cue; 145: Right cue; 146: Left ball joint retaining nut; 147: Right ball joint retaining nut; 150: Left rubber bushing; 151: Right rubber bushing; 152: Left rigid bushing; 153: Right rigid bushing; 160: First hexagonal... Nut; 161: Second hexagonal nut; 162: External hexagonal bolt; 170: First oil port; 171: Second oil port; 172: First accumulator; 173: Second accumulator; 174: First oil passage; 175: Second oil passage; 176: First damping valve; 177: Second damping valve; 178: Solenoid valve; 180: Stabilizer bar; 190: Spring; 200: Hydraulic pump; 201: Oil tank. Detailed Implementation

[0032] The present invention will now be described in detail with reference to the accompanying drawings.

[0033] like Figure 1 and Figure 2As shown, this utility model provides an embodiment of a horizontally arranged hydraulic stabilizer bar system. The system connects the stabilizer bar 180 to a horizontally placed actuator 100 via a cam swing mechanism. The stabilizer bar 180 has a first left fork 110 and a first right fork 111 at both ends. The first left fork 110 is connected to the left end of the actuator 100 via a cam swing mechanism (left); the first right fork 111 is connected to the right end of the actuator 100 via a cam swing mechanism (right).

[0034] As a preferred technical solution, the stabilizer bar 180 is manufactured by an integral molding process, and the first left fork 110 and the first right fork 111 on both sides of the bar body are seamlessly fixed to the bar body. This solution avoids the positioning error of traditional welding process while improving material utilization and is suitable for mass production to reduce costs.

[0035] As a preferred technical solution, the stabilizer bar 180 has two types of bushings fitted onto its straight body: the left rigid bushing 152 and the right rigid bushing 153 in the middle are fixed to the vehicle frame beam by external hexagonal bolts 162 and support the horizontal arrangement of the actuator working cylinder 103. Simultaneously, rubber washers are molded into the axial holes of the rigid bushings to form a rotatable fit with the stabilizer bar 180 body; the left rubber bushings 150 and the right rubber bushings 151 on both sides of the stabilizer bar 180 are fitted onto the body through interference fit axial holes, effectively limiting the deformation of the body off-axis under external force and maintaining its torsional motion around the axis. The sidewall ends of the stabilizer bar 180 are connected to the vehicle suspension guide arms by rubber pads or ball joint pins to ensure smooth force transmission.

[0036] As a preferred technical solution, the cam swing mechanism (left) includes a first left cam structure 120, a left cylindrical push rod 130, and a left fork-shaped connector 132; the cam swing mechanism (right) includes a first right cam structure 121, a right cylindrical push rod 131, and a right fork-shaped connector 133.

[0037] As a core component for motion conversion, the design of the cam structure in a cam-rocking mechanism directly determines the system's force transmission efficiency. For example... Figure 3 and Figure 4As shown, taking the cam rocker mechanism (left) as an example, its first left cam structural component 120 includes two structural features: a cylindrical shaft 120.1 and a cam groove disc 120.3. The specific positional relationship between the two structural features is as follows: taking the groove opening 120.2 plane of the cam groove disc 120.3 as the reference plane A, a plane orthogonal to this reference plane and passing through the center line of the cam groove disc 120.3 is defined as plane B. The axis of the cylindrical shaft 120.1 is completely within plane B. Within plane B, one end of its axis intersects the intersection line of planes A and B, while the other end of the axis forms a certain angle α with the intersection line. This angle α needs to be optimized and matched based on the vehicle suspension parameters through dynamic simulation to ensure that the motion trajectory of the cam groove disc 120.3 driven by the stabilizer bar 180 when it twists is consistent with the motion requirements of the left fork-shaped connector 132. Specifically, vehicle suspension parameters refer to parameters related to suspension motion characteristics, such as suspension travel (e.g., the maximum vertical displacement of the wheel), track width (center distance between the left and right wheels), caster angle, and suspension stiffness. Other influencing parameters include the lateral bending angle of the integrally molded stabilizer bar 180 fork, which deviates from its axis, used for the installation and mating of the stabilizer bar 180 with the cam swing mechanism. The matched parameters include the angle between the axis of the cylindrical shaft 120.1 and the intersection lines of surfaces A and B, and the design parameters of the groove 120.2 path curve of the cam slot 120.3, such as curve radius, curve length, steering angle, tangent length, and external distance (exemplary groove 120.2 design is described below). Figure 6 This ensures the coordination between the movement of the cam structure and the suspension bounce.

[0038] In terms of material selection, cam structure components can be manufactured using alloy structural steel (such as 40Cr and 42CrMo) or high-strength ductile iron (such as QT600-3). Alloy structural steel offers excellent wear resistance, making it suitable for urban commuter vehicles subjected to high-frequency alternating loads, SUVs needing to withstand torsional impacts from complex road conditions, and luxury vehicles requiring strict control over fit clearances. High-strength ductile iron offers excellent casting performance and controllable costs, making it suitable for cost-sensitive, economical compact cars and mass-produced urban logistics vehicles. Through precise matching of materials and operating conditions, an optimal balance between performance and cost can be achieved while ensuring the reliability of the mechanism.

[0039] Preferably, the groove 120.2 of the cam groove disk 120.3 is machined by CNC interpolation, with a trajectory of a composite sine curve. The cross-section of the groove 120.2 forms a clearance fit with the left cylindrical push rod 130, ensuring flexible movement while avoiding force transmission lag caused by loose fit. The surface of the groove 120.2 is subjected to high-frequency quenching and precision grinding to control the coefficient of friction between it and the left cylindrical push rod 130 within a certain range. The cylindrical surfaces at both ends of the left cylindrical push rod 130 are threaded and fastened to the two sides of the left fork-shaped connector 132 by the first hexagonal nut 160. It should be clarified that the left cylindrical push rod 130 and the aforementioned cylindrical shaft 120.1 are two different components: the cylindrical shaft 120.1 is a component of the cam structure 120, integrally machined with the cam groove disk 120.3, and is generally stepped shaft-shaped. It is a rigid shaft that runs through and connects the central area of ​​the cam groove disk 120.3, serving as a rotational support shaft for the cam structure 120, transmitting the torsional torque of the stabilizer rod 180, and driving the cam groove disk 120.3... The step rotation is the core load-bearing and force-transmitting part of the cam structure 120; the left cylindrical push rod 130 is an independent motion transmission component, which is set in the form of a smooth cylindrical rod with external threads at both ends. The central cylindrical surface forms a sliding fit with the groove 120.2 of the cam groove disk 120.3. Its function is to slide within the groove 120.2 along the trajectory of the groove 120.2, and convert the rocking motion of the cam groove disk 120.3 into the compound motion of the left fork-shaped connector 132, so as to realize the transmission and conversion of force and motion.

[0040] This invention constructs a stable and efficient transmission chain by adding a cam-swing mechanism, optimizing the horizontal force transmission path while reducing the negative impact of inertial mass and frictional loss from moving parts, thereby improving the energy conversion efficiency of the actuator 100. This cam-swing mechanism uses a mechanical combination connection, featuring convenient installation and easy replacement and maintenance. Furthermore, while retaining the original geometric parameters and mechanical properties of the traditional stabilizer bar 180, this invention enhances the vehicle's anti-roll capability under extreme conditions and compensates for some of the vehicle's anti-vertical capability through the cam groove and path design of the connecting structure, thus improving the vehicle's adaptability to uneven road surfaces.

[0041] As a preferred technical solution, taking the cam rocker mechanism (left) as an example, the connection between the first left cam structure 120 and the first left fork 110 of the stabilizer 180 adopts an inner hole-outer shaft fit (see the following for specific embodiments). Figure 5 By limiting relative rotation through geometric constraints, it is necessary to control the parallelism error between the center line of the first left cam structure 120 disc and the axis of the straight rod of the stabilizer bar 180 during assembly. The outer cylindrical surface of the mating part of the two is fixed by welding to ensure the strength of the weld and prevent the fit of the stabilizer bar 180 from loosening under the high-frequency vibration of the car.

[0042] like Figure 5 As shown Figure 2 A cross-sectional schematic diagram of the connection structure between the AA-direction cam rocker mechanism and the actuator 100 is shown. The left fork-shaped connector 132 of the cam rocker mechanism (left) is connected to the left piston rod 101 of the actuator 100 via a left ball joint; the right fork-shaped connector 133 of the cam rocker mechanism (right) is connected to the right piston rod 102 of the actuator 100 via a right ball joint. The ball joint connection between the piston rod and the fork-shaped connector is a key structure for preventing additional stress. The left ball joint includes a left first ball head bushing 140, a left ball rod 144, a left second ball head bushing 142, a left ball joint fixing nut 146, and a second hexagonal nut 161; the right ball joint includes a right first ball head bushing 141, a right ball rod 145, a right second ball head bushing 143, a right ball joint fixing nut 147, and a second hexagonal nut 161.

[0043] Taking the connection between the cam rocker mechanism (left) and the actuator 100 as an example, the cylindrical shaft end of the left fork-shaped connector 132 is machined with an internal threaded hole, the rod end plane of the left piston rod 101 is machined with an internal threaded hole, and the cylindrical end of the left ball rod 144 is machined with an external thread. During assembly, the left first ball head bushing 140 is first fitted into the shaft hole of the left fork-shaped connector 132, wrapping the spherical end of the left ball rod 144; then, the left second ball head bushing 142 is fitted with the hole and shaft clearance of the cylindrical surface of the rod end of the left ball rod 144 to connect the left second ball head bushing. Sleeve 142 is fitted into the shaft hole of the left fork-shaped connector 132. The left ball joint fixing nut 146 is used to lock the left fork-shaped connector 132 through internal and external thread connection and abut against the left second ball head bushing 142. The two ball head bushings fit with the ball head end of the left ball rod 144 through the inner surface, which together restricts the displacement movement of the ball head end of the left ball rod 144 relative to the bushing, and only retains the rotational degree of freedom. Finally, after the external thread of the left ball rod 144 is connected with the internal thread of the piston rod end, the second hexagonal nut 161 is tightened to complete the secondary tightening.

[0044] As a preferred technical solution, taking the left ball joint as an example, a rubber washer is molded in the central shaft hole of the left ball joint fixing nut 146, which is sleeved on the cylindrical surface of the ball rod to form a hole-shaft fit. Together with the left first ball head bushing 140 and the left second ball head bushing 142, it restricts the ball joint to retain only the rotational degree of freedom around the axis of the left ball rod 144. This ensures the stability of the hydraulic pressure transmission along the piston rod axis and prevents the additional rotation caused by the cam rocking mechanism driven by the torsion of the stabilizer rod 180, thus extending the service life of the actuator 100.

[0045] like Figure 6 , Figure 7The diagram shows a preferred embodiment of the actuator oil circuit arrangement of the hydraulic stabilizer bar system of this utility model. The actuator 100 consists of a piston 104, a left piston rod 101, a right piston rod 102, and a working cylinder 103. The piston 104 is connected to the left piston rod 101 and the right piston rod 102 at both ends. The piston 104 divides the working cylinder 103 into a first rod chamber and a second rod chamber with a first oil port 170 and a second oil port 171. The first oil port 170 and the second oil port 171 are connected to the outside of the actuator 100 through hydraulic components and rigid or flexible oil pipes. The actuator oil circuit arrangement in this embodiment includes a first accumulator 172, a second accumulator 173, a first oil circuit 174, a second oil circuit 175, a first damping valve 176, a second damping valve 177, a solenoid valve 178, an external power source (hydraulic pump 200, etc.), and auxiliary devices (oil tank 201, etc.). The first oil circuit 174 is connected at both ends to the first oil port 170 and an external power source (hydraulic pump 200, etc.) or auxiliary device (oil tank 201, etc.). The second oil circuit 175 is connected at both ends to the second oil port 171 and an external power source (hydraulic pump 200, etc.) or auxiliary device (oil tank 201, etc.). The first accumulator 172 and the first damping valve 176 are connected to the first oil circuit 174 in oil communication. The second accumulator 173 and the second damping valve 177 are connected to the second oil circuit 175 in oil communication. A solenoid valve 178 is provided between the first oil circuit 174 and the second oil circuit 175. The solenoid valve 178 controls the connection and disconnection of the oil between the first oil circuit 174 and the second oil circuit 175, thereby realizing the flexible switching of the working mode of the actuator 100.

[0046] As a preferred technical solution, by integrating two damping valves and two accumulators, the damping and stiffness characteristics of the first oil circuit 174 and the second oil circuit 175 of the system can be adjusted in real time: the damping valves suppress pressure fluctuations by adjusting the oil flow rate, while the accumulators absorb pulsating oil pressure and replenish instantaneous flow. The purpose of the solenoid valve 178 is to adapt to different working requirements of the actuator 100 by switching the on and off states of the oil circuits: when the solenoid valve 178 is on, the two oil circuits form a parallel loop; when the solenoid valve 178 is closed, the two oil circuits operate independently. This enables the actuator 100 to quickly start / stop and switch between extension and retraction functions. Based on the analysis of the working characteristics of the double-rod hydraulic cylinder, in this embodiment, the solenoid valve 178 is turned on, connecting the first oil circuit 174 and the second oil circuit 175. The first damping valve 176 and the second damping valve 177 synchronously control the oil flow rate of the two oil circuits, ensuring that the oil flow rate remains consistent. Under this condition, the force-bearing area on both sides of the piston 104 is the same, and the hydraulic pressure is balanced, thus keeping the connected piston rod in a stable and stationary state. This quickly stops the operation of the actuator 100. Adjusting the different oil flow rates at the two ports using the first damping valve 176 and the second damping valve 177 restarts the actuator 100, exhibiting both rapid response and stable operation. When the solenoid valve 178 is closed, disconnecting the two oil circuits, the two oil circuits are independently controlled: an external power source (hydraulic pump 200, etc.) can independently adjust the oil supply pressure and flow rate of the first oil circuit 174 or the second oil circuit 175 to create a pressure difference on both sides of the piston rod. For example, when the oil supply pressure of the first oil circuit 174 is increased, the left piston rod 101 is pushed back and the right piston rod 102 extends synchronously; conversely, when the second oil circuit 175 is adjusted, the reverse movement is achieved, thereby driving the actuator 100 to complete the extension and retraction action, thus meeting the dynamic adjustment requirements of the cam rocking mechanism.

[0047] The actuator 100 of this invention only requires a commercially available ordinary double-rod hydraulic cylinder. Its hydraulic circuit can be flexibly arranged according to actual needs. The torsional stiffness of the stabilizer bar 180 system can be adjusted by controlling hydraulic components such as hydraulic valves. It has the technical characteristics of low cost and easy processing. In addition, the horizontal arrangement of the actuator 100 can reduce the vertical installation height requirement, which is beneficial to the space allocation of the automobile chassis.

[0048] like Figure 8The diagram shows a preferred embodiment of the fork connection method. The connection between the cam structure and the stabilizer bar 180 fork adopts an inner hole-outer shaft fit. Different forms of inner hole-outer shaft fits can be selected according to actual machining capabilities or actual working intensity requirements. For example, the first left fork 110 and the first right fork 111 are respectively fitted with the first left cam structure 120 and the first right cam structure 121 through a quadrilateral inner hole-outer shaft fit. This form is easy to machine and suitable for working conditions with small loads. The second left fork 112 and the second right fork 113 are respectively fitted with the second left cam structure 122 and the second right cam structure 123 through an octagonal inner hole-outer shaft fit. The force transmission stability of the polygonal structure is better than that of the quadrilateral, and it can be used in medium load scenarios. The third left fork 114 and the third right fork 115 are respectively fitted with the third left cam structure 124 and the third right cam structure 125 through a spline inner hole-outer shaft fit. The multi-tooth contact characteristics of the spline enable it to withstand large torque and axial force, and it is suitable for high-intensity working environments.

[0049] like Figure 9 The diagram shows a preferred embodiment of the cam engagement path design. Based on the requirements of this embodiment, the cam groove trajectory design of the cam structure achieves two core functions: first, it constrains the cylindrical push rod to drive the fork-shaped connector to generate linear displacement along the axis of the actuator 100; second, it drives the fork-shaped connector to complete a controllable additional dissipative rotation around its own cylindrical axis. Furthermore, by retaining two degrees of freedom of displacement of the fork-shaped connector relative to the disk plane of the cam structure, the above-mentioned related action requirements under different working conditions can be met: the first left cam structure 120 and the first right cam structure 121 adopt a slanted linear cam path design, which can achieve proportional linkage between linear displacement and additional rotation through a linear trajectory, suitable for scenarios requiring uniform feed and synchronous fine-tuning of angles. The fourth left cam structure 126 and the fourth right cam structure 127 adopt a quarter-circle arc cam path design. This trajectory can achieve efficient coordination of large-angle rotation and short-distance linear displacement within a limited stroke. Its arc curvature design can reduce motion impact, improve the stability of the mechanism in high-frequency actions, and extend the service life of the equipment.

[0050] Figure 10 This is a schematic diagram of a preferred embodiment of the structural extension of this utility model. A helical spring 190 can be integrated externally into the actuator 100 to assist in providing anti-tilting stiffness. The two ends of the spring 190 are respectively connected to the fork-shaped connector and the working cylinder 103.

[0051] In summary, this utility model relates to a horizontally arranged hydraulic stabilizer bar system. The system forms a closed-loop working process of "motion conversion - hydraulic constraint - performance enhancement". When the vehicle is cornering, the roll moment causes the stabilizer bar 180 to twist around the center line of the bushing shaft hole. Through a rigid connection, this torsional motion synchronously drives the cam structure to swing. At this time, the cam groove trajectory constrains the cylindrical push rod to drive the fork-shaped connector to generate two types of motion: linear displacement along the axis of the actuator 100 and additional rotation around its own axis. The linear displacement of the fork-shaped connector is transmitted to the piston rod through the ball joint, causing it to move axially along the working cylinder 103; while the additional rotation is absorbed by the single-degree-of-freedom rotation of the ball joint, preventing it from being transmitted to the piston rod. The first and second rod chambers of the actuator 100 working cylinder 103 are introduced with hydraulic pressure through the hydraulic pump 200, forming a pressure difference to constrain the piston rod displacement. This constraint acts in the opposite direction on the cam structure through the fork connector and the cylindrical push rod, which restricts the torsional angle of the stabilizer bar 180, directly resulting in an increase in the system's roll stiffness. At the same time, the vertical displacement component reserved in the cam groove trajectory design makes the movement of the components under vertical load subject to hydraulic pressure, thereby increasing the system's vertical stiffness and improving the ride comfort of the vehicle when passing over uneven road surfaces.

[0052] The practical value of this system lies in its multiple advantages in cost, reliability, and performance. The one-piece molding process reduces production time and costs for the stabilizer bar in mass production; the stress-blocking design of the ball joint extends the system's service life; diverse hydraulic circuit adjustment schemes adapt to different vehicle models such as sedans, SUVs, and commercial vehicles; and by improving roll and vertical stiffness, the system balances vehicle handling stability and ride comfort under complex road conditions, contributing to the upgrade of vehicle suspension systems.

[0053] It should be noted that the above specific embodiments are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this utility model, and these solutions all fall within the scope of this utility model and its protection scope. Those skilled in the art should understand that this utility model specification and its drawings are illustrative and do not constitute a limitation on the claims. The protection scope of this utility model is defined by the claims and their equivalents. Throughout the text, features introduced by "preferred" are merely optional and should not be construed as mandatory. Therefore, the applicant reserves the right to abandon or delete relevant preferred features at any time.

Claims

1. A horizontally arranged hydraulic stabilizer bar system, characterized in that, include: The stabilizer bar (180) has two ends for connecting to the frame and a middle part that is fitted inside a bushing and can rotate relative to it. The actuator (100) includes a working cylinder (103) and a piston (104) that can move axially along the working cylinder (103). The cam rocking mechanism includes a cam structure, a fork-shaped connector, and a cylindrical push rod. The fork-shaped connector is connected to the piston rod of the actuator (100). One end of the cam structure is connected to the stabilizer rod (180), and the other end is provided with a slot (120.2). The cylindrical push rod mounted on the fork-shaped connector forms a sliding fit with the slot (120.2). When the stabilizer bar (180) is torn, the cam structure generates a linear displacement by means of a sliding engagement with the cylindrical push rod, thereby driving the piston rod to move axially along the working cylinder (103), and then the hydraulic constraint of the piston rod linear displacement by the actuator (100) reduces the torsional motion of the stabilizer bar (180).

2. The hydraulic stabilizer bar system according to claim 1, characterized in that, The stabilizer bar (180) is provided with forks on both sides, and the forks are fixedly connected to the body of the stabilizer bar (180). The forks and the body are integrally formed.

3. The hydraulic stabilizer bar system according to claim 2, characterized in that, The bushing includes a rigid bushing and a rubber bushing; the rigid bushing is fitted in the middle of the straight rod of the stabilizer bar (180), and the rigid bushing is fixed to the frame by an external hex bolt (162) to support the working cylinder (103) of the actuator (100); a rubber washer is molded in the hole of the rigid bushing, and the rubber washer is rotatably fitted with the stabilizer bar (180); the rubber bushing is fitted on both sides of the straight rod of the stabilizer bar (180) to limit the deformation of both sides of the straight rod of the stabilizer bar (180) under external force.

4. The hydraulic stabilizer bar system according to claim 3, characterized in that, The cam structure is a combination of a cylindrical shaft (120.1) and a cam groove disc (120.3); the axis of the cylindrical shaft (120.1) is located in the central vertical plane of the cam groove disc (120.3), and the axis of the cylindrical shaft (120.1) is arranged at an angle to the plane of the cam groove disc (120.3).

5. The hydraulic stabilizer bar system according to claim 4, characterized in that, The fork is provided at the part where the stabilizer bar (180) is connected to the cam structure. The fork and the cam structure are positioned by the inner hole of the polygonal outer shaft to limit the relative rotation between the fork and the cam structure. The plane center line and end face plane edge line of the cam groove disc (120.3) are parallel to the central axis of the straight rod body of the stabilizer (180); the outer cylindrical surface of the connection between the fork and the cam structure is fixed by welding.

6. The hydraulic stabilizer bar system according to claim 1, characterized in that, The piston rod and the fork-shaped connector are connected by a ball joint, the ball joint including a ball head bushing, a ball rod, a ball joint fixing nut and a hexagonal nut; the cylindrical shaft end of the fork-shaped connector is machined with an inner shaft hole, and the inner shaft hole is tapped with internal threads; the rod end plane of the piston rod is machined with an internal thread hole. The ball head bushing can be fitted into the inner shaft hole of the fork-shaped connector, so that the ball head bushing wraps around the spherical end of the club.

7. The hydraulic stabilizer bar system according to claim 6, characterized in that, The ball joint fixing nut engages with the internal thread of the inner shaft hole of the fork-shaped connector, fixing the ball head bushing and the spherical end of the ball rod together in the inner shaft hole of the fork-shaped connector; the cylindrical shaft surface of the ball rod is machined with external threads, and the ball rod is threadedly connected to the internal thread hole of the piston rod through the external threads; the hexagonal nut is used to further tighten the connection between the ball rod and the piston rod.

8. The hydraulic stabilizer bar system according to claim 7, characterized in that, A rubber washer is molded inside the central shaft hole of the ball joint fixing nut. The rubber washer and the ball rod form a rotatable fit structure, allowing the ball joint to retain the degree of freedom of rotation around the axis of the ball rod.

9. The hydraulic stabilizer bar system according to claim 8, characterized in that, The actuator (100) has a working cylinder (103) that is a double rod working cylinder; the piston (104) is disposed inside the double rod working cylinder (103) and the piston (104) can slide along the inner wall of the double rod working cylinder. The piston (104) divides the double rod working cylinder into a first rod chamber and a second rod chamber; the first rod chamber is provided with a first oil port (170) and the second rod chamber is provided with a second oil port (171).

10. The hydraulic stabilizer bar system according to claim 9, characterized in that, The first oil port (170) and the second oil port (171) form a connected circuit through hydraulic components and rigid or flexible oil pipes.

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