Novel dampers for the vehicle's anti-tip bar

Abstract

Novel damper for an anti-tip bar of a vehicle, characterized in that the damper comprises a spring mounting rod, a damping spring, a damping adjustment rod, an angle adjuster and a two-end mounting clamp;wherein the spring mounting rod consists of an outer cylinder (73) and an inner rod (712), wherein the two-end mounting clamp comprises a left mounting clamp (76) and a right mounting clamp (77), each connected to a left angle adjuster (74) and a right angle adjuster (75), wherein the left angle adjuster is threaded to the outer cylinder (73) of the spring mounting rod and the right angle adjuster is threaded to a damping adjustment inner rod (78), wherein the spring mounting rod and the damping spring (71) form a combined telescopic structure connected to each other by a spring mounting hook, wherein the outer rod (72) of the damping adjustment rod and the inner rod (712) of the spring mounting rod are threaded to each other.

Description

A new type of automobile anti-roll bar damper Technical Field The invention belongs to the technical field of automobile chassis, and in particular relates to a novel automobile anti-roll bar damper which can effectively reduce the body roll when the vehicle is cornering and improve the straight-line driving quality. Background Art The chassis anti-roll bar is an important part of the automobile suspension system. The anti-roll bar is also called the lateral stabilizer bar, which has a great influence on the car's handling. The two ends of the anti-roll bar are connected to the suspension rocker arm. When the car body rolls, the anti-roll bar will twist accordingly, and at the same time generate feedback force in the opposite direction to control the roll of the car body. Therefore, the anti-roll bar is actually a twisting spring. When the car turns, the centrifugal force causes the body to roll, causing the suspension of the inner wheel of the curve to stretch and the suspension of the outer wheel of the curve to compress, causing the rod of the anti-roll bar to twist. The function of the anti-roll bar is to use the rebound force generated by the twisted rod body to suppress the roll of the car body.

[0003] The existing automobile suspension design generally connects the anti-roll bar with the anti-roll bar hanger, and the anti-roll bar hanger is then connected to the shock absorber tube or chassis swing arm, so that the connection force generated is used to suppress the angle change of the anti-roll bar. The anti-roll bar and the anti-roll bar hanger are generally connected with a ball head. The advantage of this connection is that it allows the vehicle to have a certain roll and facilitates the movement of the vehicle in non-linear directions. However, the use of a ball head connection also has side effects, because the ball head is relatively fragile after all, and the limit strength of a new part is not high. It is easy to loosen after using it for a period of time, resulting in insufficient connection strength between the anti-roll bar hanger and the anti-roll bar, and the anti-roll bar's role in reducing roll becomes weak. Therefore, increasing the connection strength of the anti-roll bar, increasing the stability of the anti-roll bar, reducing the angle change and vibration of the anti-roll bar when the vehicle is running, reducing the cornering roll, and improving the straight-line driving quality are the problems we need to solve. Summary of the invention In view of the shortcomings and gaps in the prior art, the present invention provides a novel automobile anti-roll bar damper and a connection method thereof. The damper can adjust dynamic damping by telescoping, and static damping can be adjusted by a damping adjustment rod. One end of the damper is connected to the chassis anti-roll bar, and the other end is connected to the anti-roll bar suspension rod or to the lower straight arm or lower curved arm or a nearby fixed point. By strengthening the connection damping between the anti-roll bar and the anti-roll bar suspension rod or the lower swing arm, the angle change and vibration of the anti-roll bar when the vehicle moves are reduced, and the stability of the anti-roll bar when moving is generally increased, so as to achieve the purpose of reducing the roll of the vehicle when cornering, and at the same time improve the comfort of the vehicle when driving in a straight line. In addition, while solving the above problems, the weight and volume of the technical solution structure must also be taken into account, because the anti-roll bar and the anti-roll bar suspension rod are both located in the chassis of the car, and increasing the weight of the chassis too much will inevitably affect the performance of the vehicle when driving or at high speed. At the same time, the chassis of many vehicles are complex and the available space is small, so it is important to control the volume of the technical solution. In order to achieve the above goals, we adopt the following technical solutions. Technical Solution The first technical solution A novel anti-roll bar damper for automobiles comprises a spring fixing rod, a damping spring, a damping adjustment rod, an angle adjuster, and two end fixing hoops. The spring fixing rod is composed of an outer tube and an inner rod, and the two end fixing hoops comprise a left end fixing hoop and a right end fixing hoop, which are respectively connected to the left end angle adjuster and the right end angle adjuster, the left end angle adjuster is connected to the outer tube of the spring fixing rod by a screw buckle, and the right end angle adjuster is connected to the damping adjustment inner rod by a screw buckle, the spring fixing rod and the damping spring are a composite telescopic structure, which are connected by a spring fixing hook, and the outer rod of the damping adjustment rod is connected to the inner rod of the spring fixing rod by a screw buckle. Preferably, the spring fixing rod is a low damping rod with a static starting length between 2mm and 600mm and a fully stretched length between 4mm and 1200mm. The spring fixing rod is divided into an outer tube and an inner rod. The outer tube is fixed and the inner rod is inside the outer tube and sealed with a sealing ring. The spring fixing rod fixes the spring and limits. Preferably, the damping spring has a length between 2mm and 500mm, a wire diameter between 0.1mm and 10mm, an inner diameter between 3mm and 50mm, increases damping when stretched, and returns to an initial position together with the spring fixing rod and the inner rod when contracted. Preferably, the damping adjustment rod comprises an inner rod and an outer rod, the length of the inner rod and the outer rod when they are completely overlapped is between 0mm and 300mm, and the length of them when they are completely separated is between 0mm and 600mm. Preferably, the angle adjuster comprises a left-end angle adjuster and a right-end angle adjuster, which connect the fixing hoop and the damping adjustment rod or the spring fixing rod and can be adjusted at multiple angles, specifically a universal joint, a ball head or a connecting ring. Preferably, the two end fixing hoops include a left end fixing hoop and a right end fixing hoop, which are annular or U-shaped fixing hoops, fixing one end of the anti-roll bar damper to the anti-roll bar of the car, and the other end to the anti-roll bar hanger, or to the suspension straight arm or fixed point near the anti-roll bar, and the inner diameter of the fixing hoop is circular or rectangular, the radius of the circle is between 2mm and 80mm, the length of the rectangle is between 2mm and 150mm, and the width is between 5mm and 150mm. Preferably, the damping spring and the spring fixing rod are a parallel composite structure, which cooperates with the damping adjustment rod, one end of which is connected to the anti-roll bar of the automobile, and the other end is connected to the anti-roll bar hanger or the straight arm or curved arm under the suspension. Preferably, when the inner rod length of the spring fixing rod of the anti-roll bar damper in the composite structure of the spring and the spring fixing rod in parallel is relatively small, when the inner rod of the spring fixing rod is pulled out, the inner rod will be unidirectionally clamped and limited by the outer rod sealing ring, and the entire damper becomes a hard connection. Preferably, the angle formed by the anti-roll bar damper with the anti-roll bar when connected to the anti-roll bar and the anti-roll bar hanger is adjusted between 0 degrees and 90 degrees, and the angle formed by the anti-roll bar damper with the anti-roll bar when connected to the anti-roll bar and the lower straight arm is adjusted between 0 degrees and 90 degrees. Preferably, another assembly structure of the damping spring and the spring fixing rod is that the spring fixing rod is outside and the damping spring is inside the spring fixing tube. Effect of the above technical solution Our technical solution solves the problem of insufficient strength of the connection between the anti-roll bar and the suspension, dynamically strengthens the connection damping between the anti-roll bar and the anti-roll bar hanger or the lower arm, and generally increases the stability of the anti-roll bar during movement. The composite structure of the spring fixing rod and the damping spring strengthens the connection strength between the anti-roll bar and the suspension. When the vehicle body rolls, the spring composite structure on one side becomes longer and the damping becomes larger, so as to reduce the angle of the anti-roll bar. When the vehicle body is straightened, it returns to the set initial position due to the elastic properties of the composite structure. The function of the spring fixing rod is to fix the spring in the lateral direction, so that when the vehicle is moving, the excess vibration of the spring in the lateral direction is reduced, so that the vehicle suspension runs linearly and stably. The spring fixing rod has a minimum damping setting requirement, because it needs to be accompanied by the expansion and contraction of the damping spring, and the expansion and contraction of the spring is the same as the rhythm of the change of the center of gravity of the vehicle body. The damping adjustment rod is a hard connection. Under the premise that the fixing hoops at both ends are fixed, the length of the overall spring structure can be adjusted by adjusting the length of the damping adjustment rod to set the initial damping. If the total length of the damping adjustment rod is shortened, the initial damping of the overall spring structure will increase, and if the total length of the damping adjustment rod is lengthened, the initial damping of the overall spring structure will decrease. When the vehicle body rolls, the overall spring structure on one side becomes longer and the damping becomes greater, so as to reduce the angle of the anti-roll bar. If the anti-roll bar damper is installed in a very small space, the initial damping of the spring and the length of the damper can be adjusted by adjusting the angle of the fixing hoop alone. The function of the angle adjuster is to connect the spring composite structure, the damping adjustment rod and the fixing hoop, as well as their points of force with the vehicle suspension, at the widest angle. This ensures that when the vehicle has various driving movements, the above-mentioned parts have no excess running resistance and can play the maximum damper role. At the same time, in the driving scenarios required by the vehicle, the extension and retraction of the spring fixing rod can be set to a very small range, which will not affect the steering of the vehicle. As long as a small roll occurs during vehicle driving, the stretching of the inner rod of the spring fixing rod will be unidirectionally blocked and limited by the sealing ring of the outer tube of the fixing rod. At this time, there is not only the damping force generated by the spring, but also the damping force generated by the hard limit of the inner rod of the fixing rod. In this state, the entire damper will be hard connected with the anti-roll bar and chassis suspension, thereby effectively preventing the vehicle from rolling. The angle change of the anti-roll bar of the car includes the tilt angle of the anti-roll bar when the vehicle rolls and the vibration amplitude change of the anti-roll bar when the vehicle moves in a straight line. The anti-roll bar damper can effectively reduce the roll angle of the anti-roll bar and the vibration amplitude of the anti-roll bar when the vehicle moves in a straight line, and improve the straight-line driving quality. Under the initial damping setting of the anti-roll bar damper, when the angle between the anti-roll bar damper and the anti-roll bar is greater than 45 degrees when connected, the damper's action tends to reduce the change of the anti-roll bar's vibration amplitude. When the angle is less than 45 degrees, the damper's action tends to reduce the roll angle of the anti-roll bar. According to the data of the experimental vehicle, when the angle is set to 60 degrees, the vehicle's straight-line driving quality and the reduction of roll reach a balance between comfort and movement. The second technical solution A novel anti-roll bar damper for automobile comprises a spring fixing rod, a damping spring, a left-end fixing hoop and a right-end fixing hoop, wherein the left-end fixing hoop is connected to the outer tube connecting hole of the spring fixing rod by bolts, and the right-end fixing hoop is connected to the inner rod connecting hole of the spring fixing rod by bolts. The left-end spring fixing hook of the damping spring is buckled in the left-end spring hook fixing groove, and the right-end spring fixing hook is buckled in the right-end spring hook fixing groove. The spring fixing rod comprises an outer tube and an inner rod, and is a composite telescopic structure with the damping spring and is connected with a spring fixing hook. Preferably, the spring fixing rod is a low damping rod, which is divided into an outer tube and an inner rod. The starting length of the spring fixing rod is between 2 mm and 600 mm, and the fully stretched length is between 5 mm and 1200 mm. The outer tube is fixed and the inner rod is inside the outer tube and sealed with a sealing ring. The spring fixing rod fixes the spring and limits. Preferably, the damping spring includes three settings, a two-end neck spring, a middle neck spring and a single-side neck spring. The damping spring wire diameter is between 0.1 mm and 20 mm, the inner diameter is between 2 mm and 100 mm, and the length is between 2 mm and 500 mm. The damping spring is sleeved outside the spring fixing rod and has a composite telescopic structure with the spring fixing rod. The damping is increased when stretched, and returns to the initial position together with the inner rod of the spring fixing rod when contracted. Preferably, the left-end fixing hoop and the right-end fixing hoop are annular or U-shaped fixing hoops, the radius of the fixing hoop ring is between 2 mm and 80 mm, the U-shape is between 2 mm and 150 mm long, and the width is between 5 mm and 200 mm. One end of the anti-roll bar damper is fixed to the anti-roll bar of the car, and the other end is fixed to the anti-roll bar hanger, or fixed to the suspension straight arm or fixed point near the anti-roll bar, and the inner diameter of the fixing hoop is circular or rectangular. Preferably, one end of the damping spring is connected to the anti-roll bar of the automobile, and the other end is connected to the anti-roll bar hanger or the straight arm or curved arm or fixed point under the suspension. Preferably, when the length of the inner rod of the spring fixing rod of the composite structure of the spring and the spring fixing rod in parallel is relatively small, when the inner rod of the spring fixing rod is pulled out, the inner rod will be unidirectionally clamped and limited by the outer rod sealing ring, and the entire damper becomes a hard connection. Preferably, another assembly structure of the damping spring and the spring fixing rod is that the spring fixing rod is outside and the damping spring is inside the spring fixing tube. One end of the damping spring is fixed to the closed end inside the outer tube of the spring fixing rod, and the other end is fixed to the inner rod of the spring fixing rod inserted into the outer tube end, and is sealed and fixed with a sealing ring. In addition, the proportion of the length of the middle spring coil portion of the two-end neck spring to the total length of the spring shall not be less than 80%, the proportion of the length of the middle spring coil portion of the middle neck spring to the total length of the spring shall not be higher than 80% (inclusive) and not lower than 40% (inclusive), and the proportion of the length of the single-side spring coil portion of the single-side neck spring to the total length of the spring shall not be higher than 40%. Our technical solution solves the problem of insufficient strength of the connection between the anti-roll bar and the suspension, dynamically strengthens the connection damping between the anti-roll bar and the anti-roll bar hanger or the lower arm, and generally increases the stability of the anti-roll bar during movement. The composite structure of the spring fixing rod and the damping spring strengthens the connection strength between the anti-roll bar and the suspension. When the vehicle body rolls, the spring composite structure on one side becomes longer and the damping becomes larger, so as to reduce the angle of the anti-roll bar. When the vehicle body is straightened, it returns to the set initial position due to the elastic properties of the composite structure. The function of the spring fixing rod is to fix the spring in the lateral direction, so that when the vehicle moves, the excess vibration of the spring in the lateral direction is reduced, so that the vehicle suspension runs linearly and stably. The spring fixing rod has the requirement of setting the damping as low as possible, because it needs to be accompanied by the expansion and contraction of the damping spring, and the expansion and contraction of the spring is the same as the rhythm of the change of the center of gravity of the vehicle body. The design of directly connecting the left and right fixing hoops to the spring fixing rod simplifies the steps and reduces the weight of the entire regulator, thereby minimizing the impact of the weight on the chassis when the regulator moves. Using two-end neck springs, middle neck springs and single-side neck springs, and different spring line neck a and c and coil ratio designs, the straight line a and c parts of the spring can be increased as much as possible, the coil ratio can be reduced, and the wire diameter of the coil can be increased. This can not only ensure the damping of the spring, but also reduce the weight of the spring, while increasing the rigidity of the spring in the straight direction, so as to reduce the vibration of the spring caused by the movement of the car and make the car run more linearly and comfortably. In the driving scenarios required by the vehicle, the extension and retraction of the spring fixing rod can be set to a very small range, which will not affect the steering of the vehicle. As long as a small roll occurs during vehicle driving, the stretching of the inner rod of the spring fixing rod will be unidirectionally blocked and limited by the sealing ring of the outer tube of the fixing rod. At this time, there is not only the damping force generated by the spring, but also the damping force generated by the hard limit of the inner rod of the fixing rod. In this state, the entire damper will be hard connected with the anti-roll bar and chassis suspension, thereby effectively preventing the vehicle from rolling. The angle change of the anti-roll bar of the car includes the tilt angle of the anti-roll bar when the vehicle rolls and the vibration amplitude change of the anti-roll bar when the vehicle moves in a straight line. The anti-roll bar damper can effectively reduce the roll angle of the anti-roll bar and the vibration amplitude of the anti-roll bar when the vehicle moves in a straight line, and improve the straight-line driving quality. Under the initial damping setting of the anti-roll bar damper, when the angle between the anti-roll bar damper and the anti-roll bar is greater than 45 degrees when connected, the damper's action tends to reduce the change of the anti-roll bar's vibration amplitude. When the angle is less than 45 degrees, the damper's action tends to reduce the roll angle of the anti-roll bar. According to the data of the experimental vehicle, when the angle is set to 60 degrees, the vehicle's straight-line driving quality and the reduction of roll reach a balance between comfort and movement. Although the above two technical solutions both solve the connection force problem between the automobile anti-roll bar and the anti-roll bar suspension rod, the degree of solution is different, the functions achieved are not completely the same, and the effects achieved are not completely the same. Technical solution 1 adds an angle adjuster and a damping adjustment rod. The angle adjuster is generally a universal joint. In the limited space where the anti-roll bar and the anti-roll bar hanger of a mass-produced vehicle are connected, the angle adjuster can always connect the entire damper to the anti-roll bar and the anti-roll bar hanger at a suitable angle. The function of the damping adjustment rod is to adjust the damping to suit the needs by adjusting the length of the damping adjustment rod after the entire damper is installed and tested. Technical solution 2 connects the anti-roll bar and the anti-roll bar hanger through a damping spring and a spring fixing rod, which increases the connection force. At the same time, the angle adjuster and one end of the spring fixing rod are integrated together, which reduces the weight and volume. The damping adjustment rod is removed, and the initial damping of the spring can be adjusted by fine-tuning the position of the fixing hoop. In this way, the volume is reduced, making it easier to install the damper in a small space, while reducing the weight of the damper and minimizing the impact of the damper on the vehicle chassis. Therefore, from the perspective of the best effect, technical solution 1 is selected, and technical solution 2 is selected for installation in a small space. BRIEF DESCRIPTION OF THE DRAWINGS Because there are two technical solutions according to the different levels of solution, the first digit of the second technical solution is 6, and the first digit of the first technical solution is 7 Description of the drawings of the first solution Figure 1 A new type of anti-roll bar damper structure of the car without installation Figure 2 A new type of anti-roll bar damper structure diagram of the vehicle after installation when the vehicle is stationary. Figure 3 Structure diagram of fixing hoop and angle connector The parts shown in the figure are 71 damping spring 72 damping adjustment rod outer rod 73 spring fixing rod outer cylinder 74 left end angle adjuster 75 right end angle adjuster 76 left end fixing hoop 77 right end fixing hoop 78 damping adjustment rod inner rod 79 separation fixing hoop 711 fixing ring screw 712 spring fixing rod inner rod 713 spring fixing hook Second scheme of the accompanying drawings FIG4 is a schematic diagram showing a novel structure of an automobile anti-roll bar damper in a state where the vehicle is not installed. Figure 5 is a schematic diagram showing a novel structure of an automobile anti-roll bar damper in a slightly stretched state when the vehicle is stationary after installation. FIG. 6 is a schematic diagram showing the outer cylinder of the spring fixing rod FIG. 7 is a schematic diagram showing a spring fixing rod inner rod FIG8 is a schematic diagram showing the left end fixing hoop FIG. 9 is a schematic diagram showing the right end fixing hoop FIG. 10 is a schematic diagram showing a two-end neck spring FIG. 11 is a schematic diagram showing an intermediate neck spring FIG. 12 is a schematic diagram showing a unilateral neck spring The parts shown in the figure are 61 damping spring 62 left end fixing hoop 63 spring fixing rod outer tube 64 right end fixing hoop bolt 65 left end fixing hoop bolt 66 spring fixing rod inner rod 67 left end spring fixing hook 68 right end spring fixing hook 69 spring fixing rod inner rod connecting hole 611 right end spring hook fixing groove 612 right end fixing hoop 613 left end spring hook fixing groove 614 spring fixing rod outer tube connecting hole a is the distance between the spring coil and the spring fixing hook Left end fixing hoop Right end fixing hoop Two end neck springs Middle neck spring Single side neck spring These names are just for illustration to distinguish the names, they are not professional terms and have no other meanings The total length of the spring, b, is the length of the spring from the left end point to the right end point as shown in Figure 13 Common spring materials include carbon spring steel, alloy spring steel and non-ferrous metal alloys. Implementation The implementation method of the present invention is described below. In addition, in each of the drawings, the size ratio of the drawings is sometimes enlarged for illustration and is different from the actual ratio. The material of the fixing hoop is a common metal in the art. The first technical solution implementation method 1. A new type of anti-roll bar damper for automobiles, comprising a spring fixing rod, a damping spring, a damping adjustment rod, an angle adjuster, and two end fixing hoops. The spring fixing rod is composed of an outer tube and an inner rod, and the two end fixing hoops include a left end fixing hoop and a right end fixing hoop, which are respectively connected to the left end angle adjuster and the right end angle adjuster. The left end angle adjuster is connected to the outer tube of the spring fixing rod with a screw buckle, and the right end angle adjuster is connected to the damping adjustment inner rod with a screw buckle. The spring fixing rod and the damping spring are a composite telescopic structure, which are connected by a spring fixing hook, and the outer rod of the damping adjustment rod is connected to the inner rod of the spring fixing rod with a screw buckle. 2. The outer tube of the spring fixing rod is 72 mm long, excluding the screw rods at both ends, with a diameter of 15 mm. The inner rod of the middle spring fixing rod is 40 mm long and 6 mm in diameter. The wire diameter of the spring is 1.5 mm, the length is 60 mm, excluding the spring fixing hooks at both ends, the length of the spring fixing hook is 15 mm, the inner diameter of the entire spring is 18 mm, and the material is spring steel. The outer rod of the damping adjustment rod is 45 mm long, the outer hexagonal diameter is 8 mm, the inner rod is 40 mm long, the diameter is 6 mm, and the material is stainless steel. The angle adjuster is set as a universal joint, the inner diameter of the end connected to the damping adjustment rod is 6 mm, the inner diameter of the end connected to the spring fixing rod is 8 mm, and the other end is connected to the separate fixing hoop with a screw buckle, and the material is stainless steel. The inner diameter of the separate fixing hoop at one end of the damper is 22 mm, the outer diameter is 45 mm, the thickness is 20 mm, and the material is aluminum. The separate fixing hoop at the other end of the damper has an inner diameter of 10 mm, an outer diameter of 30 mm, and a thickness of 20 mm. It is made of aluminum. The 22 mm port of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 10 mm port of the fixing hoop is mounted on the anti-roll bar hanger. The distance is that the inner rod of the damping rod of the composite spring structure is pulled out 10 mm, and the inner rod of the damping adjustment rod is exposed 10 mm. 3. A new type of anti-roll bar damper for automobiles, the outer tube length of the spring fixing rod is 85 mm, excluding the screw rods at both ends, and the diameter is 18 mm. The inner rod of the middle spring fixing rod is 60 mm long and 6 mm in diameter. The wire diameter of the spring is 1.2 mm, the length is 70 mm, excluding the spring fixing hooks at both ends, the inner diameter of the entire spring is 22 mm, and the material is 304 stainless steel. The outer rod length of the damping adjustment rod is 65 mm, the outer hexagonal diameter is 10 mm, the inner rod length is 50 mm, the diameter is 6 mm, and the material is galvanized steel. The angle adjuster is set as a universal joint, and the inner diameter of the connection end with the damping adjustment rod and the spring fixing rod is 6 mm, and the other end is connected to the separate fixing hoop with a screw buckle, and the material is stainless steel. The inner diameter of the separate fixing hoop at one end of the damper is 35 mm, the outer diameter is 60 mm, the thickness is 25 mm, and the material is aluminum. The other end of the separate fixing hoop of the damper is a U-shaped card, with an inner width of 23 mm, a length of 80 mm, and a thickness of 15 mm. It is customized according to the special shape of the lower straight arm of a specific model. The 35 mm port of this damper fixing hoop is set on the anti-roll bar of the car, and the U-shaped card port of the separate fixing hoop is set on the lower straight arm of the car. The distance is set to pull out the inner rod of the damping rod of the composite spring structure by 15 mm, and the inner rod of the damping adjustment rod is exposed by 15 mm. 4. A new type of anti-roll bar damper for automobiles, the outer tube of the spring fixing rod is 85 mm long, excluding the screw rods at both ends, and the diameter is 18 mm. The inner rod of the middle spring fixing rod is 60 mm long and 6 mm in diameter. The wire diameter of the spring is 1.2 mm, the length is 70 mm, excluding the spring fixing hooks at both ends, the inner diameter of the entire spring is 22 mm, and the material is 304 stainless steel. The length of the damping adjustment rod is 0. The angle adjuster is set as a universal joint, and the inner diameter connected to the two ends of the spring fixing rod is 6 mm. The other two ends are connected to the separate fixing hoop with screw buckles, and the material is stainless steel. The inner diameter of the separate fixing hoop at one end of the damper is 35 mm, the outer diameter is 60 mm, the thickness is 25 mm, and the material is aluminum. The inner diameter of the separate fixing hoop at the other end of the damper is 10 mm and the thickness is 15 mm. The 35mm port of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 10mm port of the separate fixing hoop is mounted on the anti-roll bar hanger of the car. 5. A new type of anti-roll bar damper for automobiles, the outer tube of the spring fixing rod is 65 mm long, excluding the screw rods at both ends, and the diameter is 12 mm. The inner rod of the middle spring fixing rod is 40 mm long and 6 mm in diameter. The wire diameter of the spring is 2.2 mm, the length is 70 mm, including the spring fixing hooks at both ends, the inner diameter of the whole spring is 16 mm, and the material is 304 stainless steel. The length of the damping adjustment rod is 0. The angle adjuster is set as a universal joint, and the inner diameter connected to the two ends of the spring fixing rod is 4 mm. The other two ends are connected to the separate fixing hoop with screw buckles, and the material is stainless steel. The inner diameter of the separate fixing hoop at one end of the damper is 23 mm, the outer diameter is 40 mm, and the thickness is 15 mm. The material is aluminum alloy. The inner diameter of the separate fixing hoop at the other end of the damper is 9 mm and the thickness is 15 mm. The 23mm port of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 9mm port is mounted on the anti-roll bar hanger of the car. 6. Car elk test to verify the function of anti-roll bar damper. Take the BMW 325 model as an example. When the anti-roll bar damper is not installed, first change the line test at a speed of 80 kilometers per hour. The front of the car is unstable, the body rolls severely, the left side of the front of the car hits the cone barrel, and then the rear of the car slides obviously. When exiting the corner, the rear of the car also flips a cone barrel. Then reduce the cornering speed to 75 kilometers per hour. After reducing the speed, although the front of the car rolls more severely than the rear of the car, the vehicle will swing when exiting the corner, but it can still meet the cornering standard. Now it is still the BMW 325 model, but the anti-roll bar damper described in the claim is installed on the double-sided suspension, with a spring wire diameter of 1 mm, an inner diameter of 18 mm, and a spring length of 60 mm. It first passes at a speed of 75 kilometers per hour, meets the cornering standard, and the entire body roll is not very serious. The speed is increased to 80 kilometers per hour, and the body rolls a certain amount, but meets the cornering standard, and the front of the car does not swing significantly. The speed is increased to 83 kilometers per hour, meeting the cornering standard, but the body rolls severely and the front of the car swings, indicating that under the setting of the anti-roll bar damper installed on the vehicle, the reinforcement of the chassis has reached the limit state. After comparing before and after, it is shown that the anti-roll bar damper of our technical solution has a significant inhibitory effect on the angle change of the vehicle anti-roll bar, and has a significant inhibitory effect on the vehicle roll. 7. An anti-roll bar damper manufactured according to the above implementation mode was installed on experimental vehicles. In one installation method, the angle between the damper and the anti-roll bar was 62 degrees, and in the second installation method, the angle between the damper and the anti-roll bar was 35 degrees. Compared with before installation, the first installation method significantly improved the straight-line driving quality and improved the anti-roll capability to a certain extent. The second installation method did not significantly improve the straight-line driving quality, but significantly improved the reduction of cornering roll. Therefore, it is more suitable to set it to more than 45 degrees for general roads. Second technical solution implementation method 8. A new type of anti-roll bar damper for automobiles, comprising a spring fixing rod, a damping spring, a left-end fixing hoop and a right-end fixing hoop, wherein the left-end fixing hoop is connected to the outer tube connection hole of the spring fixing rod by bolts, and the right-end fixing hoop is connected to the inner rod connection hole of the spring fixing rod by bolts. The left-end spring fixing hook of the damping spring is buckled in the left-end spring hook fixing groove, and the right-end spring fixing hook is buckled in the right-end spring hook fixing groove. The spring fixing rod comprises an outer tube and an inner rod, and is a composite telescopic structure with the damping spring, and is connected with a spring fixing hook. The metal spring wire diameter is between 0.1 mm and 10 mm, the inner diameter is between 2 mm and 30 mm, and the length is between 2 mm and 500 mm. The starting length of the spring fixing rod is between 2 mm and 600 mm, and the fully stretched length is between 5 mm and 1200 mm. The radius of the fixing hoop circle is between 2 mm and 80 mm, the U-shaped length is between 2 mm and 150 mm, and the width is between 5 mm and 200 mm. In addition, the proportion of the length of the middle spring coil portion of the two-end neck spring to the total length of the spring shall not be less than 80%, the proportion of the length of the middle spring coil portion of the middle neck spring to the total length of the spring shall not be higher than 80% (inclusive) and not lower than 40% (inclusive), and the proportion of the length of the single-side spring coil portion of the single-side neck spring to the total length of the spring shall not be higher than 40%. 9. The outer tube of the spring fixing rod is 72 mm long and 15 mm in diameter. The inner rod of the middle spring fixing rod is 40 mm long and 6 mm in diameter. It is made of aluminum alloy and fixed to the outer tube with a sealing ring. The wire diameter of the two end neck springs is 1.5 mm. The length of the a and c parts on both sides of the spring straight neck is 18 mm. The total length of the spring is 100 mm. The inner diameter of the entire spring is 18 mm. The material is spring steel. The damping spring is fixed in the fixing grooves at both ends of the outer tube and the inner rod of the spring fixing rod. The inner diameter of the left end fixing hoop is 22 mm, the outer diameter is 45 mm, and the thickness is 20 mm. It is made of aluminum alloy. The inner diameter of the right end fixing hoop is 10 mm, the outer diameter is 30 mm, and the thickness is 20 mm. It is made of stainless steel. The 22 mm end of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 10 mm end of the fixing hoop is mounted on the anti-roll bar suspension rod. 10. The outer tube of the spring fixing rod is 300 mm long and 30 mm in diameter. The inner rod of the middle spring fixing rod is 200 mm long and 15 mm in diameter. It is made of stainless steel and sealed with a sealing ring. The wire diameter of the two end neck springs is 5 mm, the total length is 400 mm, the straight neck a and c parts of the spring are 30 mm long, the inner diameter of the whole spring is 40 mm, and the material is manganese steel. The damping spring is fixed in the fixing grooves at both ends of the outer tube and the inner rod of the spring fixing rod. The inner diameter of the left end fixing hoop is 80 mm, the thickness is 20 mm, and the material is aluminum alloy. The inner diameter of the right end fixing hoop is 30 mm, and the material is stainless steel. The 80 mm end of this damper fixing hoop is mounted on the modified anti-roll bar of the car, and the 30 mm end of the fixing hoop is mounted on the modified anti-roll bar suspension rod. 11. The outer tube of the spring fixing rod is 45 mm long and 10 mm in diameter. The inner rod of the middle spring fixing rod is 35 mm long and 6 mm in diameter. It is made of carbon fiber and fixed to the outer tube with a sealing ring. The wire diameter of the two end neck springs is 0.5 mm, the total length is 41 mm, the straight neck a and c parts of the spring are 8 mm long, the inner diameter of the whole spring is 40 mm, and the material is spring steel. The damping spring is fixed in the fixing grooves at both ends of the outer tube and the inner rod of the spring fixing rod. The inner diameter of the left end fixing hoop is 23 mm, the thickness is 20 mm, and the material is aluminum alloy. The inner diameter of the right end fixing hoop is 9 mm, and the material is stainless steel. The 23 mm port of this damper fixing hoop is mounted on the anti-roll bar of the modified car, and the 9 mm port of the fixing hoop is mounted on the anti-roll bar suspension rod. 12. Another assembly structure of the damping spring and the spring fixing rod is that the spring fixing rod is outside and the damping spring is inside the spring fixing tube. The outer tube is connected to the left end fixing hoop, and the inner rod is connected to the right end fixing hoop, which is made of aluminum alloy. One end of the damping spring is fixed to the closed end inside the outer tube of the spring fixing rod, and the other end is fixed to the end of the inner rod of the spring fixing rod inserted into the outer tube. When static, the inner rod is pulled out of the outer tube by one-third. The outer tube has a diameter of 30 mm and a length of 150 mm. The inner rod has an inner diameter of 8 mm and a length of 80 mm. It is sealed and fixed with a sealing ring. The wire diameter of the middle neck spring is 0.6 mm, the diameter is 20 mm, and the length is 80 mm. The material is spring steel. The inner diameter of the left end fixing hoop is 23 mm and it is fixed on the anti-roll bar of the car. The right end U-shaped fixing hoop is 15 mm long and 8 mm wide and is fixed on the lower straight arm or curved arm. 13. When the length of the inner rod of the spring fixing rod of the damper is relatively small in the composite structure of the spring and the spring fixing rod in parallel, the inner rod of the spring fixing rod will be unidirectionally clamped and limited by the outer rod sealing ring when the inner rod of the spring fixing rod is pulled out, and the entire damper becomes a hard connection. The outer tube of the spring fixing rod is 102 mm long and 15 mm in diameter. The inner rod of the middle spring fixing rod is 40 mm long and 6 mm in diameter. It is made of aluminum alloy and is fixed to the outer tube with a sealing ring. The wire diameter of the single-side neck spring is 2.5 mm, the total length of the spring is 120 mm, the straight neck a and c parts of the spring are 85 mm long, the inner diameter of the whole spring is 18 mm, and the material is spring steel. The spring coil is fixed on one side of the outer tube of the spring fixing rod. The damping spring is fixed in the fixing grooves at both ends of the outer tube and the inner rod of the spring fixing rod. The inner diameter of the left end fixing hoop is 15 mm, the outer diameter is 45 mm, the thickness is 20 mm, and the material is aluminum alloy. The inner diameter of the right end fixing hoop is 10 mm, the outer diameter is 30 mm, the thickness is 20 mm, and the material is stainless steel. The 15 mm port of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 10 mm port of the fixing hoop is mounted on the anti-roll bar hanger. 14. The outer tube of the spring fixing rod is 100 mm long and 16 mm in diameter. The inner rod of the middle spring fixing rod is 60 mm long and 8 mm in diameter. It is made of aluminum alloy and is fixed to the outer tube with a sealing ring. The wire diameter of the middle neck spring is 1.5 mm. The straight neck a and c parts of the spring are 50 mm long. The total length of the spring is 90 mm. The inner diameter of the entire spring is 18 mm. The material is spring steel. The damping spring is fixed in the fixing grooves at both ends of the outer tube and the inner rod of the spring fixing rod. The inner diameter of the left end fixing hoop is 22 mm, the outer diameter is 45 mm, and the thickness is 20 mm. It is made of aluminum alloy. The inner diameter of the right end fixing hoop is 10 mm, the outer diameter is 30 mm, and the thickness is 20 mm. It is made of stainless steel. The 22 mm end of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 10 mm end of the fixing hoop is mounted on the anti-roll bar suspension rod. 15. The outer tube of the spring fixing rod is 105 mm long and 16 mm in diameter. The inner rod of the middle spring fixing rod is 60 mm long and 8 mm in diameter. It is made of aluminum alloy and fixed to the outer tube with a sealing ring. The wire diameter of the single-side neck spring is 1.6 mm. The straight neck a and c parts of the spring are 60 mm long. The total length of the spring is 70 mm. The inner diameter of the whole spring is 19 mm. The material is spring steel. The part with the coil of the single-side neck spring should be sleeved on one side of the outer tube of the spring fixing rod. The damping spring is fixed in the fixing grooves at both ends of the outer tube and the inner rod of the spring fixing rod. The inner diameter of the left end fixing hoop is 22 mm, the outer diameter is 45 mm, and the thickness is 20 mm. It is made of aluminum alloy. The inner diameter of the right end fixing hoop is 10 mm, the outer diameter is 30 mm, and the thickness is 20 mm. It is made of stainless steel. The 22 mm end of this damper fixing hoop is mounted on the anti-roll bar of the car, and the 10 mm end of the fixing hoop is mounted on the anti-roll bar suspension rod. 16. Car elk test to verify the function of chassis angle adjuster. Take BMW 325 as an example. When anti-roll bar damper is not installed, first change lanes at 80 km / h. The front of the car is unstable, the body rolls severely, the left side of the front of the car hits the cone, and then the rear of the car slides obviously. When exiting the corner, the rear of the car also flips a cone. Then reduce the cornering speed to 75 km / h. After reducing the speed, although the front of the car rolls more severely than the rear of the car, the vehicle will swing when exiting the corner, but it can still meet the cornering standard. Now it is still the BMW 325 model, but the anti-roll bar damper described in the claim is installed on the double-sided suspension, with a spring wire diameter of 1.5 mm, an inner diameter of 18 mm, and a spring length of 60 mm. It first passes at a speed of 75 kilometers per hour, meets the cornering standard, and the entire body roll is not very serious. The speed is increased to 80 kilometers per hour, and the body rolls a certain amount, but meets the cornering standard, and the front of the car does not swing significantly. The speed is increased to 83 kilometers per hour, meets the cornering standard, but the body rolls seriously and the front of the car swings, indicating that under the setting of the anti-roll bar damper installed on the vehicle, the reinforcement of the chassis has reached the limit state. After comparing before and after, it is shown that the damper of our technical solution has a significant inhibitory effect on the angle change of the vehicle anti-roll bar, and has a significant inhibitory effect on the vehicle roll. Our technology's composite structure of a damping spring and a spring fixing rod in parallel can effectively reduce the angle change and vibration change of the anti-roll bar by directly connecting the car's anti-roll bar with the anti-roll bar hanger or lower straight arm, thereby achieving the purpose of reducing the body roll of the sports vehicle and improving the straight-line driving quality. This embodiment does not impose any formal restrictions on the shape, material, structure, etc. of this technical solution. The specific data given are only the preferred embodiment of the technical solution. Any simple modification made to the above embodiment based on the technical essence of this technical solution shall not be construed as a limitation. Changes, equivalent changes and modifications all fall within the protection scope of this technical solution.

Claims

1. A new type of automobile anti-roll bar damper, Its characteristics are: The invention comprises a spring fixing rod, a damping spring, a damping adjustment rod, an angle adjuster, and two end fixing hoops; wherein the spring fixing rod is composed of an outer tube (73) and an inner rod (712); the two end fixing hoops comprise a left end fixing hoop (76) and a right end fixing hoop (77), which are respectively connected to a left end angle adjuster (74) and a right end angle adjuster (75); the left end angle adjuster is connected to the spring fixing rod outer tube (73) by a screw buckle; the right end angle adjuster is connected to the damping adjustment inner rod (78) by a screw buckle; the spring fixing rod and the damping spring (71) are a composite telescopic structure, which are connected by a spring fixing hook; the damping adjustment rod outer rod (72) and the spring fixing rod inner rod (712) are connected by a screw buckle.

2. A new type of automobile anti-roll bar damper, Its characteristics are: The invention comprises a spring fixing rod, a damping spring, a left fixing hoop and a right fixing hoop; wherein the left fixing hoop (62) is connected to the outer tube connecting hole (614) of the spring fixing rod by a bolt (65), and the right fixing hoop (612) is connected to the inner rod connecting hole (69) of the spring fixing rod by a bolt (64); the left spring fixing hook (67) of the damping spring is buckled in the left spring hook fixing groove (613), and the right spring fixing hook (68) is buckled in the right spring hook fixing groove (611); the spring fixing rod comprises an outer tube (63) and an inner rod (66), and is a composite telescopic structure with the damping spring (61), and is connected to the damping spring (61) by a spring fixing hook.

3. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The spring fixing rod is a low damping rod with a static starting length between 2mm and 600mm and a fully stretched length between 4mm and 1200mm. The spring fixing rod is divided into an outer tube and an inner rod. The outer tube is fixed and the inner rod is inside the outer tube and sealed with a sealing ring. The spring fixing rod fixes the spring and limits.

4. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The damping spring has a length between 2mm and 500mm, a wire diameter between 0.1mm and 10mm, an inner diameter between 3mm and 50mm, increases damping when stretched, and returns to the initial position together with the inner rod of the spring fixing rod when contracted.

5. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The damping adjustment rod comprises an inner rod and an outer rod. The length of the inner rod and the outer rod when they are completely overlapped is between 0mm and 300mm, and the length of the inner rod and the outer rod when they are completely separated is between 0mm and 600mm.

6. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The angle adjuster comprises a left end angle adjuster and a right end angle adjuster, the angle adjuster connects the fixing hoop and the damping adjustment rod or the spring fixing rod, and can adjust multiple angles, specifically a universal joint, a ball head or a connecting ring.

7. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The two end fixing hoops include a left end fixing hoop and a right end fixing hoop, which are annular or U-shaped fixing hoops, fixing one end of the anti-roll bar damper to the anti-roll bar of the car, and the other end to the anti-roll bar hanger, or to the suspension straight arm or fixed point of the anti-roll bar accessory. The inner diameter of the fixing hoop is circular or rectangular, the radius of the circle is between 2mm and 80mm, the length of the rectangle is between 2mm and 150mm, and the width is between 5mm and 150mm.

8. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The damping spring and the spring fixing rod are parallel composite structures, cooperate with the damping adjustment rod, one end of which is connected to the anti-roll bar of the automobile, and the other end is connected to the anti-roll bar hanger or the suspension lower straight arm or curved arm.

9. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: In the anti-roll bar damper, in the composite structure of the spring and the spring fixing rod in parallel, the inner rod length of the spring fixing rod is relatively small. When the inner rod of the spring fixing rod is pulled out, the inner rod will be unidirectionally clamped and limited by the outer rod sealing ring, and the entire damper becomes a hard connection.

10. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: The angle formed by the anti-roll bar damper with the anti-roll bar when connected to the anti-roll bar and the anti-roll bar hanger is adjusted between 0 degrees and 90 degrees, and the angle formed by the anti-roll bar damper with the anti-roll bar when connected to the anti-roll bar and the lower straight arm is adjusted between 0 degrees and 90 degrees.

11. A novel automobile anti-roll bar damper according to claim 1, Its characteristics are: Another assembly structure of the damping spring and the spring fixing rod is that the spring fixing rod is outside and the damping spring is inside the spring fixing tube.

12. A novel automobile anti-roll bar damper according to claim 2, Its characteristics are: The spring fixing rod is a low damping rod, which is divided into an outer tube and an inner rod. The starting length of the spring fixing rod is between 2 mm and 600 mm, and the fully stretched length is between 5 mm and 1200 mm. The outer tube is fixed and the inner rod is inside the outer tube and sealed with a sealing ring. The spring fixing rod fixes the spring and limits.

13. A novel automobile anti-roll bar damper according to claim 2, Its characteristics are: The damping spring includes three settings, a two-end neck spring, a middle neck spring and a single-side neck spring. The wire diameter of the damping spring is between 0.1 mm and 20 mm, the inner diameter is between 2 mm and 100 mm, and the length is between 2 mm and 500 mm. The damping spring is sleeved outside the spring fixing rod and has a composite telescopic structure with the spring fixing rod. The damping is increased when stretched, and returns to the initial position together with the inner rod of the spring fixing rod when contracted.

14. A novel automobile anti-roll bar damper according to claim 2, Its characteristics are: The left-end fixing hoop and the right-end fixing hoop are annular or U-shaped fixing hoops, the radius of the fixing hoop ring is between 2 mm and 80 mm, the U-shape is between 2 mm and 150 mm long, and the width is between 5 mm and 200 mm. One end of the anti-roll bar damper is fixed to the anti-roll bar of the car, and the other end is fixed to the anti-roll bar hanger, or fixed to the suspension straight arm or fixed point near the anti-roll bar. The inner diameter of the fixing hoop is circular or rectangular.

15. A novel automobile anti-roll bar damper according to claim 2, Its characteristics are: One end of the damping spring is connected to the anti-roll bar of the automobile, and the other end is connected to the anti-roll bar hanger or the straight arm or curved arm or fixed point under the suspension.

16. A novel automobile anti-roll bar damper according to claim 2, Its characteristics are: In the damper, in the composite structure of the spring and the spring fixing rod in parallel, the inner rod of the spring fixing rod is relatively small in length. When the inner rod of the spring fixing rod is pulled out, the inner rod will be unidirectionally clamped and limited by the outer rod sealing ring, and the entire damper becomes a hard connection.

17. A novel automobile anti-roll bar damper according to claim 2, Its characteristics are: Another assembly structure of the damping spring and the spring fixing rod is that the spring fixing rod is outside and the damping spring is inside the spring fixing tube. One end of the damping spring is fixed to the closed end inside the outer tube of the spring fixing rod, and the other end is fixed to the end of the spring fixing rod inserted into the outer tube, and is sealed and fixed with a sealing ring.

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