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CN-122008769-A - Stabilizer bar, suspension system and vehicle

CN122008769ACN 122008769 ACN122008769 ACN 122008769ACN-122008769-A

Abstract

The application relates to the technical field of stabilizer bars, in particular to a stabilizer bar, a suspension system and a vehicle, wherein the vehicle can be provided with an automatic driving system, the stabilizer bar comprises a first component and a second component, the first component and the second component are surrounded to form a first cavity, a second cavity and a throttling channel communicated with the first cavity and the second cavity, the first component and the second component are respectively suitable for being connected with two wheels and can generate relative movement when the two wheels have a height difference so as to adjust the flow area of the throttling channel.

Inventors

  • Wen Zijin
  • ZHANG PANCHENG
  • AO RUI

Assignees

  • 比亚迪股份有限公司

Dates

Publication Date
20260512
Application Date
20260317

Claims (20)

  1. 1. The stabilizer bar is characterized by comprising a first component (1) and a second component (2), wherein a first cavity (3), a second cavity (4) and a throttling channel (5) communicated with the first cavity (3) and the second cavity (4) are formed by surrounding the first component (1) and the second component (2); The first assembly (1) and the second assembly (2) are each adapted to be connected to two wheels and are capable of producing a relative movement when the two wheels have a difference in height, so as to adjust the flow area of the throttle channel (5).
  2. 2. The stabilizer bar according to claim 1, characterized in that the second component (2) has an initial position, a first relative position and a second relative position with respect to the first component (1), the first relative position being closer to the initial position than the second relative position; the flow area of the throttle passage when the second component (2) is in the first relative position is larger than the flow area when the second component (2) is in the second relative position.
  3. 3. A stabilizer bar according to claim 2, characterized in that the flow area of the throttle channel (5) decreases gradually in the direction of the first relative position to the second relative position.
  4. 4. The stabilizer bar according to claim 1, characterized in that the first component (1) comprises a regulating bore (121), the throttle channel (5) comprising a throttle section (51), the throttle section (51) being formed between a bore wall of the regulating bore and an outer circumferential surface of the second component; The second assembly (2) is adapted to move relative to the adjustment aperture (121) to vary the flow area of the throttle section (51) when the two wheels have a difference in height.
  5. 5. A stabilizer bar according to claim 4, characterized in that the second component (2) is provided with a damping groove (221), the damping groove (221) having a first position and a second position arranged opposite in the axial direction of the second component (2); The flow area of the damping groove (221) at the first position (2211) is set to be different from the flow area of the damping groove (221) at the second position (2212).
  6. 6. A stabilizer bar according to claim 4, characterized in that the second component (2) is provided with a plurality of damping grooves (221), which damping grooves (221) are arranged at intervals along the circumference of the second component (2).
  7. 7. The stabilizer bar according to claim 5, characterized in that the adjustment hole (121) comprises a first adjustment hole (121 a), the damping groove (221) comprises a first damping groove (221), the throttle channel (5) comprises a first throttle channel (5 a), the first adjustment hole (121 a) and the first damping groove (221) are located in the first chamber (3), the first adjustment hole (121 a) is adapted to cooperate with the first damping groove (221) to change the flow area of the first throttle channel (5 a), and/or The adjusting hole (121) comprises a second adjusting hole (121 b), the damping groove (221) comprises a second damping groove (221), the throttling channel (5) comprises a second throttling channel (5 b), the second adjusting hole (121 b) and the second damping groove (221) are located in the second chamber (4), and the second adjusting hole (121 b) is used for being matched with the second damping groove (221) to change the flow area of the second throttling channel (5 b).
  8. 8. The stabilizer bar according to claim 5, characterized in that the damping groove (221) is located in the first chamber (3), that the second position (2212) of the damping groove (221) is closer to the second chamber (4) than the first position (2211), that the flow area of the damping groove (221) in the first position (2211) is larger than the flow area of the damping groove (221) in the second position (2212), or that, The damping groove (221) is positioned in the second chamber (4), the second position (2212) of the damping groove (221) is closer to the first chamber (3) than the first position (2211), and the flow area of the damping groove (221) at the first position (2211) is larger than the flow area of the damping groove (221) at the second position (2212).
  9. 9. The stabilizer bar according to claim 5, characterized in that the flow area of the damping groove (221) in the first position (2211) is a and the flow area of the damping groove (221) in the second position (2212) is B, satisfying 0≤b/a≤0.4.
  10. 10. The stabilizer bar according to claim 5, characterized in that the width of the damping groove (221) in the first position (2211) is greater than the width of the damping groove (221) in the second position (2212), and/or The depth of the damping groove (221) at the first position (2211) is greater than the depth of the damping groove (221) at the second position (2212).
  11. 11. The stabilizer bar according to claim 5, characterized in that the flow area of the damping groove (221) decreases gradually in the direction from the first position (2211) to the second position (2212), and/or The width of the damping groove (221) gradually decreases along the direction from the first position (2211) to the second position (2212), and/or The depth of the damping groove (221) gradually decreases along the direction from the first position (2211) to the second position (2212).
  12. 12. The stabilizer bar according to claim 5, characterized in that the length of the damping groove (221) in the axial direction of the second component (2) is L 1 , and the displaceable travel of the second component (2) relative to the first component (1) is L 2 , satisfying 2 x L 1 ≥L 2 .
  13. 13. The stabilizer bar according to claim 5, characterized in that the second component (2) comprises a piston (21), the piston (21) being provided in the first component (1), the first chamber (3) and the second chamber (4) being located on both sides of the piston (21) component; The piston (21) is adapted to be connected to a wheel.
  14. 14. The stabilizer bar according to claim 13, characterized in that the second assembly (2) further comprises a moving member (22), the moving member (22) being connected with the piston (21); the damping groove (221) is arranged on the moving piece (22).
  15. 15. A stabilizer bar according to claim 4, characterized in that the first component (1) comprises a housing (11), the adjustment hole being located in the housing (11); The second component (2) is movably arranged in the shell (11) and separates the interior of the shell (11) to form the first chamber (3) and the second chamber (4).
  16. 16. The stabilizer bar according to claim 15, characterized in that the first component (1) further comprises a fixing element (12), the fixing element (12) being provided in the housing (11), the adjustment aperture being provided in the fixing element (12).
  17. 17. The stabilizer bar according to claim 1, characterized in that the stabilizer bar further comprises a limiting structure (6), the limiting structure (6) being adapted to limit the relative movement of the first component (1) and the second component (2) when the first component (1) and the second component (2) are relatively moved to a preset position.
  18. 18. The stabilizer bar according to claim 17, characterized in that the limiting structure (6) is provided in the second component (2), the stabilizer bar further comprising a buffer member (7), the buffer member (7) being arranged to form a buffer between the limiting structure (6) and the first component (1), or, The limiting structure (6) is arranged on the first component (1), the stabilizer bar further comprises a buffer piece (7), and the buffer piece (7) is used for buffering between the limiting structure (6) and the second component (2).
  19. 19. The stabilizer bar according to claim 1, characterized in that the stabilizer bar further comprises a power conversion structure (8), which power conversion structure (8) is arranged between the first component (1) and the second component (2); the power conversion structure (8) is used for converting relative rotation of the first component (1) and the second component (2) into relative linear motion of the first component (1) and the second component (2).
  20. 20. The stabilizer bar according to claim 19, characterized in that the power conversion structure (8) comprises a first thread structure (81) and a second thread structure (82) screwed to each other, the first thread structure (81) being provided to the first component (1); The second thread structure (82) is provided to the second component (2).

Description

Stabilizer bar, suspension system and vehicle Technical Field The application relates to the technical field of stabilizer bars, in particular to a stabilizer bar, a suspension system and a vehicle. Background The stabilizer bar is an important component in a vehicle suspension system, and is mainly used for restraining the roll of a vehicle body generated when the vehicle turns or runs on an uneven road surface, so that the running stability and the control safety are improved. The active stabilizer bar is one of the stabilizer bars, and is different from the passive stabilizer bar in that the active stabilizer bar can adjust the rigidity or the output moment of the active stabilizer bar according to different working conditions of the vehicle so as to better consider the comfort and the operability. The active stabilizer bar of the related art has a complex structure and high manufacturing cost, so that how to realize active adjustment of the rigidity of the stabilizer bar and simplify the structure of the stabilizer bar becomes a problem to be solved urgently. Disclosure of Invention The application aims to provide a stabilizer bar, a suspension system and a vehicle, and aims to solve the problem that an active stabilizer bar in the related art is complex in structure. In a first aspect, a stabilizer bar is provided, comprising a first component and a second component, wherein the first component and the second component are enclosed to form a first chamber, a second chamber and a throttling channel communicated with the first chamber and the second chamber; the first assembly and the second assembly are each adapted to be coupled to two wheels and capable of producing relative movement when the two wheels have a height differential to adjust the flow area of the throttle passage. According to the application, the radial runout of the wheels is used as a power source to drive the first component and the second component to perform relative movement, so that the flow area of a throttling channel in the stabilizer bar is changed through the relative movement of the first component and the second component, and the movement damping of the first component and the second component is changed, thereby realizing the rigidity adjustment of the stabilizer bar without introducing an additional power source, reducing the structural complexity of the stabilizer bar and reducing the arrangement cost of the stabilizer bar. Optionally, the second component has an initial position, a first relative position, and a second relative position with respect to the first component, the first relative position being closer to the initial position than the second relative position; The flow area of the throttling channel when the first component and the second component are in the first relative position is larger than the flow area of the throttling channel when the first component and the second component are in the second relative position. Optionally, the flow area of the throttle passage gradually decreases along the first relative position to the second relative position. Optionally, the first component comprises an adjusting hole, the throttling channel comprises a throttling section, and the throttling section is located between the hole wall of the adjusting hole and the outer peripheral surface of the second component; The second assembly is configured to move relative to the adjustment aperture to vary the flow area of the throttle section when the two wheels create a difference in height. Optionally, the first assembly includes an adjustment aperture, at least a portion of the throttle passage being located within the adjustment aperture; The second assembly is adapted to move relative to the adjustment aperture to vary the flow area of the throttle section when the two wheels have a difference in height. Optionally, the second component is provided with a damping groove, and the damping groove is provided with a first position and a second position which are oppositely arranged along the axial direction of the second component; The flow area of the damping groove at the first position is set to be different from the flow area of the damping groove at the second position. Optionally, the second component is provided with a plurality of damping grooves, and the plurality of damping grooves are arranged at intervals along the circumferential direction of the second component. Optionally, the adjustment aperture comprises a first adjustment aperture, the damping slot comprises a first damping slot, the throttle passage comprises a first throttle passage, the first adjustment aperture and the first damping slot are located in the first chamber, the first adjustment aperture is used for being matched with the first damping slot to change the flow area of the first throttle passage, and/or The adjusting hole comprises a second adjusting hole, the damping groove comprises a second damping groove, the throttling channel comp