CN113942357B - Lateral stabilizer bar assembly and vehicle - Google Patents

Abstract

The invention provides a transverse stabilizer bar assembly, which aims to solve the problems that the stability, comfort and torsional rigidity of the conventional transverse stabilizer bar of a vehicle cannot be considered, and comprises a stabilizer bar first half shaft, a stabilizer bar second half shaft and a clutch control device, wherein the clutch control device is connected between the stabilizer bar first half shaft and the stabilizer bar second half shaft and is used for controlling the transmission or blocking of torque between the stabilizer bar first half shaft and the stabilizer bar second half shaft. Meanwhile, the invention also discloses a vehicle comprising the transverse stabilizer bar assembly. The transverse stabilizer bar assembly provided by the invention can meet the torque transmission requirements of different road sections, and gives consideration to the running stability and the comfort of the vehicle.

Description

Lateral stabilizer bar assembly and vehicle

Technical Field

The invention belongs to the technical field of vehicle suspension systems, and in particular relates to a lateral stabilizer bar assembly and a vehicle.

Background technique

The lateral stabilizer bar assembly is a structure that can effectively reduce the vehicle's roll. When the vehicle rolls, the torsional stiffness parameters of the stabilizer bar can provide the vehicle with roll stiffness and improve the vehicle's driving stability. However, it has the following problems:

First, when the vehicle is in good road conditions, the lateral stabilizer bar can increase the vehicle's roll stiffness, increase the maximum speed when turning, and increase the vehicle's safety and stability. However, when the vehicle is driving on bumpy roads and off-road surfaces at a lower speed, the lateral stabilizer bar will deteriorate the comfort more than its contribution to stability. The reason is: connecting the left and right suspensions through the lateral stabilizer bar reduces the independence of the left and right suspensions, increases the impact of the suspension system on bumpy roads and off-road surfaces, and even limits the tire bounce, thereby weakening the shock absorber's vibration reduction ability.

Second, the torsional rigidity of the traditional lateral stabilizer bar is determined after it is formed and cannot be changed. It cannot match the diverse operating conditions of the vehicle and cannot provide torsional rigidity according to demand.

Third, when the vehicle is driving on a continuously inclined road (such as a mountain road), the road surface is often low on the outside and high on the inside, and the body of the vehicle is always tilted to the outside, which has a great impact on safety and driving confidence. The transmission stabilizer bar cannot adjust the body to a level state to increase safety and driving confidence.

Summary of the invention

Aiming at the problem that the lateral stabilizer bar of the existing vehicle cannot take into account both stability and comfort and the torsional rigidity cannot be adjusted, the present invention provides a lateral stabilizer bar assembly and a vehicle.

The technical solution adopted by the present invention to solve the above technical problems is as follows:

On the one hand, the present invention provides a lateral stabilizer bar assembly, including a first stabilizer bar half shaft, a second stabilizer bar half shaft and a clutch control device, wherein the clutch control device is connected between the first stabilizer bar half shaft and the second stabilizer bar half shaft, and the clutch control device is used to control the transmission or blocking of torque between the first stabilizer bar half shaft and the second stabilizer bar half shaft.

Optionally, the clutch control device includes a flange, a friction plate, a clutch pressure plate and an actuator, one side end of the first half shaft of the stabilizer bar is arranged opposite to one side end of the second half shaft of the stabilizer bar, and the other side end of the first half shaft of the stabilizer bar is used to connect the suspension on one side of the vehicle; the other side end of the second half shaft of the stabilizer bar is used to connect the suspension on the other side of the vehicle; the flange is connected to one side end of the first half shaft of the stabilizer bar, the friction plate is connected to one side end of the second half shaft of the stabilizer bar, the clutch pressure plate is arranged on the side of the friction plate away from the flange, the clutch pressure plate is used to apply pressure of the friction plate to the flange to adjust the relative friction force between the friction plate and the flange, and the actuator is used to adjust the pressing force of the clutch pressure plate on the friction plate.

Optionally, the actuator includes a diaphragm spring, a release bearing, a shift fork and an actuator, the release bearing has an inner ring and an outer ring, the inner ring is fixed to the second semi-axle of the stabilizer bar, the outer ring is sleeved on the outside of the inner ring in an axially displaceable and circumferentially rotatable manner, the outer periphery of the diaphragm spring abuts against the clutch pressure plate, the inner periphery of the diaphragm spring is connected to the outer ring, and the shift fork is respectively connected to the outer ring and the actuator;

The actuator drives the outer ring to slide and position between a first position and a second position along the axial direction of the outer ring via the shift fork, so as to adjust the pressing force of the diaphragm spring on the clutch pressure plate.

Optionally, when the outer ring is located at the first position, the diaphragm spring is pressed onto the clutch pressure plate with a preset preload force;

When the outer ring slides from the first position to the second position, the outer ring applies a reverse pulling force on the diaphragm spring in the opposite direction to the preload force, and the reverse pulling force gradually increases, and the pressing force of the diaphragm spring on the clutch pressure plate gradually decreases;

When the outer ring is located at the second position, the diaphragm spring is driven by the outer ring to disengage from the clutch pressure plate, and the pressing force on the clutch pressure plate is released.

Optionally, the clutch control device also includes a clutch cover, which is connected to the flange, and a first accommodating space is formed between the clutch cover and the flange, the diaphragm spring, the clutch pressure plate and the friction plate are placed in the first accommodating space, the outer ring of the release bearing partially passes through the clutch cover, the diaphragm spring is connected to the outer ring of the release bearing at one end located in the clutch cover, and the shift fork is connected to the outer ring of the release bearing and passes through one end of the clutch cover.

Optionally, the lateral stabilizer bar assembly also includes a first shell and a second shell, the first shell and the second shell are connected to form a second accommodating space between the first shell and the second shell, one side end of the first half shaft of the stabilizer bar and one side end of the second half shaft of the stabilizer bar are located in the second accommodating space, the other side end of the first half shaft of the stabilizer bar passes through the first shell, the first half shaft of the stabilizer bar is fixedly connected to the first shell, the other side end of the second half shaft of the stabilizer bar passes through the second shell, and the second half shaft of the stabilizer bar is rotatably connected to the second shell.

Optionally, the clutch control device also includes a magnet, a Hall sensor and a controller, the position of the magnet is fixed relative to the second semi-shaft of the stabilizer bar, the position of the Hall sensor is fixed relative to the first semi-shaft of the stabilizer bar, and the controller is used to receive input information from the Hall sensor and control the transmission or blocking of torque between the first semi-shaft of the stabilizer bar and the second semi-shaft of the stabilizer bar.

Optionally, the lateral stabilizer bar assembly has a "X"-shaped structure, and the first half-axle of the stabilizer bar and the second half-axle of the stabilizer bar both have a "Z"-shaped structure.

Optionally, a first bushing is provided on the first half-axle of the stabilizer bar, and the first bushing is used to install the first half-axle of the stabilizer bar on the vehicle body; a second bushing is provided on the second half-axle of the stabilizer bar, and the second bushing is used to install the second half-axle of the stabilizer bar on the vehicle body.

In another aspect, the present invention provides a vehicle, comprising the stabilizer bar assembly as described above.

According to the lateral stabilizer bar assembly provided by the present invention, the stabilizer bar is separated into the first stabilizer bar half shaft and the second stabilizer bar half shaft, and a clutch control device for controlling the transmission or blocking of torque is provided between the first stabilizer bar half shaft and the second stabilizer bar half shaft. Thus, the initial locking, reverse locking, partial connection and disconnection of the first stabilizer bar half shaft and the second stabilizer bar half shaft can be controlled according to different road conditions, thereby meeting the torque transmission requirements of different road sections and taking into account the stability and comfort of vehicle driving.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a structural diagram of a lateral stabilizer bar assembly provided by the present invention;

FIG2 is a cross-sectional view of a lateral stabilizer bar assembly provided by the present invention;

FIG3 is a partial cross-sectional view of a clutch control device provided by the present invention;

FIG4 is a schematic diagram of the internal structure of the clutch control device provided by the present invention;

FIG5 is a side view of the lateral stabilizer bar assembly provided by the present invention in an initial locking mode;

FIG6 is a schematic diagram of the function of a conventional stabilizer bar on an inclined road surface;

FIG7 is a functional schematic diagram of the lateral stabilizer bar assembly provided by the present invention on an inclined road surface;

FIG8 is a side view of the lateral stabilizer bar assembly provided by the present invention in a reverse locking mode;

FIG. 9 is a torque transmission diagram of the lateral stabilizer bar assembly provided by the present invention in different modes.

The reference numerals in the drawings of the specification are as follows:

1. The first half shaft of the stabilizer bar; 2. The second half shaft of the stabilizer bar; 3. The clutch control device; 31. The flange; 32. The actuator; 321. The diaphragm spring; 322. The release bearing; 3221. The outer ring; 32211. The arc groove; 3222. The inner ring; 323. The fork; 3231. The arc plate; 324. The actuator; 33. The friction plate; 34. The clutch pressure plate; 35. The clutch cover; 36. The magnet; 37. The Hall sensor; 4. The first bushing; 41. The first rubber ring; 5. The second bushing; 51. The second rubber ring; 6. The first housing; 61. The strip hole; 7. The second housing; 71. The bearing.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

In the description of the present invention, it should be understood that the terms "circumferential", "axial", "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

As shown in FIG. 1 , the present invention provides a lateral stabilizer bar assembly, including a first stabilizer bar half shaft 1, a second stabilizer bar half shaft 2 and a clutch control device 3, wherein the clutch control device 3 is connected between the first stabilizer bar half shaft 1 and the second stabilizer bar half shaft 2, and the clutch control device 3 is used to control the transmission or blocking of torque between the first stabilizer bar half shaft 1 and the second stabilizer bar half shaft 2.

The lateral stabilizer bar assembly can control the initial locking, reverse locking, partial locking and complete disconnection of the first stabilizer bar half shaft 1 and the second stabilizer bar half shaft 2 according to different road conditions, so as to meet the torque transmission requirements of different road sections and take into account the stability and comfort of vehicle driving.

Specifically, as shown in FIG. 9 , the torque transmission characteristics of the stabilizer bar assembly in different modes are provided.

As shown in FIG5 , the initial locking mode of the lateral stabilizer bar assembly is:

On a relatively smooth road surface, the clutch control device 3 controls the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar to engage together, and the torque transmission path can be transmitted from the first half-shaft 1 of the stabilizer bar to the second half-shaft 2 of the stabilizer bar. At this time, the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar have no relative rotation when no force is applied, thereby providing the vehicle with greater roll stiffness and ensuring the stability and safety of the vehicle during high-speed driving.

The partial locking mode of the lateral stabilizer bar assembly is:

On a relatively uneven road, the driving speed is generally low. At this time, the comfort of the vehicle needs more attention. At this time, the clutch control device 3 controls the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar to be in a partially connected state. When the relative rotation of the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar is small (that is, the torque is small), the torque can be transmitted between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar; when the relative rotation of the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar exceeds a certain range, sliding occurs between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar, and the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar do not transmit a larger torque, which is equivalent to increasing the independence of the left and right suspensions of the vehicle under large loads, thereby improving comfort.

The complete disconnection mode of the lateral stabilizer bar assembly is:

On off-road surfaces, traditional stabilizer bars will limit the relative bounce of the left and right suspensions, making it impossible for the left and right suspensions to achieve maximum relative bounce. To solve this problem, the clutch control device 3 is controlled to be completely disconnected, and the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar rotate relative to each other without transmitting any torque, so that the left and right suspensions of the vehicle can fully match the undulating and potholed off-road surfaces.

The reverse locking mode of the lateral stabilizer bar assembly is:

As shown in FIG6 , on a road surface that is always tilted outward, such as a winding mountain road, a vehicle body using a traditional stabilizer bar will also tilt outward. As shown in FIG7 , in order to compensate for the angle of inclination of the road surface, the stabilizer bar needs to provide body angle compensation to make the body level. At this time, first control the clutch control device 3 to be completely disconnected, so that the suspension on the outside of the vehicle moves down, and the suspension on the inside moves up relatively, that is, the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar produce relative rotation, and then the clutch control device 3 is engaged. As shown in FIG8 , after the engagement, when the lateral stabilizer bar assembly is working, the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar will have a pre-set relative angle, which compensates for the angle of inclination of the road surface to the outside, and at the same time, the body produces a pre-tilt inward, which greatly increases safety.

As shown in Figures 2 and 3, in one embodiment, the clutch control device 3 includes a flange 31, a friction plate 33, a clutch pressure plate 34 and an actuator 32. One side end of the first half shaft 1 of the stabilizer bar is arranged opposite to one side end of the second half shaft 2 of the stabilizer bar, and the other side end of the first half shaft 1 of the stabilizer bar is used to connect the suspension on one side of the vehicle; the other side end of the second half shaft 2 of the stabilizer bar is used to connect the suspension on the other side of the vehicle; the flange 31 is connected to one side end of the first half shaft 1 of the stabilizer bar, and specifically, the flange 31 and one side end of the first half shaft 1 of the stabilizer bar are connected by a spline to ensure the relative fixation of the flange 31 and the first half shaft 1 of the stabilizer bar; the friction plate 33 Connected to one side end of the second half shaft 2 of the stabilizer bar, specifically, the friction plate 33 is connected to one side end of the second half shaft 2 of the stabilizer bar by a spline to ensure the relative stability of the friction plate 33 and the second half shaft 2 of the stabilizer bar, the clutch pressure plate 34 is arranged on the side of the friction plate 33 away from the flange 31, the clutch pressure plate 34 is an annular structure, the clutch pressure plate 34 abuts against the friction plate 33, the clutch pressure plate 34 is used to apply pressure of the friction plate 33 to the flange 31 to adjust the relative friction force between the friction plate 33 and the flange 31, and the actuator 32 is used to adjust the pressing force of the clutch pressure plate 34 on the friction plate 33.

The torque transmission stiffness between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar is directly related to the friction force between the friction plate 33 and the flange 31, and the friction force between the friction plate 33 and the flange 31 is directly related to the pressing force of the clutch pressure plate 34 on the friction plate 33. The greater the pressing force of the clutch pressure plate 34 on the friction plate 33, the greater the torque transmission stiffness between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar; the friction force between the flange 31 and the friction plate 33 is regulated by adjusting the pressing force of the clutch pressure plate 34 on the friction plate 33, so as to achieve continuous adjustable torsional stiffness between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar, thereby ensuring that the lateral stabilizer bar assembly meets different degrees of torque transmission requirements in the partial locking mode.

In one embodiment, the actuator 32 includes a diaphragm spring 321, a release bearing 322, a shift fork 323 and an actuator 324. The release bearing 322 has an inner ring 3222 and an outer ring 3221. The inner ring 3222 is fixed to the second semi-shaft 2 of the stabilizer bar, and the outer ring 3221 is axially displaceable and circumferentially rotatable on the outside of the inner ring 3222. The outer periphery of the diaphragm spring 321 abuts against the clutch pressure plate 34, the inner periphery of the diaphragm spring 321 is connected to the outer ring 3221, and the shift fork 323 is respectively connected to the outer ring 3221 and the actuator 324.

The actuator 324 drives the outer ring 3221 to slide and position between a first position and a second position along the axial direction of the outer ring 3221 via the shift fork 323 , so as to adjust the pressing force of the diaphragm spring 321 on the clutch pressure plate 34 .

The actuator 324 is selected from an electric drive mechanism, a pneumatic drive mechanism or a hydraulic drive mechanism.

In a specific embodiment, the actuator 324 is selected from a motor structure capable of performing linear mechanical motion, such as a motor plus a gear rack structure or a motor plus a worm gear structure.

In one embodiment, when the outer ring 3221 is located at the first position, the diaphragm spring 321 is pressed onto the clutch pressure plate 34 with a preset preload force.

When the outer ring 3221 slides from the first position to the second position, the outer ring 3221 applies a reverse pulling force opposite to the direction of the preload force to the diaphragm spring 321, and the reverse pulling force gradually increases, and the pressing force of the diaphragm spring 321 on the clutch pressure plate 34 gradually decreases.

When the outer ring 3221 is located at the second position, the diaphragm spring 321 is driven by the outer ring 3221 to separate from the clutch pressure plate 34 , and the pressing force on the clutch pressure plate 34 is released.

By adjusting the position of the outer ring 3221 to adjust the pressing force of the diaphragm spring 321 on the clutch pressure plate 34, the purpose of adjusting the torque stiffness between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar is achieved.

It should be noted that, in other embodiments, the actuator 32 may also adopt other driving mechanisms for applying a pressing force to the clutch pressure plate 34 .

In one embodiment, the clutch control device 3 also includes a clutch cover 35, the clutch cover 35 is connected to the flange 31, a first accommodating space is formed between the clutch cover 35 and the flange 31, the diaphragm spring 321, the clutch pressure plate 34 and the friction plate 33 are placed in the first accommodating space, the outer ring 3221 of the release bearing 322 partially passes through the clutch cover 35, the diaphragm spring 321 is connected to the outer ring 3221 of the release bearing 322 at one end located in the clutch cover 35, and the shift fork 323 is connected to the outer ring 3221 of the release bearing 322 and passes through one end of the clutch cover 35.

The inner edge of the clutch cover 35 is fixed to the inner edge of the flange 31 by bolts, and the diaphragm spring 321 partially abuts between the clutch cover 35 and the clutch pressure plate 34. In the initial state, the diaphragm spring 321 has elastic deformation to form a preload on the clutch pressure plate 34.

As shown in Figure 2, in one embodiment, the lateral stabilizer bar assembly also includes a first shell 6 and a second shell 7, and the first shell 6 and the second shell 7 are connected to form a second accommodating space between the first shell 6 and the second shell 7, one side end of the first half shaft 1 of the stabilizer bar and one side end of the second half shaft 2 of the stabilizer bar are located in the second accommodating space, the other side end of the first half shaft 1 of the stabilizer bar passes through the first shell 6, the first half shaft 1 of the stabilizer bar is fixedly connected to the first shell 6, the other side end of the second half shaft 2 of the stabilizer bar passes through the second shell 7, and the second half shaft 2 of the stabilizer bar is rotatably connected to the second shell 7.

The first shell 6 and the second shell 7 are connected by bolts, and the first shell 6 and the second shell 7 can protect other structures of the stabilizer bar assembly, prevent external dust from entering or interference between the stabilizer bar assembly and external structures, and ensure the operating stability of the stabilizer bar assembly.

The actuator 324 is located on the outer wall of the first shell 6. A strip hole 61 is provided on the first shell 6. The strip hole 61 extends in the opposite direction parallel to the axial direction of the outer ring 3221. The shift fork partially passes through the strip hole 61. An arc plate 3231 is provided at the end of the shift fork 323 located in the second accommodating space. An arc groove 32211 is provided on the outer periphery of one end of the outer ring 3221 passing through the clutch cover 35. The arc plate 3231 is inserted into the arc groove 32211.

The first housing 6 is interference fit with the first half shaft 1 of the stabilizer bar, and a plurality of bearings 71 are provided between the second housing 7 and the second half shaft 2 of the stabilizer bar.

As shown in Figure 4, in one embodiment, as a further improvement of the present invention, the clutch control device 3 also includes a magnet 36, a Hall sensor 37 and a controller, the position of the magnet 36 is relatively fixed to the second half shaft 2 of the stabilizer bar, the position of the Hall sensor 37 is relatively fixed to the first half shaft 1 of the stabilizer bar, and the controller is used to receive input information from the Hall sensor 37 and control the transmission or blocking of torque between the first half shaft 1 of the stabilizer bar and the second half shaft 2 of the stabilizer bar.

By sensing the position of the magnet 36 by the Hall sensor 37 , the relative rotation angle between the first stabilizer bar half-shaft 1 and the second stabilizer bar half-shaft 2 can be indirectly known, thereby knowing the state of the lateral stabilizer bar assembly.

Specifically, the Hall sensor 37 is arranged on the clutch cover 35. When the first half shaft 1 of the stabilizer bar is deflected, the Hall sensor 37 rotates along with the first half shaft 1 of the stabilizer bar. The magnet 36 is arranged on the friction plate 33 at a position corresponding to the Hall sensor 37. When the second half shaft 2 of the stabilizer bar is deflected, the magnet 36 rotates along with the second half shaft 2 of the stabilizer bar. The controller electrically connects the Hall sensor 37 and the actuator 324.

The purpose of setting the magnet 36 and the Hall sensor 37 is that when the vehicle switches from an inclined road, an uneven road or an off-road road to a smooth road, the lateral stabilizer bar assembly needs to switch to an initial locking mode among a reverse locking mode, a partial locking mode and a completely disconnected mode. At this time, the actuator 324 first operates the flange 31 and the friction plate 33 to separate, and the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar can rotate freely relative to each other and no longer transmit torque. At this time, the relative rotation angle of the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar can be obtained by sensing the relative position of the Hall sensor 37 and the magnet 36. When the Hall sensor 37 detects that the relative position of the left and right half-shafts is in the designed position of the initial locking mode, the actuator 324 operates the flange 31 and the friction plate 33 to engage, and engage the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar to achieve rapid reset.

As shown in FIG. 1 , in one embodiment, the lateral stabilizer bar assembly is in a “X”-shaped structure, and the first stabilizer bar semi-axle 1 and the second stabilizer bar semi-axle 2 are both in a “Z”-shaped structure.

By arranging the lateral stabilizer bar assembly in a "X"-shaped structure, when the height of the suspensions on both sides of the vehicle changes, the first half-shaft 1 of the stabilizer bar and the second half-shaft 2 of the stabilizer bar can be directly driven to rotate. At the same time, when the lateral stabilizer bar assembly is in the initial locking mode, the reverse locking mode and the partial locking mode, the torque formed by the height difference of the suspensions on both sides of the vehicle can be effectively transmitted.

As shown in FIG1 , in one embodiment, a first bushing 4 is provided on the first half shaft 1 of the stabilizer bar, and the first bushing 4 is used to install the first half shaft 1 of the stabilizer bar on the vehicle body; a second bushing 5 is provided on the second half shaft 2 of the stabilizer bar, and the second bushing 5 is used to install the second half shaft 2 of the stabilizer bar on the vehicle body.

The first bushing 4 is provided with a first rubber ring 41 , and the first half shaft 1 of the stabilizer bar passes through the first rubber ring 41 and is vulcanized and bonded; the second bushing 5 is provided with a second rubber ring 51 , and the second half shaft 2 of the stabilizer bar passes through the second rubber ring 51 and is vulcanized and bonded.

The first rubber ring 41 and the second rubber ring 51 can adaptively deform in coordination with the deflection of the first semi-axle 1 of the stabilizer bar and the second semi-axle 2 of the stabilizer bar.

Another embodiment of the present invention provides a vehicle including the above-mentioned stabilizer bar assembly.

Due to the use of the lateral stabilizer bar assembly as described above, the vehicle can achieve different anti-roll stiffness under different working conditions, and even provide reverse roll stiffness, so as to meet the vehicle's demand for stabilizer bar torsional stiffness under different working conditions and be continuously adjustable, thereby achieving the vehicle's demand for better anti-roll stiffness, driving stability and comfort under different working conditions.

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

Claims (9)

1. A lateral stabilizer bar assembly, characterized in that it comprises a first stabilizer bar semi-shaft, a second stabilizer bar semi-shaft and a clutch control device, wherein the clutch control device is connected between the first stabilizer bar semi-shaft and the second stabilizer bar semi-shaft, and the clutch control device is used to control the transmission or blocking of torque between the first stabilizer bar semi-shaft and the second stabilizer bar semi-shaft, so that the lateral stabilizer bar assembly can control the initial locking, reverse locking, partial connection and disconnection of the first stabilizer bar semi-shaft and the second stabilizer bar semi-shaft according to different road conditions; The clutch control device comprises a flange, a friction plate, a clutch pressure plate and an actuator, one side end of the first half shaft of the stabilizer bar is arranged opposite to one side end of the second half shaft of the stabilizer bar, the other side end of the first half shaft of the stabilizer bar is used to connect the suspension on one side of the vehicle; the other side end of the second half shaft of the stabilizer bar is used to connect the suspension on the other side of the vehicle; the flange is connected to one side end of the first half shaft of the stabilizer bar, the friction plate is connected to one side end of the second half shaft of the stabilizer bar, the clutch pressure plate is arranged on the side of the friction plate away from the flange, the clutch pressure plate is used to apply the pressure of the friction plate to the flange to adjust the relative friction between the friction plate and the flange, and the actuator is used to adjust the pressing force of the clutch pressure plate on the friction plate; When the reverse locking of the first half-shaft of the stabilizer bar and the second half-shaft of the stabilizer bar is that the road surface is inclined, the clutch control device controls the first half-shaft of the stabilizer bar and the second half-shaft of the stabilizer bar to be disconnected first, so that the first half-shaft of the stabilizer bar and the second half-shaft of the stabilizer bar produce relative rotation; when the suspension on the outside of the vehicle moves down and the suspension on the inside moves up relatively to the level of the vehicle body, the clutch control device controls the first half-shaft of the stabilizer bar and the second half-shaft of the stabilizer bar to be engaged. 2. The lateral stabilizer bar assembly according to claim 1, characterized in that the actuator comprises a diaphragm spring, a release bearing, a shift fork and an actuator, the release bearing has an inner ring and an outer ring, the inner ring is fixed on the second semi-axle of the stabilizer bar, the outer ring is sleeved on the outside of the inner ring in an axially displaceable and circumferentially rotatable manner, the outer periphery of the diaphragm spring abuts against the clutch pressure plate, the inner periphery of the diaphragm spring is connected to the outer ring, and the shift fork is respectively connected to the outer ring and the actuator; The actuator drives the outer ring to slide and position between a first position and a second position along the axial direction of the outer ring via the shift fork, so as to adjust the pressing force of the diaphragm spring on the clutch pressure plate. 3. The lateral stabilizer bar assembly according to claim 2, characterized in that: When the outer ring is in the first position, the diaphragm spring is pressed against the clutch pressure plate with a preset preload force; When the outer ring slides from the first position to the second position, the outer ring applies a reverse pulling force on the diaphragm spring in the opposite direction to the preload force, and the reverse pulling force gradually increases, and the pressing force of the diaphragm spring on the clutch pressure plate gradually decreases; When the outer ring is located at the second position, the diaphragm spring is driven by the outer ring to separate from the clutch pressure plate, and the pressing force on the clutch pressure plate is released. 4. The lateral stabilizer bar assembly according to claim 2 is characterized in that the clutch control device also includes a clutch cover, the clutch cover is connected to the flange, a first accommodating space is formed between the clutch cover and the flange, the diaphragm spring, the clutch pressure plate and the friction plate are placed in the first accommodating space, the outer ring portion of the release bearing passes through the clutch cover, the diaphragm spring is connected to the outer ring of the release bearing at one end located in the clutch cover, and the shift fork is connected to the outer ring of the release bearing and passes through one end of the clutch cover. 5. The lateral stabilizer bar assembly according to claim 4 is characterized in that the lateral stabilizer bar assembly also includes a first shell and a second shell, the first shell and the second shell are connected to form a second accommodating space between the first shell and the second shell, one side end of the first half shaft of the stabilizer bar and one side end of the second half shaft of the stabilizer bar are located in the second accommodating space, the other side end of the first half shaft of the stabilizer bar passes through the first shell, the first half shaft of the stabilizer bar is fixedly connected to the first shell, the other side end of the second half shaft of the stabilizer bar passes through the second shell, and the second half shaft of the stabilizer bar is rotatably connected to the second shell. 6. The lateral stabilizer bar assembly according to claim 1 is characterized in that the clutch control device also includes a magnet, a Hall sensor and a controller, the position of the magnet is relatively fixed to the second semi-shaft of the stabilizer bar, the position of the Hall sensor is relatively fixed to the first semi-shaft of the stabilizer bar, and the controller is used to receive input information from the Hall sensor and control the transmission or blocking of torque between the first semi-shaft of the stabilizer bar and the second semi-shaft of the stabilizer bar. 7. The lateral stabilizer bar assembly according to claim 1 is characterized in that the lateral stabilizer bar assembly is in a "X"-shaped structure, and the first semi-axle of the stabilizer bar and the second semi-axle of the stabilizer bar are both in a "Z"-shaped structure. 8. The lateral stabilizer bar assembly according to claim 1 is characterized in that a first bushing is arranged on the first half shaft of the stabilizer bar, and the first bushing is used to install the first half shaft of the stabilizer bar on the vehicle body; a second bushing is arranged on the second half shaft of the stabilizer bar, and the second bushing is used to install the second half shaft of the stabilizer bar on the vehicle body. 9. A vehicle, characterized by comprising the stabilizer bar assembly according to any one of claims 1 to 8.