CN108621737B - Automobile and hydraulic control transverse stabilizer bar device thereof - Google Patents
Automobile and hydraulic control transverse stabilizer bar device thereof Download PDFInfo
- Publication number
- CN108621737B CN108621737B CN201710175170.7A CN201710175170A CN108621737B CN 108621737 B CN108621737 B CN 108621737B CN 201710175170 A CN201710175170 A CN 201710175170A CN 108621737 B CN108621737 B CN 108621737B
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- roll
- stabilizer bar
- hydraulic cylinder
- rod cavity
- cavities
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
- B60G21/0558—Mounting means therefor adjustable including means varying the stiffness of the stabiliser
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/135—Stabiliser bar and/or tube
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/41—Fluid actuator
- B60G2202/413—Hydraulic actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/05—Attitude
- B60G2400/051—Angle
- B60G2400/0511—Roll angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/204—Vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The utility model relates to an automobile and a hydraulic control transverse stabilizer bar device thereof, wherein the transverse stabilizer bar device comprises a transverse stabilizer bar arranged on an axle, and a left hydraulic cylinder and a right hydraulic cylinder which are arranged between the transverse stabilizer bar and an automobile body, wherein the two hydraulic cylinders are respectively provided with a first anti-roll cavity and a second anti-roll cavity, the corresponding two first anti-roll cavities on the two hydraulic cylinders are communicated through a first anti-roll oil way, the corresponding two second anti-roll cavities are communicated through a second anti-roll oil way, the two anti-roll oil ways are respectively provided with an energy accumulator, and the two anti-roll oil ways are respectively provided with a damping valve for regulating the flow of the corresponding anti-roll oil way. Corresponding damping valves are arranged on the two anti-roll oil paths, the flow of the corresponding anti-roll oil paths is adjusted, and then the rigidity of the transverse stabilizing device is adjusted according to the corresponding vehicle body roll angle, so that riding comfort is ensured when the roll angle is small, and driving safety is ensured when the roll angle is large.
Description
Technical Field
The utility model relates to an automobile and a hydraulic control transverse stabilizer bar device thereof.
Background
The lateral stabilizer bar acts to increase the roll stiffness of the suspension and reduce vehicle roll. However, the stiffness of the camber angle of the common transverse stabilizer bar is irrelevant to the camber angle of the vehicle body, and when the camber angle of the vehicle body is smaller, the transverse stabilizer bar provides larger camber angle stiffness, so that the vehicle generates larger camber angle vibration, and the riding comfort of the vehicle is affected. When the roll angle of the vehicle body is large or the vehicle suddenly changes lanes, the roll angle rigidity provided by the transverse stabilizer bar is certain, the roll of the vehicle body cannot be effectively reduced, and the running safety of the vehicle is affected.
The utility model discloses a transverse stabilizing device and a vehicle using the same in China patent publication No. CN204322981U, wherein the transverse stabilizing device comprises a transverse stabilizing rod, a left hydraulic cylinder and a right hydraulic cylinder which are arranged on a vehicle body, a piston rod of the left hydraulic cylinder is in transmission connection with the left end of the transverse stabilizing rod, a piston rod of the right hydraulic cylinder is in transmission connection with the right end of the transverse stabilizing rod, a rodless cavity of the left hydraulic cylinder and a rod cavity of the right hydraulic cylinder are corresponding first anti-rolling cavities, the two first anti-rolling cavities are communicated through a first oil way serving as a first anti-rolling oil way, the rodless cavity of the right hydraulic cylinder and the rod cavity of the left hydraulic cylinder are corresponding second anti-rolling cavities, the two second anti-rolling cavities are communicated through a second oil way serving as a second anti-rolling oil way, a first energy accumulator is arranged on the first oil way, and a second energy accumulator is arranged on the second oil way. When the vehicle body is tilted, the compression or extension movement between the vehicle body and the axle is transmitted to the piston rod, and the thrust force exerted on the piston rod provides an anti-tilting moment for the vehicle. When the vehicle runs on an uneven road, the vehicle body generates smaller rolling motion, the piston rod moves smaller, the volume change of oil in the hydraulic cylinder is smaller, and the anti-rolling moment generated by the transverse stabilizing device is smaller, so that the rolling vibration of the vehicle can be effectively reduced, and the running smoothness and riding comfort are improved. When the vehicle turns, the vehicle generates larger rolling movement, the piston rod moves larger, the volume change of the oil liquid in the corresponding cavity in the hydraulic cylinder is small, and the anti-rolling moment generated by the transverse stabilizing device is larger, so that the anti-rolling performance of the vehicle can be effectively improved, and the safety of the vehicle is improved. However, the rigidity adjustment of the whole transverse stabilizing device is realized by completely relying on two preset hydraulic cylinders, the adjustment is rough, the fine adjustment is poor, and the real-time adjustment corresponding to the vehicle condition is relatively delayed.
Disclosure of Invention
The utility model aims to provide a hydraulic control transverse stabilizer bar device for an automobile, which aims to solve the technical problem that in the prior art, the rigidity adjustment of the whole transverse stabilizer bar device is poor in fine adjustment due to the fact that two preset hydraulic cylinders are completely relied on; meanwhile, the utility model also provides an automobile using the transverse stabilizer bar device.
In order to achieve the above purpose, the technical scheme of the hydraulic control stabilizer bar device for the automobile provided by the utility model is as follows: the utility model provides a hydraulic control's stabilizer bar device for car, is including being used for installing the stabilizer bar on the axle and being used for arranging the left and right pneumatic cylinder between stabilizer bar and automobile body, two pneumatic cylinders have respectively first, second anti-side rolling cavity, two first anti-side rolling cavities that correspond on two pneumatic cylinders are through first anti-side rolling oil circuit intercommunication, two second anti-side rolling cavities that correspond are through second anti-side rolling oil circuit intercommunication, are equipped with the energy storage ware on the oil circuit that two anti-side rolling respectively, be equipped with the damper valve that is used for adjusting corresponding anti-side rolling oil circuit flow on the oil circuit that two anti-side rolling respectively.
The two hydraulic cylinders respectively comprise a cylinder body hinged with the vehicle body and a piston rod hinged with the transverse stabilizer rod, the two hydraulic cylinders extend along the up-down direction, a piston in the cylinder body divides the inner cavity of the cylinder body into a rod cavity below and a rod cavity above, the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are first anti-roll cavities of corresponding hydraulic cylinders communicated through the first anti-roll oil way, and the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are second anti-roll cavities of corresponding hydraulic cylinders communicated through the second anti-roll oil way.
The transverse stabilizer bar device also comprises an ECU (electronic control unit) controller, wherein the ECU controller is provided with a signal output end and a signal input end for receiving vehicle speed and vehicle body roll angle signals, and the signal output end of the ECU controller is in control connection with the damping valve and/or the energy accumulator.
The energy accumulator is a pressure-adjustable energy accumulator with adjustable pressure.
The technical scheme of the automobile using the transverse stabilizer bar device provided by the utility model is as follows: the utility model provides an automobile, includes automobile body, axle and arranges the stabilizer bar device between the two, and stabilizer bar device is including installing the stabilizer bar on the automobile body and setting up the left and right pneumatic cylinder between automobile body and stabilizer bar, and two pneumatic cylinders have first, second anti-side rolling cavity respectively, and two first anti-side rolling cavities that correspond on two pneumatic cylinders are through first anti-side rolling oil circuit intercommunication, two second anti-side rolling cavities that correspond are through second anti-side rolling oil circuit intercommunication, are equipped with the energy storage ware on the oil circuit that two anti-side rolls respectively, be equipped with the damper valve that is used for adjusting corresponding anti-side rolling oil circuit flow on the oil circuit that two anti-side rolls respectively.
The two hydraulic cylinders respectively comprise a cylinder body hinged with the vehicle body and a piston rod hinged with the transverse stabilizer rod, the two hydraulic cylinders extend along the up-down direction, a piston in the cylinder body divides the inner cavity of the cylinder body into a rod cavity below and a rod cavity above, the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are first anti-roll cavities of corresponding hydraulic cylinders communicated through the first anti-roll oil way, and the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are second anti-roll cavities of corresponding hydraulic cylinders communicated through the second anti-roll oil way.
The automobile further comprises a speed signal sensor for detecting the speed of the automobile and a body side inclination angle sensor for detecting the body side inclination angle, the transverse stabilizer bar device further comprises an ECU controller, the ECU controller is provided with a signal output end and a signal input end for receiving the speed of the automobile and the body side inclination angle signals, and the signal output end of the ECU controller is in control connection with the damping valve and/or the energy accumulator.
The energy accumulator is a pressure-adjustable energy accumulator with adjustable pressure.
The beneficial effects of the utility model are as follows: in the hydraulically controlled transverse stabilizer bar device provided by the utility model, the corresponding damping valves are arranged on the two anti-roll oil paths so as to adjust the flow of the corresponding anti-roll oil paths and further adjust the rigidity of the transverse stabilizer bar device. When the car body is small in rolling, the flow change of the two anti-rolling oil paths is small through the adjustment of the damping valves on the two anti-rolling oil paths, the pressure change of the anti-rolling oil paths is small, the rigidity of the transverse stabilizer bar is zero or smaller, and the riding comfort of the car can be effectively improved. When the vehicle body is greatly tilted, the valve opening of the damping valve on the anti-tilting oil path corresponding to the tilting direction is adjusted, so that the flow of the corresponding anti-tilting oil path is increased, the larger anti-tilting rigidity is provided, the tilting of the vehicle is reduced, and the running safety is improved. The vehicle condition states of all levels are fine and well regulated by regulating the flow of the corresponding anti-side-tilting oil way, and the regulation is quick and convenient.
Further, when the device is applied to an automobile, the ECU controls the corresponding damping valve and/or the energy accumulator to act according to the automobile speed signal and the automobile body side inclination angle signal, so that the rigidity of the whole stabilizer bar device can be adjusted in real time according to the automobile condition signal so as to correspond to different side inclination angles.
Drawings
FIG. 1 is a schematic view of an embodiment of a hydraulically controlled stabilizer bar assembly for an automobile according to the present utility model;
fig. 2 is a signal control flow chart of the hydraulically controlled stabilizer bar device of fig. 1 when applied to an automobile.
Detailed Description
Embodiments of the present utility model will be further described with reference to the accompanying drawings.
As shown in fig. 1 to 2, the hydraulic control stabilizer bar device for the automobile according to the embodiment of the present utility model is disposed between the vehicle body 6 and the axle 3 of the automobile in use, and is used for providing anti-roll moment to the vehicle body 6 so as to improve anti-roll performance of the whole automobile.
The stabilizer bar device specifically includes the stabilizer bar 4 that is arranged in installing on the axle, and this stabilizer bar 4 is U-shaped structure, and the stabilizer bar has middle horizontal pole and two tip longitudinal bars of integrative arranging in middle horizontal pole both ends, and the structure of stabilizer bar is the same with the structure of stabilizer bar among the stabilizer bar device among the prior art, and unnecessary description here.
In this embodiment, the stabilizer bar device further includes a left hydraulic cylinder 5 and a right hydraulic cylinder 2 disposed between the stabilizer bar 4 and the vehicle body 6, where the left-right direction corresponds to the left-right width direction of the vehicle, the two hydraulic cylinders each extend in the up-down direction, the two hydraulic cylinders include a cylinder body for hinging with the vehicle body and a piston rod for hinging with the stabilizer bar, the piston in the cylinder body divides the cylinder body cavity into an upper rodless cavity and a lower rodless cavity, the rodless cavity of the left hydraulic cylinder and the rodless cavity of the right hydraulic cylinder are first anti-roll cavities of the corresponding hydraulic cylinders communicated through the first anti-roll oil path 11, the rodless cavity of the left hydraulic cylinder and the rodless cavity of the right hydraulic cylinder are second anti-roll cavities of the corresponding hydraulic cylinders communicated through the second anti-roll oil path 21, the first anti-roll oil path is provided with a first accumulator 13 and a first damping valve 12 for adjusting the flow rate of the first anti-roll oil path, the second anti-roll oil path 21 is provided with a second accumulator 23 and a second valve 22 for adjusting the flow rate of the second anti-roll oil path, and the second accumulator is an adjustable pressure.
The stabilizer bar device in the present embodiment further includes an ECU controller 1, the ECU controller 1 having a signal input terminal for receiving signals of the vehicle speed v and the vehicle body roll angle θ, the signal output terminal of the ECU controller 1 being in control connection with the two damping valves.
When the vehicle is particularly used, the signal input end of the ECU controller is connected with a vehicle speed sensor which is arranged on the vehicle and used for detecting a vehicle speed v signal and a vehicle body side inclination angle sensor which is used for detecting a vehicle body side inclination angle theta.
The ECU controller controls the action of the damping valve on the corresponding oil way according to the vehicle speed signal and the vehicle body roll angle signal, so as to adjust the flow in the corresponding anti-roll oil way, thereby adjusting the reaction speed of the whole transverse stabilizer bar device corresponding to the vehicle condition. During adjustment, as shown in fig. 2, the opening degree of the damping valve is adjusted based on the actual oil pressure of the hydraulic cylinder, the rigidity of the whole stabilizer bar device is adjusted, and finally the posture of the vehicle body is adjusted.
When the vehicle body is small in rolling, the vehicle speed sensor and the vehicle body side inclination angle sensor input corresponding vehicle speed and vehicle body side inclination angle into the ECU controller, the ECU controller can control the damping valve to act, the flow of the corresponding anti-rolling oil way is regulated down, the reaction time of the energy accumulator of the corresponding anti-rolling oil way is prolonged, the rigidity of the vehicle side inclination angle is reduced, the vibration of the vehicle body side inclination angle is reduced, the left and right shaking of the vehicle is reduced, and the riding comfort of the vehicle is improved.
When the vehicle body is greatly tilted, the vehicle speed sensor and the vehicle body side tilt angle sensor input the corresponding vehicle speed and vehicle body side tilt angle into the ECU controller, and the ECU controller controls the damping valve to act, so that the flow of the corresponding anti-tilt oil way is regulated, the reaction time of the accumulator of the corresponding anti-tilt oil way is shortened, the rigidity of the vehicle side tilt angle is improved, the vehicle side tilt angle is reduced, and the corresponding vehicle lane change and the running safety are improved.
The vehicle speed sensor and the vehicle body side dip angle sensor input corresponding vehicle speed and vehicle body side dip angle into the ECU controller, the ECU controller can control the damping valve to act, the flow of the corresponding anti-roll oil way is reduced, the reaction time of the energy accumulator of the corresponding anti-roll oil way is prolonged, the vehicle side dip angle rigidity is reduced, the vehicle body side dip angle vibration is reduced, the vehicle is rocked left and right, and the vehicle riding comfort is improved.
In this embodiment, the rodless cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are the first anti-roll cavities of the corresponding hydraulic cylinders communicated through the first anti-roll oil path, and the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are the second anti-roll cavities of the corresponding hydraulic cylinders communicated through the first anti-roll oil path, which is mainly determined by connecting the cylinder bodies of the two hydraulic cylinders with the vehicle body and connecting the piston rods with the transverse stabilizer bars. If the cylinder body of the left hydraulic cylinder is connected with the vehicle body, the piston rod is connected with the transverse stabilizer rod, but the cylinder body of the right hydraulic cylinder is connected with the transverse stabilizer rod, or the piston rod is connected with the vehicle body, at the moment, the rod cavity of the right hydraulic cylinder is positioned above, the rod cavity is positioned below, at the moment, the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are corresponding first anti-roll cavities, and the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are corresponding second anti-roll cavities. Here, the respective anti-roll cavities communicating through the respective anti-roll oil passages eventually cause the two hydraulic cylinders to apply opposite forces to the vehicle body to thereby form an anti-roll moment that resists roll of the vehicle body.
In this embodiment, the ECU controller may control the opening of the damping valve, and thus control the oil flow in the corresponding oil path, and thus control the pressure difference across the piston of the corresponding anti-roll cylinder.
In this embodiment, the ECU controller may adjust the stabilizer bar stiffness by controlling the opening degree of the damping valve. In other embodiments, the signal output end of the ECU controller may be connected with the two accumulators in a controlled manner, and the flow of the corresponding anti-roll oil path is adjusted by controlling the flow output by the accumulators outwards, so as to further adjust the anti-roll stiffness. In practice, the signal output end of the ECU controller may be connected to the damping valve control and the accumulator control, and at this time, when the vehicle body has a small roll angle, the ECU controller outputs control signals to the first damping valve and the second damping valve to perform damping valve opening adjustment or accumulator pressure adjustment, so that the oil pressure and flow rate changes on the two anti-roll oil paths are small, the piston rod of the anti-roll oil cylinder moves freely, and the stabilizer bar does not function. When the vehicle body turns leftwards, the ECU controller outputs corresponding control signals to the two damping valves, adjusts the opening degrees of the corresponding damping valves, increases the flow of the first anti-rolling oil way, but increases the gas pressure of the corresponding energy accumulator in advance at the moment, and the pressure increased by the energy accumulator needs to be offset after the flow of oil in the first anti-rolling oil way is increased, so that the transverse stabilizer bar does not act at first, and the vehicle body does not roll. When the rolling of the vehicle body is further increased, the oil flow in the first anti-rolling oil path is continuously increased, the rolling of the vehicle body is started, but the pressure of the energy accumulator is increased faster, a larger anti-rolling moment is provided, the rolling of the vehicle body is reduced, and the safety of the vehicle is improved. The flow of oil in the second anti-roll oil way is reduced, the pressure of the energy accumulator is also reduced, and the two loops form a larger pressure difference to play a role in anti-roll, so that the transverse stabilizer bar device is twisted, and the roll of the vehicle body is reduced.
In fact, in the present embodiment, the damping valve and the accumulator are integrated on the respective hydraulic cylinders, so the ECU controller outputs the respective control signals to the hydraulic cylinders at the time shown in fig. 2, which means that the ECU controller outputs the control signals to the respective damping valves to thereby adjust the state of the hydraulic cylinders and thus finally adjust the posture of the vehicle body.
In this embodiment, the two hydraulic cylinders extend in the up-down direction, and in other embodiments, the arrangement mode of the stabilizer bar and the two hydraulic cylinders may adopt the stabilizer bar and the hydraulic cylinder structure in the stabilizer disclosed in the patent document with the authority of CN204322981U in the prior art, as long as the damping valves are arranged on the corresponding two anti-roll oil paths.
In this embodiment, the damper valve is controlled by the ECU controller, and in other embodiments, the damper valve may be manually controlled by an operator.
In this embodiment, the two accumulators are pressure-adjustable accumulators, and in other embodiments, the pressures of the two accumulators may not be adjusted.
The utility model also provides an embodiment of an automobile using the hydraulic control stabilizer bar device, wherein the automobile in the embodiment comprises an automobile body, an axle and the stabilizer bar device arranged between the automobile body and the axle, the structure of the automobile body and the axle in the embodiment is the same as that of the automobile body and the axle in the prior art, and the structure of the stabilizer bar device is the same as that of the hydraulic control stabilizer bar device and is not repeated herein.
Claims (4)
1. The utility model provides a hydraulic control's stabilizer bar device for car, is including being used for installing the stabilizer bar on the axle and being used for arranging the left and right pneumatic cylinder between stabilizer bar and automobile body, two pneumatic cylinders have respectively first, second anti-roll cavity, two first anti-roll cavities that correspond on two pneumatic cylinders are through first anti-roll oil circuit intercommunication, two second anti-roll cavities that correspond are through second anti-roll oil circuit intercommunication, are equipped with the energy storage ware on two anti-roll oil circuits respectively, its characterized in that: damping valves for adjusting the flow of the corresponding anti-roll oil paths are respectively arranged on the two anti-roll oil paths;
the transverse stabilizer bar device also comprises an ECU controller, wherein the ECU controller is provided with a signal output end and a signal input end for receiving vehicle speed and vehicle body roll angle signals, and the signal output end of the ECU controller is in control connection with the damping valve and/or the energy accumulator;
when the signal output end of the ECU controller is in control connection with the energy accumulator, the energy accumulator is a pressure-adjustable energy accumulator with adjustable pressure.
2. The hydraulically controlled stabilizer bar device for automobiles according to claim 1, characterized in that: the two hydraulic cylinders respectively comprise a cylinder body hinged with the vehicle body and a piston rod hinged with the transverse stabilizer rod, the two hydraulic cylinders extend along the up-down direction, a piston in the cylinder body divides the inner cavity of the cylinder body into a rod cavity below and a rod cavity above, the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are first anti-roll cavities of corresponding hydraulic cylinders communicated through the first anti-roll oil way, and the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are second anti-roll cavities of corresponding hydraulic cylinders communicated through the second anti-roll oil way.
3. The utility model provides an automobile, including automobile body, axle and the stabilizer bar device of arranging between the two, stabilizer bar device is including installing the stabilizer bar on the automobile body and set up the left and right pneumatic cylinder between automobile body and stabilizer bar, two pneumatic cylinders have respectively first, second anti-roll cavity, two first anti-roll cavities that correspond on two pneumatic cylinders are through first anti-roll oil circuit intercommunication, two second anti-roll cavities that correspond are through second anti-roll oil circuit intercommunication, are equipped with the energy storage ware on two anti-roll oil circuits respectively, its characterized in that: damping valves for adjusting the flow of the corresponding anti-roll oil paths are respectively arranged on the two anti-roll oil paths;
the transverse stabilizer bar device also comprises an ECU controller, wherein the ECU controller is provided with a signal output end and a signal input end for receiving the vehicle speed and the vehicle body side inclination angle signals, and the signal output end of the ECU controller is in control connection with the damping valve and/or the energy accumulator;
when the signal output end of the ECU controller is in control connection with the energy accumulator, the energy accumulator is a pressure-adjustable energy accumulator with adjustable pressure.
4. A car according to claim 3, characterized in that: the two hydraulic cylinders respectively comprise a cylinder body hinged with the vehicle body and a piston rod hinged with the transverse stabilizer rod, the two hydraulic cylinders extend along the up-down direction, a piston in the cylinder body divides the inner cavity of the cylinder body into a rod cavity below and a rod cavity above, the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are first anti-roll cavities of corresponding hydraulic cylinders communicated through the first anti-roll oil way, and the rod cavity of the left hydraulic cylinder and the rod cavity of the right hydraulic cylinder are second anti-roll cavities of corresponding hydraulic cylinders communicated through the second anti-roll oil way.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710175170.7A CN108621737B (en) | 2017-03-22 | 2017-03-22 | Automobile and hydraulic control transverse stabilizer bar device thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710175170.7A CN108621737B (en) | 2017-03-22 | 2017-03-22 | Automobile and hydraulic control transverse stabilizer bar device thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108621737A CN108621737A (en) | 2018-10-09 |
| CN108621737B true CN108621737B (en) | 2023-08-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710175170.7A Active CN108621737B (en) | 2017-03-22 | 2017-03-22 | Automobile and hydraulic control transverse stabilizer bar device thereof |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108674120B (en) * | 2018-04-25 | 2021-08-31 | 奇瑞汽车股份有限公司 | Stabilizer bar system for automobile |
| CN113291114B (en) * | 2021-05-25 | 2022-03-18 | 东风汽车集团股份有限公司 | Semi-active anti-roll structure and control method |
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| CN108621737A (en) | 2018-10-09 |
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