Stiffness adjustment component and vehicle

Abstract

The present application discloses a stiffness adjustment assembly and a vehicle. The stiffness adjustment assembly is used for a vehicle having a rear subframe and a body, and includes a structural member and a bushing assembly. The bushing assembly is connected to a first position of the rear subframe and a first position of the body; the structural member is connected to a second position of the rear subframe and a second position of the body, or the structural member is connected to an outer sleeve of the bushing assembly and a second position of the body, and the structural member can deform in a first direction to release the stiffness of the bushing assembly in the first direction. Therefore, when considering comfort, there is no need to reduce the stiffness of the rubber member of the bushing assembly. The structural member can ensure the stiffness of the bushing assembly in the second direction without deformation in the second direction. Therefore, when the bushing assembly needs to consider handling stability, the stiffness of the rubber member does not need to be increased by virtue of the stiffness of the structural member. Ultimately, the contradiction between the handling stability and comfort of the entire vehicle and the stiffness requirements of the rubber member of the bushing assembly is resolved.

Description

Technical Field

[0001] The present application relates to a stiffness adjustment technology, and in particular to a stiffness adjustment component and a vehicle. Background Art

[0002] A vehicle includes a body, a rear subframe, and a bushing assembly. The bushing assembly is connected to the body and rear subframe. The bushing assembly includes rubber components within it. Considering handling stability, the stiffness of the bushing assembly needs to be increased by increasing the hardness of the rubber components within the bushing. However, considering comfort, the stiffness of the bushing assembly needs to be reduced by reducing the hardness of the rubber components within the bushing. Therefore, the requirements for rubber component stiffness for vehicle handling stability and comfort are conflicting, and it is necessary to develop a technology to resolve this conflict. Summary of the Invention

[0003] The purpose of this application is to disclose a stiffness adjustment assembly and a vehicle. The stiffness adjustment assembly can meet the requirements of the vehicle's maneuverability and comfort for the stiffness of rubber parts.

[0004] The present application discloses a stiffness adjustment assembly. The stiffness adjustment assembly is used for a vehicle having a rear subframe and a vehicle body, and includes a structural member and a bushing assembly, wherein the bushing assembly is connected to a first position of the rear subframe and a first position of the vehicle body; the structural member is connected to a second position of the rear subframe and a second position of the vehicle body, or the structural member is connected to an outer sleeve of the bushing assembly and a second position of the vehicle body, and the structural member can deform in a first direction to release the stiffness of the bushing assembly in the first direction, and can ensure the stiffness of the bushing assembly in the second direction without deforming in the second direction.

[0005] In some embodiments, the first direction is perpendicular to the second direction, and the structural member includes a first connecting section, an intermediate section, and a second connecting section, all of which are flat-plate shaped. The first connecting section is assembled with the rear subframe, and the second connecting section is assembled with the vehicle body. The intermediate section is perpendicular to both the first and second connecting sections. The planes on which the first and second connecting sections lie are both perpendicular to the first direction, and the planes on which the first, second, and intermediate sections lie are all parallel to the second direction.

[0006] In some embodiments, at least one of the first connecting segment, the middle segment, and the second connecting segment is provided with a reinforcing rib.

[0007] In some embodiments, the reinforcing rib extends along the second direction, and / or the cross-section of the reinforcing rib along the first direction is arched.

[0008] In some embodiments, the reinforcing rib is located on a center line of the corresponding first connecting segment, the middle segment, and the second connecting segment, and the center line is parallel to the second direction.

[0009] In some embodiments, when the structural member is not assembled to the rear subframe and the vehicle body, the structural member is a straight structural member with a length D, where 40 mm ≤ D ≤ 80 mm.

[0010] In some embodiments, the bushing assembly includes an inner sleeve, an outer sleeve, and a rubber member positioned between the inner and outer sleeves; the outer sleeve includes a boss circumferentially extending therefrom. The rear subframe is provided with an assembly hole extending therethrough; the stiffness adjustment assembly includes a bolt, the bushing assembly is installed in the assembly hole, the bolt passes through the inner sleeve and is locked to the vehicle body, the boss abuts against the bottom end of the side wall of the assembly hole, and the inner sleeve abuts against the vehicle body.

[0011] In some embodiments, the rubber member of the bushing assembly has a stiffness of 10 kN / mm to 30 kN / mm.

[0012] In some embodiments, a distance h between an edge of the second position of the rear subframe and an outer sleeve of the bushing assembly is 10 mm ≤ h ≤ 20 mm.

[0013] In another aspect, embodiments of the present application disclose a vehicle comprising a rear subframe, a vehicle body, and any one of the aforementioned stiffness adjustment assemblies.

[0014] In some embodiments, the height difference between the two second positions in the vertical direction is h, and h≤20 mm.

[0015] As set up as above, since the structural member and the bushing assembly are both connected to the rear subframe and the vehicle body, and the connection positions are different, and since the structural member can be deformed in the first direction, the stiffness of the bushing assembly in the first direction can be released. Therefore, when the bushing assembly needs to consider comfort, there is no need to reduce the stiffness of the rubber member of the bushing assembly. Moreover, since the structural member can remain unchanged in the second direction and ensure the stiffness of the bushing assembly in the second direction, when the bushing assembly needs to consider handling stability, the stiffness of the rubber member does not need to be increased by making use of the stiffness of the structural member. Ultimately, the contradiction between the handling stability and comfort requirements of the entire vehicle and the stiffness requirements of the rubber member of the bushing assembly is resolved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of a bushing assembly, a vehicle body, and a rear subframe connected together in the related art;

[0017] Figure 2is a schematic diagram showing a stiffness adjustment assembly assembled into one with a vehicle body and a rear frame according to an embodiment of the present application;

[0018] Figure 3 is a perspective view of a structural member according to an embodiment of the present application;

[0019] Figure 4 yes Figure 3 A front view of the structural member shown;

[0020] Figure 5 yes Figure 3 A top view of the structural member is shown. DETAILED DESCRIPTION

[0021] Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, identical numbers in different figures represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of devices consistent with certain aspects of the present application, as detailed in the appended claims.

[0022] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. Unless otherwise defined, technical or scientific terms used in this application should have the ordinary meaning understood by a person of ordinary skill in the art to which this application belongs. The terms "first," "second," and similar words used in this specification and claims do not denote any order, quantity, or importance, but are simply used to distinguish different components. Similarly, the terms "a" or "an" and similar words do not denote a limitation of quantity, but rather denote the presence of at least one. The terms "plurality" or "several" mean two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper" and similar words are for convenience only and are not intended to limit to a single position or spatial orientation. The terms "include," "comprising," and similar words mean that the elements or objects preceding the term "include" or "comprising" include the elements or objects listed after the term and their equivalents, and do not exclude other elements or objects. The terms "connected," "connected," and similar words are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect. As used in this specification and the appended claims, the singular forms "a," "an," "said," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0023] See also Figure 1 In the related art, the bushing assembly 2 is connected to the rear subframe 3 and the vehicle body 4, which makes the requirements for the stiffness of the rubber parts contradictory to the vehicle's handling stability and comfort.

[0024] In order to resolve the above contradiction, the inventor of the present application thought of adding a structural member 1, and then forming a stiffness adjustment assembly (which can also be considered as a stiffness adjustment system) with the structural member 1 and the bushing assembly 2. By deforming the structural member 1 in the comfort direction, when considering comfort, there is no need to reduce the stiffness of the rubber member 21 of the bushing assembly 2 to reduce the stiffness of the bushing assembly 2; and when considering handling stability, the structural member 1 can ensure the stiffness of the bushing assembly 2 in the second direction, and the stiffness of the rubber member 21 of the bushing assembly 2 can also be met for handling stability without increasing the stiffness. Ultimately, the contradiction between the handling stability and comfort requirements of the vehicle for the stiffness of the rubber member is resolved.

[0025] The stiffness adjustment system of the present application is described in detail below with reference to the accompanying drawings.

[0026] See also Figure 2 Combined with Figure 3 、 Figure 4 and Figure 5 A stiffness adjustment assembly is used for a vehicle having a rear subframe 3 and a vehicle body 4. The stiffness adjustment assembly includes a structural member 1 and a bushing assembly 2, wherein the bushing assembly 2 is connected to a first position of the rear subframe 3 and a first position of the vehicle body 4. The structural member 1 is connected to a second position of the rear subframe 3 and a second position of the vehicle body 4. In other embodiments, the structural member 1 may also be connected to an outer sleeve 23 of the bushing assembly 2 and a second position of the vehicle body 4. Figure 2 Combined with Figure 3 , the structural member 1 can be deformed in the first direction to release the stiffness of the bushing assembly 2. In the embodiment of the present application, the first direction is the Z direction. Of course, as described later, depending on the structure of the structural member 1, the stiffness in the third direction (X direction) can also be released. The structural member 1 can ensure the stiffness of the bushing assembly 2 without deformation in the second direction. In the case of adopting the structural member 1 described later, the first direction is the Z direction, which is perpendicular to the ground; the second direction is the Y direction, which is the width direction of the vehicle body 4 (which can be understood as the direction from the driver's seat to the co-pilot), and the third direction is the X direction, which is the length direction of the vehicle body 4 (that is, the direction from the front to the rear of the vehicle). Based on this, the first direction is perpendicular to the second direction. However, technicians can understand that the first direction, the second direction and the third direction are all determined according to the direction that needs to be adjusted, and are not limited to the above.

[0027] As described above, since the structural member 1 and the bushing assembly 2 are both connected to the rear subframe 3 and the vehicle body 4, and the connection positions are different, and since the structural member 1 can be deformed in the first direction, the stiffness of the bushing assembly 2 in the first direction can be released. Therefore, when the bushing assembly 2 needs to consider comfort, the stiffness of the rubber member 21 of the bushing assembly 2 does not need to be reduced. Moreover, since the structural member 1 can remain unchanged in the second direction and ensure the stiffness of the bushing assembly 2 in the second direction, when the bushing assembly 2 needs to consider handling stability, the stiffness of the rubber member 21 does not need to be increased by means of the stiffness of the structural member 1. Ultimately, the contradiction between the handling stability and comfort requirements of the entire vehicle and the stiffness requirements of the rubber member 21 of the bushing assembly 2 is resolved.

[0028] Based on the technical enlightenment of adding a structural member 1 and combining the structural member 1 with the bushing assembly 2 to form a stiffness adjustment assembly (or stiffness adjustment system), technicians can understand that the structure of the structural member 1 is not limited to the structure described below. Figure 3 、 Figure 4 and Figure 5 , describing the structure of the structural member 1 in this application.

[0029] See also Figure 3 、 Figure 4 and Figure 5 The first direction is perpendicular to the second direction, and the structural member 1 includes a first connecting section 11, a middle section 12, and a second connecting section 13, all of which are flat. Figure 2 Combined with Figure 3 The first connecting section 11 is assembled with the rear subframe 3, and the second connecting section 13 is assembled with the vehicle body 4. There are various possible arrangements for how the first connecting section 11 and the second connecting section 13 are assembled. For example, each of the first connecting section 11 and the second connecting section 13 is provided with a through hole 111. One bolt 5 is passed through one through hole 111 and fastened to the rear subframe 3, while another bolt 5 is passed through the through hole 111 of the second connecting section 13 and fastened to the vehicle body 4. Figure 2 It only illustrates how the structural member 1 is assembled with the rear subframe 3 and the vehicle body 4, and is not intended to limit the specific structure of the structural member 1. Figure 3 and will Figure 4 and Figure 5 and Figure 3 In comparison, the middle section 12 is perpendicular to the first connecting section 11 and the second connecting section 13. The planes where the first connecting section 11 and the second connecting section 13 are located are perpendicular to the first direction. Figure 3 As shown, it is perpendicular to the Z direction. The first connecting section 11, the second connecting section 13 and the middle section 12 are all parallel to the second direction, see Figure 3 , the second direction is the Y direction.

[0030] See Figure 3 Combined with Figure 4、 Figure 5 and Figure 2 Taking the stress on the structural member 1 as an example, the following describes how to resolve the contradiction between the requirements for the stiffness of the rubber member 21 for comfort and handling stability.

[0031] When the rear subframe 3 applies a force in the first direction (Z direction) to the bushing assembly 2, the first connecting section 11 is perpendicular to the Z direction and will be deformed, while the middle section 12 is parallel to the Z direction and will not be deformed. As a result, the first connecting section 11 releases the stiffness in the first direction. Because the stiffness can be released, there is no need to reduce the stiffness of the rubber part 21 of the bushing assembly 2 in order to meet the comfort requirements. When the rear subframe 3 applies a force in the third direction (such as Figure 3 When the force is applied in the middle X direction, the middle section 12 is perpendicular to the third direction (such as Figure 3 In the X direction), deformation will occur and the rigidity can be released, so there is no need to reduce the rigidity of the rubber part 21 of the bushing assembly 2 for comfort. Figure 3 When a force is applied in the Y direction), on the one hand, because the structural member 1 is connected to the rear subframe 3 and the vehicle body 4 or to the outer sleeve 23 of the bushing assembly 2, the outer sleeve 23 and the inner sleeve 22 will not move relative to each other in the radial direction of the bushing assembly 2, which is beneficial to ensuring the rigidity of the bushing assembly 2. On the other hand, Figure 3 、 Figure 4 and Figure 5 As shown, the first connecting section 11, the middle section 12, and the second connecting section 13 are all flat plates, their planes parallel to the second direction. Forces acting in the second direction do not deform the structural member 1. Furthermore, due to at least the aforementioned two factors, the rubber member 21 of the bushing assembly 2 has a high rigidity when considering handling stability, eliminating the need to increase the height of the rubber member 21 for handling stability. In summary, the structural member 1 resolves the conflict between the rigidity requirements of the rubber member 21 for comfort and handling stability.

[0032] See also Figure 3 、 Figure 4 and Figure 5 The first connecting section 11, the middle section 12 and the second connecting section 13 are all provided with reinforcing ribs 14. It will be appreciated by those skilled in the art that only one of the first connecting section 11, the middle section 12 and the second connecting section 13 needs to be provided with the reinforcing ribs 14.

[0033] As described above, by providing the reinforcing ribs 14, the strength of the first connecting section 11, the middle section 12 and the second connecting section 13 provided with the reinforcing ribs 14 can be enhanced without affecting the deformation of the corresponding parts. Ultimately, it is helpful to resolve the contradiction between the comfort and handling stability and the stiffness requirements of the rubber part 21 of the bushing assembly 2.

[0034] See also Figure 3 、 Figure 4 and Figure 5 , the reinforcing rib 14 extends along the second direction.

[0035] As described above, since the reinforcing ribs 14 extend along the second direction and the structural member 1 does not deform in the second direction, the strength of the first connecting section 11, the middle section 12 and the second connecting section 13 provided with the reinforcing ribs 14 can be enhanced without affecting the deformation of the corresponding parts. Ultimately, it is helpful to resolve the contradiction between the comfort and handling stability and the stiffness requirements of the rubber part 21 of the bushing assembly 2.

[0036] See also Figure 3 、 Figure 4 and Figure 5 The cross section of the reinforcing rib 14 along the first direction is arched.

[0037] As described above, the cross-section of the reinforcing rib 14 is arched, which can enhance the strength of the first connecting section 11, the middle section 12 and the second connecting section 13 provided with the reinforcing rib 14 without affecting the deformation of the corresponding parts. Ultimately, it is helpful to resolve the contradiction between the comfort and handling stability and the stiffness requirements of the rubber part 21 of the bushing assembly 2.

[0038] See also Figure 3 、 Figure 4 and Figure 5 The reinforcing ribs 14 are located on the center lines L of the corresponding first connecting segment 11, the middle segment 12, and the second connecting segment 13 along the second direction. The corresponding position refers to the position where the reinforcing ribs 14 are provided. For example, if the reinforcing ribs 14 are provided on the first connecting segment 11, then the reinforcing ribs 14 and the first connecting segment 11 have the aforementioned corresponding relationship. If the reinforcing ribs 14 are provided on the second connecting segment 13, then the reinforcing ribs 14 and the second connecting segment 13 have the aforementioned corresponding relationship. If the reinforcing ribs 14 are provided on the middle segment 12, then the reinforcing ribs 14 and the middle segment 12 have the aforementioned corresponding relationship.

[0039] As described above, since the reinforcing ribs 14 are located on the center lines L of the corresponding first connecting section 11, middle section 12 and second connecting section 13 along the second direction, the strength of the first connecting section 11, middle section 12 and second connecting section 13 provided with the reinforcing ribs 14 can be enhanced without affecting the deformation of the corresponding parts. Ultimately, it is helpful to resolve the contradiction between the comfort and handling stability and the stiffness requirements of the rubber part 21 of the bushing assembly 2.

[0040] See also Figure 4 and Figure 5 Combined with Figure 3The structural member 1 is a straight structural member with a length D, 40mm≤D≤80mm, for example, 40mm, 43mm, 45mm, 47mm, 50mm, 52mm, 55mm, 58mm, 60mm, 62mm, 65mm, 67mm, 70mm, 72mm, 75mm, 78mm or 80mm.

[0041] As set above, since 40mm≤D≤80mm, the structural member 1 has sufficient length to meet the deformation in the first direction (that is, the deformation in the comfort direction), and ultimately, it is helpful to resolve the contradiction between the comfort and handling stability requirements for the stiffness of the rubber member 21 of the bushing assembly 2.

[0042] See also Figure 2 , the bushing assembly 2 includes an inner sleeve 22, an outer sleeve 23 and a rubber member 21 located between the inner sleeve 22 and the outer sleeve 23. The outer sleeve 23 includes a boss 231 circumferentially around the outer sleeve 23. The rear subframe 3 is provided with an assembly hole passing through the rear subframe 3. The stiffness adjustment assembly includes a bolt (not marked in the figure). The bushing assembly 2 is installed in the assembly hole, the bolt passes through the inner sleeve 22 and is locked with the vehicle body 4, and the boss 231 abuts against the bottom end 311 of the side wall of the assembly hole, and the inner sleeve 22 abuts against the vehicle body 4. In this embodiment, as Figure 2 As shown, the inner sleeve 22 abuts against the vehicle body 4 via a gasket 24 , which can be understood as indirect abutment. In other embodiments, the gasket 24 may not be provided (which can be referred to as direct abutment).

[0043] As described above, since the bolt passes through the inner sleeve 22 and is locked with the vehicle body 4 and the boss 231 abuts against the bottom end 311 of the side wall of the assembly hole, the inner sleeve 22 abuts against the vehicle body 4. This bushing assembly 2 is connected to the rear subframe 3 and the vehicle body 4 in combination with the structural member 1. The bushing assembly 2 and the structural member 1 are formed as a whole. Therefore, it is more conducive to solving the contradiction between the comfort and handling stability requirements of the rubber member 21 of the bushing assembly 2. For example, the force it bears is more easily transmitted to the structural member 1, and then, the structural member 1 is deformed in the first direction to ensure comfort. For another example, the force borne by the bushing assembly 2 is not easy to cause the structural member 1 to deform in the second direction to ensure handling stability.

[0044] In some embodiments, the rubber member 21 of the bushing assembly 2 has a stiffness of 10 kN to 30 kN.

[0045] As set up above, since the stiffness of the rubber part 21 is 10 kN / mm to 30 kN / mm, the stiffness is relatively high. Cooperating with the structural part 1, it can provide sufficient stiffness for handling stability, which is more conducive to solving the contradiction between comfort and handling stability and the stiffness requirements of the rubber part 21 of the bushing assembly 2.

[0046] Please continue reading Figure 2 The distance between the edge of the second position of the rear subframe 3 and the outer sleeve 23 of the bushing assembly 2 is d, 10mm≤d≤20mm, for example, 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, 19mm or 20mm.

[0047] As set above, 10mm≤d≤20mm, the bushing assembly 2 and the structural member 1 are formed as one body, thereby being more conducive to resolving the contradiction between the comfort and handling stability requirements for the stiffness of the rubber member 21 of the bushing assembly 2. For example, the force borne is more easily transmitted to the structural member 1, and then, the structural member 1 is deformed in the first direction to ensure comfort. For another example, the force borne by the bushing assembly 2 is not easy to cause the structural member 1 to deform in the second direction, thereby ensuring handling stability.

[0048] On the other hand, an embodiment of the present application discloses a vehicle comprising a rear subframe 3, a vehicle body 4, and any one of the aforementioned stiffness adjustment assemblies.

[0049] See also Figure 2 In some embodiments, the height difference between the two second positions in the vertical direction is h, h≤20mm. As mentioned above, one second position is the position where the structural member 1 is connected to the rear subframe 3, and the other second position is the position where the structural member 1 is connected to the vehicle body 4.

[0050] As set above, since h≤20mm, the height difference between the two will not be too large, which is conducive to ensuring that the structural member 1 deforms in the first direction, and further, is conducive to resolving the contradiction between comfort and handling stability and the stiffness requirements of the rubber member 21 of the bushing assembly 2.

[0051] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A stiffness adjustment assembly for a vehicle having a rear subframe and a vehicle body, characterized in that: The stiffness adjustment assembly includes a structural member and a bushing assembly, wherein: The bushing assembly is connected to a first location of the rear subframe and a first location of the vehicle body; The structural member is connected to the second position of the rear subframe and the second position of the vehicle body. The structural member can be deformed in the first direction to release the stiffness of the bushing assembly in the first direction, and can ensure the stiffness of the bushing assembly in the second direction without deformation in the second direction; the first direction is perpendicular to the second direction, and the structural member includes a first connecting section, an intermediate section and a second connecting section, all of which are flat-plate-shaped. The first connecting section is assembled with the rear subframe, and the second connecting section is assembled with the vehicle body. The intermediate section is perpendicular to the first connecting section and the second connecting section; the planes where the first connecting section and the second connecting section are located are perpendicular to the first direction; the planes where the first connecting section, the second connecting section and the intermediate section are located are parallel to the second direction.

2. The stiffness adjustment assembly according to claim 1, characterized in that: At least one of the first connecting segment, the middle segment and the second connecting segment is provided with a reinforcing rib.

3. The stiffness adjustment assembly according to claim 2, characterized in that: The reinforcing rib extends along the second direction; And / or, the cross-section of the reinforcing rib along the first direction is arched.

4. The stiffness adjustment assembly according to claim 2, characterized in that: The reinforcing ribs are located on the center lines of the corresponding first connecting segment, the middle segment, and the second connecting segment, and the center lines are parallel to the second direction.

5. The stiffness adjustment assembly according to claim 1, characterized in that: When the structural member is not assembled to the rear subframe and the vehicle body, the structural member is a straight structural member with a length D, where 40 mm ≤ D ≤ 80 mm.

6. The stiffness adjustment assembly according to claim 1, characterized in that: The bushing assembly includes an inner sleeve, an outer sleeve and a rubber member located between the inner sleeve and the outer sleeve; the outer sleeve includes a boss around the circumference of the outer sleeve; The rear subframe is provided with an assembly hole passing through the rear subframe; the stiffness adjustment assembly includes a bolt, the bushing assembly is installed in the assembly hole, the bolt passes through the inner sleeve and is locked with the vehicle body, and the boss abuts against the bottom end of the side wall of the assembly hole, and the inner sleeve abuts against the vehicle body.

7. The stiffness adjustment assembly according to claim 1, characterized in that: The stiffness of the rubber member of the bushing assembly is 10 kN / mm to 30 kN / mm; And / or, a distance d between an edge of the second position of the rear subframe and the outer sleeve of the bushing assembly is 10 mm ≤ d ≤ 20 mm.

8. A vehicle, characterized in that: The vehicle comprises a rear subframe, a vehicle body and the stiffness adjustment assembly according to any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that A height difference between the two second positions in the vertical direction is h, where h≤20 mm.

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