Torsion beam assembly, torsion beam assembly control device, chassis and vehicle

Abstract

The invention relates to the technical field of vehicles, and particularly discloses a torsion beam assembly, a torsion beam assembly control device, a chassis and a vehicle. The torsion beam assembly comprises a torsion beam which comprises a first sub-torsion beam and a second sub-torsion beam which are oppositely arranged at an interval; the hydraulic bushing is connected between the first sub-torsion beam and the second sub-torsion beam, and the first sub-torsion beam and the second sub-torsion beam can move relatively under the connection of the hydraulic bushing; the adjusting mechanism is connected with the hydraulic bushing and is used for adjusting the rigidity of the hydraulic bushing; and the chassis domain controller is electrically connected with the adjusting mechanism and used for receiving an electric signal transmitted from the outside, and the adjusting mechanism outputs an adjusting signal so that the adjusting mechanism can adjust the rigidity of the hydraulic bushing. According to the torsion beam assembly, the two sub torsion beams are connected through the hydraulic bushings, and the adjusting mechanism and the chassis domain controller are arranged, so that active adjustment of torsional rigidity is achieved, and the comfort and control stability of a vehicle are remarkably improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a twist beam assembly, a twist beam assembly control device, a chassis and a vehicle. Background Art

[0002] As a suspension structure widely used in the rear axle of vehicles, the torsion beam suspension has the advantages of simple structure, low cost and small space occupation, but there are technical defects in practical applications. First, the left and right wheels of the traditional torsion beam suspension are rigidly connected by the torsion beam, which causes the wheel on one side to be passively affected when the wheel on the other side bounces, reducing the comfort of the vehicle. Secondly, when the left and right wheels bounce in the opposite direction, the change in wheelbase will affect the K&C (kinematics and compliance) index of the vehicle, which in turn affects the driving characteristics of the rear axle and weakens the handling stability. In addition, the torsional stiffness of the traditional torsion beam suspension is fixed and cannot be actively adjusted according to different road conditions and driving needs. For example, a smaller torsional stiffness is required on bumpy roads to improve comfort, while a larger torsional stiffness is required when cornering at high speed to enhance the body followability. At present, it cannot meet these diverse needs. Summary of the invention

[0003] In view of the above, it is necessary to propose a torsion beam assembly, a torsion beam assembly control device, a chassis and a vehicle, which can actively adjust the torsional stiffness, thereby improving the comfort and handling stability of the vehicle.

[0004] An embodiment of the present application provides a torsion beam assembly, comprising: a torsion beam, comprising a first sub-twist beam and a second sub-twist beam that are relatively and spaced apart from each other; a hydraulic bushing, connected between the first sub-twist beam and the second sub-twist beam, the first sub-twist beam and the second sub-twist beam being movable relative to each other under the connection of the hydraulic bushing; an adjusting mechanism, connected to the hydraulic bushing, the adjusting mechanism being used to adjust the stiffness of the hydraulic bushing; and a chassis domain controller, electrically connected to the adjusting mechanism, the chassis domain controller being used to receive an electrical signal transmitted from the outside, and the adjusting mechanism outputs an adjusting signal so that the adjusting mechanism adjusts the stiffness of the hydraulic bushing.

[0005] In some embodiments, the hydraulic bushing includes: a bushing inner tube, one end of which is fixedly connected to the first sub-torsion beam; a bushing outer tube, which is sleeved on the outside of the bushing inner tube and connected to the second sub-torsion beam; and a rubber body, which is arranged between the bushing inner tube and the bushing outer tube, and a plurality of hydraulic chambers for containing liquid are formed between the rubber body and the bushing outer tube, and the plurality of hydraulic chambers are arranged around the axis of the bushing outer tube, and the hydraulic chambers are connected to the adjustment mechanism.

[0006] In some embodiments, the plurality of hydraulic chambers are connected to the regulating mechanism, and the regulating mechanism is used to synchronously regulate the hydraulic pressures of the plurality of hydraulic chambers. In some embodiments, the number of the regulating mechanisms is set to be multiple, and the plurality of regulating mechanisms are connected to the plurality of hydraulic chambers in a one-to-one correspondence, and each regulating mechanism is used to regulate the hydraulic pressure of the corresponding hydraulic chamber.

[0007] In some embodiments, the regulating mechanism includes: a pump body, a liquid cavity for accommodating liquid is provided in the pump body, and the liquid cavity includes a bottom wall and a side wall; a connecting pipe, the two ends of the connecting pipe are respectively connected to the hydraulic chamber and the liquid cavity; a plunger, which is slidably inserted in the liquid cavity and abuts against the side wall; an elastic member, which is provided in the liquid cavity, the two ends of the elastic member are respectively abutted against the bottom wall and the plunger, and the elastic member is used to push the plunger away from the bottom wall to make the liquid flow from the hydraulic chamber to the liquid cavity to reduce the hydraulic pressure in the hydraulic chamber; a driving component, which is provided on the side of the plunger away from the bottom wall, and the driving component is used to drive the plunger toward the bottom wall to make the liquid flow from the liquid cavity to the hydraulic chamber to increase the hydraulic pressure in the hydraulic chamber; and a pressure sensor, which is provided in the liquid cavity and located between the plunger and the bottom wall, and the pressure sensor is used to detect the hydraulic pressure in the liquid cavity.

[0008] In some embodiments, the driving assembly includes a driving member and an eccentric wheel, the driving member is arranged on the side of the plunger away from the bottom wall, the eccentric wheel is connected to the driving member and abuts against the plunger, and the driving member is used to drive the eccentric wheel to rotate to push the plunger toward the bottom wall.

[0009] The torsion beam assembly of the embodiment of the present application adopts a hydraulic bushing to connect the first sub-twist beam and the second sub-twist beam. The left and right wheels can move relatively under the connection of the hydraulic bushing, effectively decoupling the movement of the left and right wheels. When driving on a bumpy road, it can significantly reduce the impact of the bouncing of one wheel on the other wheel, reduce the vibration of the vehicle body, and thus significantly improve the comfort of the vehicle. The adjustment mechanism is connected to the hydraulic bushing, receives an external electrical signal through the chassis domain controller and outputs an adjustment signal to achieve real-time adjustment of the stiffness of the hydraulic bushing. When turning at high speed or in complex road conditions, the torsional stiffness can be dynamically adjusted according to the driving state of the vehicle, improve the handling stability, and improve the driving performance of the vehicle. The stiffness of the hydraulic bushing can be actively adjusted according to different road conditions. When on a bumpy road, the torsional stiffness is reduced to absorb more vibration; when driving at high speed or turning, the torsional stiffness is increased to provide better body support, so that the vehicle can adapt to a variety of complex road conditions and improve the driving experience.

[0010] The embodiment of the present application also provides a twist beam assembly control device, including: The twist beam assembly described above; External sensors for detecting road surface information; In-vehicle sensors to detect in-vehicle comfort and handling stability information; A central controller is coupled to the off-vehicle controller, the on-vehicle controller, and the chassis domain controller of the twist beam assembly, and the central controller is used to: Receiving road surface information detected by the off-vehicle sensor; generating a first pressure adjustment signal based on the road surface information; Sending the first pressure adjustment signal to the chassis domain controller so that the chassis domain controller outputs an adjustment signal to the adjustment mechanism, thereby causing the adjustment mechanism to adjust the stiffness of the hydraulic bushing; Receiving in-vehicle comfort and handling stability information detected by the in-vehicle sensor; Based on the in-vehicle comfort and handling stability information, it is determined that the in-vehicle comfort and handling stability information meets preset requirements.

[0011] In some embodiments, the central controller is further configured to: Determining, based on the in-vehicle comfort and handling stability information, that the in-vehicle comfort and handling stability information do not meet preset requirements; generating a second pressure adjustment signal based on the in-vehicle comfort and handling stability information not meeting preset requirements; The second pressure adjustment signal is sent to the chassis domain controller, so that the chassis domain controller outputs an adjustment signal to the adjustment mechanism, thereby causing the adjustment mechanism to adjust the stiffness of the hydraulic bushing.

[0012] The torsion beam assembly control device of the embodiment of the present application detects road information in real time through an off-vehicle sensor, and the central controller generates a corresponding pressure adjustment signal to dynamically adjust the stiffness of the hydraulic bushing. When driving on a bumpy road, the torsion stiffness of the torsion beam can be reduced, effectively reducing the impact of wheel bouncing on the vehicle body, significantly reducing the vibration inside the vehicle, and improving ride comfort. When turning at high speed or making an emergency avoidance, the torsion stiffness of the torsion beam can be increased to provide stronger vehicle body support, effectively suppress the body roll, and significantly improve the vehicle's handling stability. The central controller combines the detection information of the off-vehicle sensor and the on-vehicle sensor to determine the driving state of the vehicle in real time, and generates the first or second pressure adjustment signal as needed to achieve intelligent dynamic adjustment of the stiffness of the hydraulic bushing. Through the dual feedback mechanism of the off-vehicle sensor and the on-vehicle sensor, the torsion beam assembly control device of the embodiment of the present application can comprehensively consider the road conditions and the comfort and handling stability requirements of the vehicle interior, and achieve precise adjustment of the torsion stiffness of the torsion beam.

[0013] The embodiment of the present application also provides a chassis, including the above-mentioned torsion beam assembly control device.

[0014] The chassis of the embodiment of the present application significantly improves comfort and handling stability by integrating a torsion beam assembly control device. The off-board sensor detects road information in real time, and the central controller generates a pressure adjustment signal based on it to dynamically adjust the stiffness of the hydraulic bushing. When driving on bumpy roads, the torsion beam torsional stiffness is reduced, the impact of wheel bouncing on the body is reduced, the vibration inside the vehicle is significantly reduced, and the ride comfort is improved; when cornering at high speed or making emergency avoidance, the torsional stiffness is increased, stronger body support is provided, the body roll is effectively suppressed, and handling stability is enhanced. The central controller combines the feedback information from the off-board and on-board sensors to achieve intelligent dynamic adjustment.

[0015] The embodiment of the present application also provides a vehicle, including the above-mentioned chassis.

[0016] The vehicle of the embodiment of the present application has significantly improved ride comfort and handling stability through the chassis with integrated torsion beam assembly control device. The vehicle uses off-board sensors to detect road conditions in real time, and dynamically adjusts the stiffness of the hydraulic bushing through the central controller to reduce the vibration inside the vehicle on bumpy roads, while providing stronger support when cornering at high speed to suppress body roll. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of a twist beam assembly provided in one embodiment of the present application.

[0018] Figure 2 yes Figure 1 Schematic diagram of the exploded structure of the twist beam assembly shown.

[0019] Figure 3 yes Figure 2 A schematic diagram of the structure of a hydraulic bushing of a torsion beam assembly connected to an adjustment mechanism is shown.

[0020] Figure 4 yes Figure 1 The schematic diagram of the structure of the hydraulic bushing connecting multiple adjustment mechanisms in the torsion beam assembly shown.

[0021] Figure 5 yes Figure 1 Schematic diagram of the internal structure of the adjustment structure of the torsion beam assembly shown.

[0022] Figure 6 Graph showing the change in torsional stiffness of the torsion beam assembly according to an embodiment of the present application as the pressure in the hydraulic chamber changes.

[0023] Figure 7 It is an architectural diagram of the twist beam assembly control device provided in an embodiment of the present application.

[0024] Figure 8 yes Figure 7A flow chart of a method executed by a central controller of a twist beam assembly control device is shown.

[0025] Fig. 9 It is a schematic diagram of the structure of the chassis provided in the embodiment of the present application.

[0026] Fig.10 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0027] Description of the main component symbols: vehicle 1000, torsion beam assembly 100, torsion beam 10, first sub-twist beam 11, second sub-twist beam 12, hydraulic bushing 20, bushing inner tube 21, bushing outer tube 22, rubber body 23, hydraulic chamber 24, adjustment mechanism 30, pump body 31, liquid chamber 311, bottom wall 312, side wall 313, connecting pipe 32, plunger 33, elastic member 34, drive assembly 35, drive member 351, eccentric wheel 352, pressure sensor 36, chassis domain controller 40, torsion beam assembly control device 200, external sensor 201, internal sensor 202, central controller 203, chassis 300. DETAILED DESCRIPTION

[0028] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0029] In the description of the present application, it should be understood that the terms indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present application 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 a limitation on the present application. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, it should be noted that the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0030] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the term "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 mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0031] Some embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0032] See also Figure 1 and Fig.10 The embodiment of the present application provides a twist beam assembly 100, which is applied to a vehicle 1000. The vehicle 1000 may be a fuel vehicle, a hybrid vehicle, an electric vehicle, etc. The twist beam assembly 100 includes a twist beam 10, a hydraulic bushing 20, an adjustment mechanism 30 and a chassis domain controller 40.

[0033] Specifically, see Figure 1 , Figure 2 and Figure 3 The twist beam 10 includes a first sub-twist beam 11 and a second sub-twist beam 12 which are arranged oppositely and at intervals. In this embodiment, the cross beam in the twist beam 10 is disconnected from the middle to divide the twist beam 10 into the first sub-twist beam 11 and the second sub-twist beam 12. It can be understood that the first sub-twist beam 11 and the second sub-twist beam 12 are both used to connect wheels.

[0034] The hydraulic bushing 20 is connected between the first sub-twist beam 11 and the second sub-twist beam 12. The first sub-twist beam 11 and the second sub-twist beam 12 can move relative to each other under the connection of the hydraulic bushing 20. The hydraulic bushing 20 is used to connect the first sub-twist beam 11 and the second sub-twist beam 12 together so that the first sub-twist beam 11, the hydraulic bushing 20 and the second sub-twist beam 12 are combined into one. It can be understood that the hydraulic bushing 20 can be deformed along six degrees of freedom, such as Figure 1 and Figure 2 As shown, the hydraulic bushing 20 can be deformed along the X-axis direction, the Y-axis direction, and the Z-axis direction, as well as around the X-axis direction, the Y-axis direction, and the Z-axis direction. The first sub-torsion beam 11 and the second sub-torsion beam 12 can achieve relative movement through the deformation of the hydraulic bushing 20.

[0035] The adjusting mechanism 30 is connected to the hydraulic bushing 20, and is used to adjust the stiffness of the hydraulic bushing 20. The hydraulic pressure in the hydraulic bushing 20 can be adjusted by the adjusting mechanism 30 to adjust the stiffness of the hydraulic bushing 20, thereby adjusting the connection stiffness of the first sub-twist beam 11 and the second sub-twist beam 12, that is, adjusting the stiffness of the torsion beam 10.

[0036] The chassis domain controller 40 is electrically connected to the adjustment mechanism 30, and the chassis domain controller 40 is used to receive an electrical signal transmitted from the outside, and the adjustment mechanism 30 outputs an adjustment signal so that the adjustment mechanism 30 adjusts the stiffness of the hydraulic bushing 20. In this embodiment, the chassis domain controller 40 is connected to an external control device via a CAN bus (Controller Area Network), and the external control device can be the central controller 203 hereinafter.

[0037] The torsion beam assembly 100 connects the first sub-twist beam 11 and the second sub-twist beam 12 through the hydraulic bushing 20, and is equipped with an adjustment mechanism 30 and a chassis domain controller 40, which realizes active adjustment of torsional stiffness and significantly improves the comfort and handling stability of the vehicle 1000. The hydraulic bushing 20 allows the left and right wheels to move relative to each other, effectively decouples, reduces the impact of wheel bounce on the vehicle body, and reduces vibration inside the vehicle. At the same time, the chassis domain controller 40 can dynamically adjust the stiffness of the hydraulic bushing 20 according to external signals, adapt to different road conditions, and optimize the performance of the vehicle 1000.

[0038] In some embodiments, see Figure 1 , Figure 2 and Figure 3 The hydraulic bushing 20 includes a bushing inner tube 21, a bushing outer tube 22 and a rubber body 23. One end of the bushing inner tube 21 is fixedly connected to the first sub-twist beam 11, the bushing outer tube 22 is sleeved on the outside of the bushing inner tube 21, and the bushing outer tube 22 is connected to the second sub-twist beam 12, the rubber body 23 is arranged between the bushing inner tube 21 and the bushing outer tube 22, and a plurality of hydraulic chambers 24 for containing liquid are formed between the rubber body 23 and the bushing outer tube 22, and the plurality of hydraulic chambers 24 are arranged around the axis of the bushing outer tube 22, and the hydraulic chambers 24 are connected to the adjustment mechanism 30.

[0039] One end of the bushing inner tube 21 connected to the first sub-torsion beam 11 is roughly a columnar structure, and the bushing inner tube 21 and the first sub-torsion beam 11 are fixedly connected by bolts to improve the connection strength between the bushing inner tube 21 and the first sub-torsion beam 11. Preferably, the bushing inner tube 21 is a rod-shaped aluminum extrusion profile, which can reduce the weight of the hydraulic bushing 20 while ensuring the strength of the bushing inner tube 21. The bushing outer tube 22 has a high structural strength and can better protect the structural integrity of the hydraulic bushing 20. The bushing outer tube 22 is made of iron material, which can ensure the structural strength of the bushing outer tube 22. The rubber body 23 has good elasticity, and two, four, six, eight or other hydraulic chambers 24 can be arranged between the rubber body 23 and the bushing outer tube 22, and the multiple hydraulic chambers 24 are evenly distributed around the axis of the bushing inner tube 21. The hydraulic chamber 24 is arranged around the axis of the bushing outer tube 22, so that the force transmission is more uniform, and the mechanical properties of the bushing are further optimized, which can not only improve the bearing capacity of the hydraulic bushing 20, but also enhance the stability of the hydraulic bushing 20 under complex working conditions. The hydraulic chamber 24 is used to contain liquid, and the liquid can be a mixture of water and ethylene glycol.

[0040] The stiffness of the hydraulic bushing 20 is closely related to the pressure of its internal hydraulic chamber 24. By adjusting the pressure in the hydraulic chamber 24, the stiffness characteristics of the hydraulic bushing 20 can be changed. The specific adjustment process is as follows: Increase the rigidity of the hydraulic bushing 20: Liquid is pumped into the hydraulic chamber 24 through the adjustment mechanism 30, and the pressure in the hydraulic chamber 24 increases. The increased pressure causes the rubber body 23 to be subjected to a greater compression force, thereby increasing the rigidity of the hydraulic bushing 20. This state is suitable for working conditions such as high-speed cornering or emergency avoidance, which require higher rigidity to provide better body support and handling stability.

[0041] Reducing the rigidity of the hydraulic bushing 20: Liquid is extracted from the hydraulic chamber 24 through the adjusting mechanism 30, and the pressure in the hydraulic chamber 24 is reduced. The reduced pressure reduces the compression force of the rubber body 23, thereby reducing the rigidity of the hydraulic bushing 20. This state is suitable for driving on bumpy roads, where lower rigidity is required to absorb more vibration, reduce the impact of wheel bouncing on the vehicle body, and improve ride comfort.

[0042] In some embodiments, see Figure 1 , Figure 3 and Fig. 9, multiple hydraulic chambers 24 are all connected to the adjustment mechanism 30, and the adjustment mechanism 30 is used to synchronously adjust the hydraulic pressure of multiple hydraulic chambers 24. Multiple hydraulic chambers 24 are all connected to the same adjustment mechanism 30 to achieve synchronous adjustment, ensuring that the stiffness changes of the hydraulic bushing 20 in different directions and positions are consistent, avoiding dynamic imbalance of the vehicle 1000 caused by local stiffness differences. Using a single adjustment mechanism 30 to synchronously control multiple hydraulic chambers 24 reduces the complexity and number of parts of the twist beam assembly 100, reduces manufacturing costs and maintenance difficulties, and improves the reliability and durability of the twist beam assembly 100.

[0043] In some embodiments, see Figure 1 , Figure 4 and Fig.10 , the number of the adjusting mechanisms 30 is set to be multiple, and the multiple adjusting mechanisms 30 are connected to the multiple hydraulic chambers 24 in a one-to-one correspondence, and each adjusting mechanism 30 is used to adjust the hydraulic pressure of the corresponding hydraulic chamber 24. In this embodiment, the number of the adjusting mechanisms 30 is consistent with the number of the hydraulic chambers 24, and each adjusting mechanism 30 is connected to a corresponding hydraulic chamber 24. Each hydraulic chamber 24 is equipped with an independent adjusting mechanism 30, allowing the hydraulic pressure of each chamber to be controlled separately. In this way, different parts of the hydraulic bushing 20 can be accurately adjusted according to the actual needs of the vehicle 1000 to achieve a more complex stiffness distribution. Independently adjusting the hydraulic pressure of the hydraulic chamber 24 can more accurately control the mechanical properties of the hydraulic bushing 20, thereby optimizing the dynamic response of the vehicle 1000.

[0044] In some embodiments, the number of the adjusting mechanisms 30 is set to be multiple, and each adjusting mechanism 30 is connected to at least one of the hydraulic chambers 24, such as each adjusting mechanism 30 is connected to two hydraulic chambers 24. In this way, while accurately adjusting different parts of the hydraulic bushing 20, the number of adjusting mechanisms 30 used can be reduced, thereby reducing manufacturing costs and maintenance difficulties.

[0045] In some embodiments, see Figure 3 , Figure 5 and Figure 6 The regulating mechanism 30 includes a pump body 31 , a connecting pipe, a plunger 33 , an elastic member 34 , a driving assembly 35 and a pressure sensor 36 .

[0046] The pump body 31 is provided with a liquid chamber 311 for containing liquid, and the liquid chamber 311 includes a bottom wall 312 and a side wall 313; the two ends of the connecting pipe 32 are respectively connected with the hydraulic chamber 24 and the liquid chamber 311; the plunger 33 is slidably inserted in the liquid chamber 311 and abuts against the side wall 313; the elastic member 34 is provided in the liquid chamber 311, and the two ends of the elastic member 34 abut against the bottom wall 312 and the plunger 33, respectively, and the elastic member 34 is used to push the plunger 33 away from the bottom wall 312 to make the liquid flow from the hydraulic chamber 24 to the liquid chamber 311, to reduce the hydraulic pressure in the hydraulic chamber 24. In the present embodiment, the elastic member 34 may be a spring or the like. The driving assembly 35 is disposed on the side of the plunger 33 away from the bottom wall 312. The driving assembly 35 is used to drive the plunger 33 to move toward the bottom wall 312 so that the liquid flows from the liquid chamber 311 to the hydraulic chamber 24 to increase the hydraulic pressure in the hydraulic chamber 24. The pressure sensor 36 is disposed in the liquid chamber 311 and is located between the plunger 33 and the bottom wall 312. The pressure sensor 36 is used to detect the hydraulic pressure in the liquid chamber 311.

[0047] When the adjusting mechanism 30 increases the rigidity of the hydraulic bushing 20, the driving assembly 35 drives the plunger 33 to move toward the bottom wall 312, and the plunger 33 pushes the liquid in the liquid chamber 311 to flow to the hydraulic chamber 24 through the connecting pipe. When the volume of the hydraulic chamber 24 remains unchanged, injecting liquid into the hydraulic chamber 24 can increase the rigidity of the hydraulic bushing 20. At the same time, the pressure sensor 36 detects the liquid pressure in real time. It can be understood that the liquid pressure is positively correlated with the rigidity of the hydraulic bushing 20.

[0048] When the adjusting mechanism 30 reduces the stiffness of the hydraulic bushing 20 , the driving assembly 35 releases the plunger 33 , and the elastic member 34 pushes the plunger 33 to move away from the bottom wall 312 to increase the volume of the liquid cavity 311 , thereby causing the liquid to flow from the hydraulic chamber 24 to the liquid cavity 311 , thereby achieving the purpose of reducing the stiffness of the hydraulic bushing 20 .

[0049] In some embodiments, see Figure 5 The driving assembly 35 includes a driving member 351 and an eccentric wheel 352. The driving member 351 is disposed on a side of the plunger 33 away from the bottom wall 312. The eccentric wheel 352 is connected to the driving member 351 and abuts against the plunger 33. The driving member 351 is used to drive the eccentric wheel 352 to rotate so as to push the plunger 33 toward the bottom wall 312. The driving member 351 can be a rotary motor, etc., and the eccentric wheel 352 can be a circular structure. The driving member 351 is eccentrically connected to the eccentric wheel 352. When the driving member 351 drives the eccentric wheel 352 to move, the eccentric wheel 352 can be moved toward the plunger 33, thereby pushing the eccentric wheel 352 against the plunger 33 to move toward the bottom wall 312, or the eccentric wheel 352 can be moved away from the plunger 33, so that the plunger 33 moves away from the bottom wall 312 under the push of the elastic member 34.

[0050] The twist beam assembly 100 provided in the embodiment of the present application uses a hydraulic bushing 20 to connect the first sub-twist beam 11 and the second sub-twist beam 12. The left and right wheels can move relatively under the connection of the hydraulic bushing 20, effectively decoupling the movement of the left and right wheels. When driving on a bumpy road, the impact of the bouncing of one wheel on the other wheel can be significantly reduced, and the body vibration can be reduced, thereby significantly improving the comfort of the vehicle 1000. The adjustment mechanism 30 is connected to the hydraulic bushing 20, and receives an external electrical signal and outputs an adjustment signal through the chassis domain controller 40 to achieve real-time adjustment of the stiffness of the hydraulic bushing 20. When turning at high speed or in complex road conditions, the torsional stiffness can be dynamically adjusted according to the driving state of the vehicle 1000, the handling stability can be improved, and the driving performance of the vehicle 1000 can be improved. The stiffness of the hydraulic bushing 20 can be actively adjusted according to different road conditions. When on a bumpy road, the torsional stiffness is reduced to absorb more vibration; when driving at high speed or turning, the torsional stiffness is increased to provide better body support, so that the vehicle 1000 can adapt to a variety of complex road conditions and improve the driving experience.

[0051] See also Figure 1 , Figure 3 and Figure 7 The embodiment of the present application further provides a twist beam assembly control device 200 , including the above-mentioned twist beam assembly 100 , an external vehicle sensor 201 , an internal vehicle sensor 202 and a central controller 203 .

[0052] The vehicle exterior sensor 201 is used to detect road surface information; The in-vehicle sensor 202 is used to detect in-vehicle comfort and handling stability information; The sample controller 203 is coupled to the external vehicle controller 201 , the internal vehicle controller 202 and the chassis domain controller 40 of the twist beam assembly 100 .

[0053] The central controller 203 is used to execute a method to adjust the stiffness of the hydraulic bushing 20 according to road surface information, in-vehicle comfort and handling stability information.

[0054] For details, please refer to Figure 8 The method executed by the central controller 203 includes steps S1 to S5.

[0055] Step S1, receiving road surface information detected by the external sensor 201; Step S2, generating a first pressure adjustment signal based on road surface information; Step S3, sending a first pressure adjustment signal to the chassis domain controller 40, so that the chassis domain controller 40 outputs an adjustment signal to the adjustment mechanism 30, thereby causing the adjustment mechanism 30 to adjust the stiffness of the hydraulic bushing 20; Step S4, receiving the in-vehicle comfort and handling stability information detected by the in-vehicle sensor 202; Step S5: judging whether the in-vehicle comfort and handling stability information meets preset requirements based on the in-vehicle comfort and handling stability information.

[0056] In this embodiment, the off-vehicle sensor 201 can be a camera, a tire longitudinal acceleration sensor, etc. The camera can obtain road image information, such as bumps, potholes, curves, etc. The tire longitudinal acceleration sensor can detect tire longitudinal acceleration information, including upward acceleration and downward acceleration. When the tire passes over a bump or pothole, the off-vehicle sensor 201 obtains the acceleration information of the tire and then identifies the road surface information that the tire is passing through.

[0057] The in-vehicle sensor 202 may be a vibration sensor, a body tilt sensor, etc. When the vehicle 1000 passes over bumps or potholes, the in-vehicle sensor 202 may detect the vibration conditions in the vehicle to obtain comfort information in the vehicle; when the vehicle 1000 turns, the body will tilt as it turns, and the in-vehicle sensor 202 may detect the body tilt conditions to obtain handling stability information of the vehicle 1000.

[0058] The central controller 203 can be a vehicle computer, etc. During driving, the vehicle external sensor 201 detects road surface information and sends the road surface information to the central controller 203. The central controller 203 receives the road surface information detected by the vehicle external sensor 201 and generates a first pressure adjustment signal based on the road surface information. If there is a bump or pothole in front of the wheel, or the wheel has an upward or downward acceleration, the central controller 203 sends a first pressure adjustment signal, and the chassis domain controller 40 in the torsion beam assembly 100 receives the first pressure adjustment signal. The chassis domain controller 40 outputs an adjustment signal to the adjustment mechanism 30 according to the first pressure adjustment signal. The adjustment mechanism 30 reduces the stiffness of the hydraulic bushing 20, thereby reducing the torsional stiffness value of the torsion beam 10 to ensure a better comfort experience. For example, when the vehicle 1000 is turning at high speed, the central controller 203 sends a first pressure adjustment signal, the chassis domain controller 40 in the torsion beam assembly 100 receives the first pressure adjustment signal, and the chassis domain controller 40 outputs an adjustment signal to the adjustment mechanism 30 according to the first pressure adjustment signal. The adjustment mechanism 30 increases the stiffness of the hydraulic bushing 20 to increase the torsional stiffness value of the torsion beam 10, thereby providing better vehicle body followability and bringing better steering response.

[0059] After the adjustment mechanism 30 adjusts the stiffness of the hydraulic bushing 20, the in-vehicle sensor 202 detects the in-vehicle comfort and handling stability information, and sends the comfort and handling stability information to the central controller 203. The central controller 203 determines whether the in-vehicle comfort and handling stability information meet the requirements based on the in-vehicle comfort and handling stability information, and then maintains the state of the hydraulic bushing 20 to ensure comfort and handling stability.

[0060] In some embodiments, see Figure 1 , Figure 7 and Figure 8 The method executed by the central controller 203 also includes the following steps S6 to S8.

[0061] Step S6, judging whether the in-vehicle comfort and handling stability information do not meet preset requirements based on the in-vehicle comfort and handling stability information; Step S7, generating a second pressure adjustment signal based on that the in-vehicle comfort and handling stability information do not meet preset requirements; Step S8 , sending a second pressure adjustment signal to the chassis domain controller 40 , so that the chassis domain controller 40 outputs an adjustment signal to the adjustment mechanism 30 , thereby causing the adjustment mechanism 30 to adjust the stiffness of the hydraulic bushing 20 .

[0062] After the central controller 203 determines that the in-vehicle comfort and handling stability information do not meet the requirements, it generates a second pressure adjustment signal according to actual conditions, such as bumps in the vehicle or excessive inclination angle of the vehicle body, and sends the second pressure signal to the chassis domain controller 40. The chassis domain controller 40 again outputs an adjustment signal to the adjustment mechanism 30 to adjust the stiffness of the hydraulic bushing 20, thereby adjusting the stiffness value of the torsion beam 10.

[0063] It can be understood that after the central controller 203 sends the second pressure adjustment signal, it continues to receive the in-vehicle comfort and handling stability information detected by the in-vehicle sensor 202, and determines whether the in-vehicle comfort and handling stability information meets the requirements based on the in-vehicle comfort and handling stability information. If it meets the requirements, the hydraulic bushing 20 maintains the status quo; if it does not meet the requirements, the central controller 203 generates the second pressure adjustment signal again until the in-vehicle comfort and handling stability information meets the requirements.

[0064] The torsion beam assembly control device 200 provided in the embodiment of the present application detects road information in real time through the off-vehicle sensor 201, and the central controller 203 generates a corresponding pressure adjustment signal to dynamically adjust the stiffness of the hydraulic bushing 20. When driving on a bumpy road, the torsional stiffness of the torsion beam 10 can be reduced, effectively reducing the impact of wheel bouncing on the vehicle body, significantly reducing the vibration inside the vehicle, and improving riding comfort. When turning at high speed or making an emergency avoidance, the torsional stiffness of the torsion beam 10 can be increased to provide stronger vehicle body support, effectively suppress the body roll, and significantly improve the handling stability of the vehicle 1000. The central controller 203 combines the detection information of the off-vehicle sensor 201 and the on-vehicle sensor 202 to judge the driving state of the vehicle 1000 in real time, and generates the first or second pressure adjustment signal as needed to realize the intelligent dynamic adjustment of the stiffness of the hydraulic bushing 20. Through the dual feedback mechanism of the external sensor 201 and the internal sensor 202 , the torsion beam assembly control device 200 of the embodiment of the present application can comprehensively consider the road conditions and the comfort and handling stability requirements inside the vehicle 1000 to achieve precise adjustment of the torsional stiffness of the torsion beam 10 .

[0065] See also Figure 1 , Figure 7 and Fig. 9 The embodiment of the present application further provides a chassis 300, including the above-mentioned torsion beam assembly control device 200.

[0066] The chassis 300 provided in the embodiment of the present application significantly improves comfort and handling stability by integrating the torsion beam assembly control device 200. The off-vehicle sensor 201 detects road information in real time, and the central controller 203 generates a pressure adjustment signal based on it to dynamically adjust the stiffness of the hydraulic bushing 20. When driving on bumpy roads, the torsional stiffness of the torsion beam 10 is reduced, the impact of wheel bouncing on the vehicle body is reduced, the vibration inside the vehicle is significantly reduced, and the ride comfort is improved; when turning at high speed or making emergency avoidance, the torsional stiffness is increased, providing stronger vehicle body support, effectively suppressing vehicle body roll, and enhancing handling stability. The central controller 203 combines the feedback information of the off-vehicle and on-vehicle sensors 202 to achieve intelligent dynamic adjustment.

[0067] See also Figure 1 , Fig. 9 and Fig.10 , an embodiment of the present application also provides a vehicle 1000, including the above-mentioned chassis 300.

[0068] The vehicle 1000 provided in the embodiment of the present application significantly improves the ride comfort and handling stability through the chassis 300 integrated with the twist beam assembly control device 200. The vehicle 1000 uses the off-vehicle sensor 201 to detect the road conditions in real time, and dynamically adjusts the stiffness of the hydraulic bushing 20 through the central controller 203 to reduce the vibration inside the vehicle on bumpy roads, while providing stronger support when cornering at high speed to suppress the body roll.

[0069] It is obvious to those skilled in the art that the present application is not limited to the details of the exemplary embodiments described above, and that the present application can be implemented in other specific forms without departing from the spirit or essential features of the present application. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present application is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present application.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present application and are not intended to limit it. Although the present application has been described in detail with reference to the preferred embodiments, a person of ordinary skill in the art should understand that the technical solution of the present application may be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present application.

Claims

1. A twist beam assembly, characterized in that: include: The twist beam comprises a first sub-twist beam and a second sub-twist beam which are arranged opposite to each other and spaced apart from each other; A hydraulic bushing is connected between the first sub-twist beam and the second sub-twist beam, and the first sub-twist beam and the second sub-twist beam can move relative to each other under the connection of the hydraulic bushing; An adjusting mechanism connected to the hydraulic bushing, the adjusting mechanism being used to adjust the stiffness of the hydraulic bushing; and A chassis domain controller is electrically connected to the regulating mechanism, and is used to receive an electrical signal transmitted from the outside, and the regulating mechanism outputs a regulating signal so that the regulating mechanism adjusts the stiffness of the hydraulic bushing.

2. The twist beam assembly according to claim 1, characterized in that: The hydraulic bushing comprises: A bushing inner tube, one end of which is fixedly connected to the first sub-twist beam; A bushing outer tube is sleeved on the outer side of the bushing inner tube, and the bushing outer tube is connected to the second sub-twist beam; and A rubber body is arranged between the inner tube of the bushing and the outer tube of the bushing. A plurality of hydraulic chambers for containing liquid are formed between the rubber body and the outer tube of the bushing. The plurality of hydraulic chambers are arranged around the axis of the outer tube of the bushing. The hydraulic chambers are connected to the adjusting mechanism.

3. The twist beam assembly according to claim 2, characterized in that: The plurality of hydraulic chambers are all connected to the regulating mechanism, and the regulating mechanism is used to synchronously regulate the hydraulic pressures of the plurality of hydraulic chambers.

4. The twist beam assembly according to claim 2, characterized in that: The number of the regulating mechanisms is set to be multiple, and the multiple regulating mechanisms are connected to the multiple hydraulic chambers in a one-to-one correspondence, and each regulating mechanism is used to adjust the hydraulic pressure of the corresponding hydraulic chamber.

5. The twist beam assembly according to claim 2, characterized in that: The regulating mechanism comprises: A pump body, wherein a liquid cavity for containing liquid is provided in the pump body, and the liquid cavity comprises a bottom wall and a side wall; A connecting pipe, two ends of which are respectively connected to the hydraulic chamber and the liquid chamber; A plunger is slidably inserted in the liquid chamber and abuts against the side wall; an elastic member, disposed in the liquid cavity, with two ends of the elastic member respectively abutting against the bottom wall and the plunger, and the elastic member being used to push the plunger to move away from the bottom wall, so that the liquid flows from the hydraulic chamber to the liquid cavity, so as to reduce the hydraulic pressure in the hydraulic chamber; a driving assembly, disposed on a side of the plunger away from the bottom wall, the driving assembly being used to drive the plunger to move toward the bottom wall so that the liquid flows from the liquid cavity to the hydraulic chamber to increase the hydraulic pressure in the hydraulic chamber; and A pressure sensor is arranged in the liquid cavity and located between the plunger and the bottom wall, and the pressure sensor is used to detect the hydraulic pressure in the liquid cavity.

6. The twist beam assembly according to claim 5, characterized in that: The driving assembly includes a driving member and an eccentric wheel. The driving member is arranged on a side of the plunger away from the bottom wall. The eccentric wheel is connected to the driving member and abuts against the plunger. The driving member is used to drive the eccentric wheel to rotate to push the plunger to move toward the bottom wall.

7. A twist beam assembly control device, characterized in that: include: The twist beam assembly according to any one of claims 1 to 6; External sensors for detecting road surface information; In-vehicle sensors to detect in-vehicle comfort and handling stability information; A central controller is coupled to the off-vehicle controller, the on-vehicle controller and the chassis domain controller of the twist beam assembly, and is used to: Receiving road surface information detected by the off-vehicle sensor; generating a first pressure adjustment signal based on the road surface information; Sending the first pressure adjustment signal to the chassis domain controller so that the chassis domain controller outputs an adjustment signal to the adjustment mechanism, thereby causing the adjustment mechanism to adjust the stiffness of the hydraulic bushing; Receiving in-vehicle comfort and handling stability information detected by the in-vehicle sensor; Based on the in-vehicle comfort and handling stability information, it is determined that the in-vehicle comfort and handling stability information meets preset requirements.

8. The twist beam assembly control device according to claim 7, characterized in that: The central controller is also used for: Determining, based on the in-vehicle comfort and handling stability information, that the in-vehicle comfort and handling stability information do not meet preset requirements; generating a second pressure adjustment signal based on the in-vehicle comfort and handling stability information not meeting preset requirements; The second pressure adjustment signal is sent to the chassis domain controller, so that the chassis domain controller outputs an adjustment signal to the adjustment mechanism, thereby causing the adjustment mechanism to adjust the stiffness of the hydraulic bushing.

9. A chassis, characterized in that: It comprises a twist beam assembly control device as claimed in claim 7 or 8.

10. A vehicle, characterized in that: Comprising a chassis as claimed in claim 9.

Images