Twist beam assembly, twist beam assembly control device, chassis and vehicle

Abstract

The application relates to the technical field of vehicles and specifically discloses a twist beam assembly, a twist beam assembly control device, a chassis and a vehicle. The twist beam assembly comprises a twist beam, a hydraulic bushing, an adjusting mechanism and a chassis domain controller. The twist beam comprises a first sub-twist beam and a second sub-twist beam which are oppositely and spacedly arranged. The 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 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. The chassis domain controller is electrically connected with the adjusting mechanism, is used for receiving an external transmitted electric signal, and outputs an adjusting signal to the adjusting mechanism so that the adjusting mechanism adjusts the rigidity of the hydraulic bushing. The twist beam assembly of the application connects two sub-twist beams through a hydraulic bushing, is equipped with an adjusting mechanism and a chassis domain controller, actively adjusts the torsional rigidity, and significantly improves the comfort and the control stability of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a torsion beam assembly, a torsion beam assembly control device, a chassis, and a vehicle. Background Technology

[0002] The torsion beam suspension, widely used in the rear axle of vehicles, boasts advantages such as simple structure, low cost, and small footprint. However, it suffers from technical drawbacks in practical applications. Firstly, the rigid connection between the left and right wheels in a traditional torsion beam means that when one wheel bounces, the other wheel is passively affected, reducing vehicle comfort. Secondly, when the left and right wheels bounce in opposite directions, the change in track width affects the vehicle's K&C (kinematics and comfort) index, thus impacting the rear axle's handling characteristics and weakening handling stability. Furthermore, the fixed torsional stiffness of a traditional torsion beam suspension prevents active adjustment based on different road conditions and driving needs. For example, lower torsional stiffness is needed on bumpy roads to improve comfort, while higher torsional stiffness is required during high-speed cornering to enhance vehicle responsiveness; currently, this system cannot meet these diverse requirements. 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 that can actively adjust torsional stiffness, thereby improving vehicle comfort and handling stability.

[0004] This application provides a torsion beam assembly, comprising: a torsion beam including a first sub-torsion beam and a second sub-torsion beam disposed opposite to and spaced apart from each other; a hydraulic bushing connected between the first sub-torsion beam and the second sub-torsion beam, wherein the first sub-torsion beam and the second sub-torsion beam are movable relative to each other under the connection of the hydraulic bushing; an adjustment mechanism connected to the hydraulic bushing, the adjustment mechanism being used to adjust the stiffness of the hydraulic bushing; and a chassis domain controller electrically connected to the adjustment mechanism, the chassis domain controller being used to receive externally transmitted electrical signals and output adjustment signals to the adjustment mechanism to cause the adjustment mechanism to adjust the stiffness of the hydraulic bushing.

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

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

[0007] In some embodiments, the regulating mechanism includes: a pump body having a liquid chamber for containing liquid, the liquid chamber including a bottom wall and a side wall; a connecting pipe having two ends communicating with the hydraulic chamber and the liquid chamber respectively; a plunger slidably inserted into the liquid chamber and abutting against the side wall; an elastic element disposed in the liquid chamber, the two ends of the elastic element abutting against the bottom wall and the plunger respectively, the elastic element being used to push the plunger away from the bottom wall to move, so that liquid flows from the hydraulic chamber to the liquid chamber, thereby reducing the hydraulic pressure in the hydraulic chamber; a drive assembly disposed on the side of the plunger away from the bottom wall, the drive assembly being used to drive the plunger to move towards the bottom wall, so that liquid flows from the liquid chamber to the hydraulic chamber, thereby increasing the hydraulic pressure in the hydraulic chamber; and a pressure sensor disposed in the liquid chamber and located between the plunger and the bottom wall, the pressure sensor being used to detect the hydraulic pressure in the liquid chamber.

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

[0009] The torsion beam assembly of this embodiment uses hydraulic bushings to connect the first and second sub-torsion beams. The left and right wheels can move relative to each other under the connection of the hydraulic bushings, effectively decoupling the movement of the left and right wheels. When driving on bumpy roads, it can significantly reduce the impact of one wheel's bounce on the other wheel, reducing vehicle vibration and thus significantly improving vehicle comfort. The adjustment mechanism is connected to the hydraulic bushings and receives external electrical signals and outputs adjustment signals through the chassis domain controller to achieve real-time adjustment of the hydraulic bushing stiffness. During high-speed cornering or complex road conditions, the torsional stiffness can be dynamically adjusted according to the vehicle's driving status, improving handling stability and enhancing vehicle performance. The stiffness of the hydraulic bushings can be actively adjusted according to different road conditions. On bumpy roads, the torsional stiffness is reduced to absorb more vibration; during high-speed driving or cornering, the torsional stiffness is increased to provide better vehicle body support, enabling the vehicle to adapt to various complex road conditions and improving the driving experience.

[0010] This application also provides a torsion beam assembly control device, including: The aforementioned torsion beam assembly; External sensors are used to detect road surface information; In-vehicle sensors are used to detect information on in-vehicle comfort and handling stability. The central controller, coupled to the external sensors, the internal sensors, and the chassis domain controller of the torsion beam assembly, is used for: Receive road surface information detected by the external sensors; A first pressure adjustment signal is generated based on the road surface information; The first 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; Receive in-vehicle comfort and handling stability information detected by the in-vehicle sensors; Based on the in-vehicle comfort and handling stability information, it is determined that the in-vehicle comfort and handling stability information meet the preset requirements.

[0011] In some embodiments, the central controller is further configured to: Based on the in-vehicle comfort and handling stability information, it is determined that the in-vehicle comfort and handling stability information does not meet the preset requirements; A second pressure adjustment signal is generated based on the fact that the in-vehicle comfort and handling stability information does not meet the 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 this application embodiment detects road surface information in real time through external sensors, and the central controller generates corresponding pressure adjustment signals to dynamically adjust the stiffness of the hydraulic bushing. When driving on bumpy roads, the torsional stiffness of the torsion beam can be reduced, effectively reducing the impact of wheel bounce on the vehicle body, significantly reducing in-vehicle vibration, and improving ride comfort. When cornering at high speed or making emergency avoidance, the torsional stiffness of the torsion beam can be increased, providing stronger body support, effectively suppressing body roll, and significantly improving vehicle handling stability. The central controller combines the detection information from external and internal sensors to determine the vehicle's driving status in real time and generate a first or second pressure adjustment signal as needed to achieve intelligent dynamic adjustment of the hydraulic bushing stiffness. Through the dual feedback mechanism of external and internal sensors, the torsion beam assembly control device of this application embodiment can comprehensively consider the road conditions and the comfort and handling stability requirements of the vehicle interior to achieve precise adjustment of the torsional stiffness of the torsion beam.

[0013] This application also provides a chassis including the aforementioned torsion beam assembly control device.

[0014] The chassis of this embodiment significantly improves comfort and handling stability by integrating a torsion beam assembly control device. External sensors detect road surface information in real time, and the central controller generates pressure adjustment signals accordingly, dynamically adjusting the stiffness of the hydraulic bushings. When driving on bumpy roads, reducing the torsional stiffness of the torsion beam reduces the impact of wheel bounce on the vehicle body, significantly reducing in-vehicle vibration and improving ride comfort. During high-speed cornering or emergency avoidance, increasing the torsional stiffness provides stronger body support, effectively suppressing body roll and enhancing handling stability. The central controller combines feedback information from both external and internal sensors to achieve intelligent dynamic adjustment.

[0015] This application also provides a vehicle, including the chassis described above.

[0016] The vehicle in this embodiment significantly improves ride comfort and handling stability through its chassis with an integrated torsion beam assembly control device. The vehicle utilizes external sensors to detect road conditions in real time and dynamically adjusts the stiffness of the hydraulic bushings via a central controller, reducing in-vehicle vibrations on bumpy roads and providing stronger support during high-speed cornering to suppress body roll. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of a torsion beam assembly provided in one embodiment of this application.

[0018] Figure 2 yes Figure 1 The diagram shows an exploded view of the torsion beam assembly.

[0019] Figure 3 yes Figure 2 The diagram shows a hydraulic bushing of a torsion beam assembly connected to an adjustment mechanism.

[0020] Figure 4 yes Figure 1 The diagram shows a hydraulic bushing connecting multiple adjustment mechanisms in the torsion beam assembly.

[0021] Figure 5 yes Figure 1 The diagram shows the internal structure of the adjustment mechanism of the torsion beam assembly.

[0022] Figure 6 This is a diagram showing the variation of torsional stiffness of the torsion beam assembly in the embodiment of this application with the pressure inside the hydraulic chamber.

[0023] Figure 7 This is a schematic diagram of the torsion beam assembly control device provided in the embodiments of this application.

[0024] Figure 8 yes Figure 7The flowchart illustrates the method executed by the central controller of the torsion beam assembly control device.

[0025] Figure 9 This is a schematic diagram of the chassis structure provided in the embodiments of this application.

[0026] Figure 10 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0027] Key component symbols: Vehicle 1000, torsion beam assembly 100, torsion beam 10, first sub-torsion beam 11, second sub-torsion beam 12, hydraulic bushing 20, bushing inner tube 21, bushing outer tube 22, rubber body 23, hydraulic chamber 24, adjusting mechanism 30, pump body 31, liquid chamber 311, bottom wall 312, side wall 313, connecting pipe 32, plunger 33, elastic element 34, drive assembly 35, drive element 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 Implementation

[0028] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0029] In the description of this application, it should be understood that the terms indicating 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 this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, it should be noted that "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly. 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 a connection that allows communication between the two components; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0031] The following will describe some embodiments of this application in detail with reference to the accompanying drawings.

[0032] Please see Figure 1 and Figure 10 This application provides a torsion beam assembly 100, applied to a vehicle 1000. The vehicle 1000 can be a gasoline-powered vehicle, a hybrid vehicle, an electric vehicle, etc. The torsion beam assembly 100 includes a torsion beam 10, a hydraulic bushing 20, an adjustment mechanism 30, and a chassis domain controller 40.

[0033] Specifically, please see Figure 1 , Figure 2 and Figure 3 The torsion beam 10 includes a first sub-torsion beam 11 and a second sub-torsion beam 12 that are arranged opposite to each other and spaced apart. In this embodiment, the crossbeam in the torsion beam 10 is broken from the middle to divide the torsion beam 10 into the first sub-torsion beam 11 and the second sub-torsion beam 12. It can be understood that both the first sub-torsion beam 11 and the second sub-torsion beam 12 are used to connect the wheels.

[0034] A hydraulic bushing 20 is connected between the first sub-torsion beam 11 and the second sub-torsion beam 12, allowing the first sub-torsion beam 11 and the second sub-torsion beam 12 to move relative to each other under the connection of the hydraulic bushing 20. The hydraulic bushing 20 is used to connect the first sub-torsion beam 11 and the second sub-torsion beam 12 together, so that the first sub-torsion beam 11, the hydraulic bushing 20, and the second sub-torsion beam 12 are combined into one unit. It can be understood that the hydraulic bushing 20 can deform along six degrees of freedom, such as... Figure 1 and Figure 2 As shown, the hydraulic bushing 20 can deform along the X-axis, Y-axis, and Z-axis, as well as around the X-axis, Y-axis, and Z-axis. The first sub-torsion beam 11 and the second sub-torsion beam 12 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 through the adjusting mechanism 30 to adjust the stiffness of the hydraulic bushing 20, and in turn, to adjust the connection stiffness of the first sub-torsion beam 11 and the second sub-torsion beam 12, that is, to adjust the stiffness of the torsion beam 10.

[0036] The chassis domain controller 40 is electrically connected to the adjustment mechanism 30. The chassis domain controller 40 receives externally transmitted electrical signals and the adjustment mechanism 30 outputs adjustment signals to adjust 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), which may be the central controller 203 described below.

[0037] The torsion beam assembly 100 connects the first sub-torsion beam 11 and the second sub-torsion beam 12 via hydraulic bushings 20, and is equipped with an adjustment mechanism 30 and a chassis domain controller 40, enabling active adjustment of torsional stiffness and significantly improving the comfort and handling stability of the vehicle 1000. The hydraulic bushings 20 allow relative movement between the left and right wheels, effectively decoupling and reducing the impact of wheel bounce on the vehicle body, thus lowering vibrations inside the vehicle. Simultaneously, the chassis domain controller 40 can dynamically adjust the stiffness of the hydraulic bushings 20 based on external signals to 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 an inner bushing tube 21, an outer bushing tube 22, and a rubber body 23. One end of the inner bushing tube 21 is fixedly connected to the first sub-torsion beam 11. The outer bushing tube 22 is sleeved on the outside of the inner bushing tube 21 and is connected to the second sub-torsion beam 12. The rubber body 23 is disposed between the inner bushing tube 21 and the outer bushing tube 22. A plurality of hydraulic chambers 24 for containing liquid are formed between the rubber body 23 and the outer bushing tube 22. The plurality of hydraulic chambers 24 are arranged around the axis of the outer bushing tube 22 and are connected to the adjustment mechanism 30.

[0039] The end of the inner bushing tube 21 connected to the first sub-torsion beam 11 is approximately columnar. The inner bushing tube 21 and the first sub-torsion beam 11 are fixedly connected by bolts to improve the connection strength between the inner bushing tube 21 and the first sub-torsion beam 11. Preferably, the inner bushing 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 inner bushing tube 21. The outer bushing tube 22 has high structural strength and can better protect the structural integrity of the hydraulic bushing 20. The outer bushing tube 22 is made of iron, which can ensure the structural strength of the outer bushing tube 22. The rubber body 23 has good elasticity. Two, four, six, eight, or other hydraulic chambers 24 can be provided between the rubber body 23 and the outer bushing tube 22. The multiple hydraulic chambers 24 are evenly distributed around the axis of the inner bushing tube 21. The hydraulic chamber 24 is arranged around the axis of the outer bushing tube 22, which makes the force transmission more uniform and further optimizes the mechanical properties of the bushing. This not only improves the load-bearing capacity of the hydraulic bushing 20, but also enhances its stability under complex working conditions. The hydraulic chamber 24 is used to contain liquid, which can be a mixture of water and ethylene glycol.

[0040] The stiffness of the hydraulic bushing 20 is closely related to the pressure in its internal hydraulic chamber 24. The stiffness characteristics of the hydraulic bushing 20 can be altered by adjusting the pressure within the hydraulic chamber 24. The specific adjustment process is as follows: Increasing the stiffness of the hydraulic bushing 20: Liquid is pumped into the hydraulic chamber 24 through the adjusting mechanism 30, increasing the pressure inside the hydraulic chamber 24. This increased pressure causes the rubber body 23 to experience greater compressive force, thereby increasing the stiffness of the hydraulic bushing 20. This configuration is suitable for conditions such as high-speed cornering or emergency avoidance, where higher stiffness is required to provide better vehicle body support and handling stability.

[0041] Reducing the stiffness of the hydraulic bushing 20: Liquid is drawn out from the hydraulic chamber 24 by the adjusting mechanism 30, reducing the pressure inside the hydraulic chamber 24. The reduced pressure decreases the compressive force of the rubber body 23, thereby reducing the stiffness of the hydraulic bushing 20. This configuration is suitable for driving on bumpy roads, where lower stiffness is needed to absorb more vibrations, reduce the impact of wheel bounce on the vehicle body, and improve ride comfort.

[0042] In some embodiments, see Figure 1 , Figure 3 and Figure 9Multiple hydraulic chambers 24 are connected to an adjusting mechanism 30, which synchronously adjusts the hydraulic pressure of the multiple hydraulic chambers 24. The synchronous adjustment of the multiple hydraulic chambers 24 via the same adjusting mechanism 30 ensures consistent stiffness changes in the hydraulic bushing 20 across different directions and positions, preventing dynamic imbalances in the vehicle 1000 caused by localized stiffness differences. Using a single adjusting mechanism 30 to synchronously control multiple hydraulic chambers 24 reduces the complexity and number of parts in the torsion beam assembly 100, lowers manufacturing costs and maintenance difficulty, and simultaneously improves the reliability and durability of the torsion beam assembly 100.

[0043] In some embodiments, see Figure 1 , Figure 4 and Figure 10 The system comprises multiple adjusting mechanisms 30, each connected to a corresponding hydraulic chamber 24. Each adjusting mechanism 30 regulates the hydraulic pressure of its corresponding hydraulic chamber 24. In this embodiment, the number of adjusting mechanisms 30 matches the number of hydraulic chambers 24, with each adjusting mechanism 30 connected to one hydraulic chamber 24. Each hydraulic chamber 24 is equipped with an independent adjusting mechanism 30, allowing for individual control of the hydraulic pressure in each chamber. This enables precise adjustment of different parts of the hydraulic bushing 20 according to the actual needs of the vehicle 1000, achieving a more complex stiffness distribution. Independent adjustment of the hydraulic pressure in each hydraulic chamber 24 allows for more precise control of the mechanical properties of the hydraulic bushing 20, thereby optimizing the dynamic response of the vehicle 1000.

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

[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 element 34, a drive assembly 35, and a pressure sensor 36.

[0046] The pump body 31 has a liquid chamber 311 for containing liquid, which includes a bottom wall 312 and a side wall 313. The two ends of the connecting pipe 32 are respectively connected to the hydraulic chamber 24 and the liquid chamber 311. The plunger 33 is slidably inserted into the liquid chamber 311 and abuts against the side wall 313. The elastic element 34 is disposed in the liquid chamber 311, and the two ends of the elastic element 34 abut against the bottom wall 312 and the plunger 33 respectively. The elastic element 34 is used to push the plunger 33 away from the bottom wall 312 so that the liquid flows from the hydraulic chamber 24 to the liquid chamber. 311, to reduce the hydraulic pressure in the hydraulic chamber 24. In this embodiment, the elastic element 34 can be a spring or the like. The drive assembly 35 is disposed on the side of the plunger 33 away from the bottom wall 312. The drive 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, thereby increasing the hydraulic pressure in the hydraulic chamber 24. The pressure sensor 36 is disposed in the liquid chamber 311 and 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 stiffness of the hydraulic bushing 20, the drive assembly 35 drives the plunger 33 to move towards the bottom wall 312. The plunger 33 pushes the liquid in the liquid chamber 311 to flow into the hydraulic chamber 24 through the connecting pipe. When the volume of the hydraulic chamber 24 remains constant, injecting liquid into the hydraulic chamber 24 can increase the stiffness 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 stiffness of the hydraulic bushing 20.

[0048] When the adjustment mechanism 30 reduces the stiffness of the hydraulic bushing 20, the drive assembly 35 releases the plunger 33, and the elastic element 34 pushes the plunger 33 away from the bottom wall 312 to increase the volume of the liquid chamber 311, thereby allowing the liquid to flow from the hydraulic chamber 24 to the liquid chamber 311, thus achieving the purpose of reducing the stiffness of the hydraulic bushing 20.

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

[0050] The torsion beam assembly 100 provided in this embodiment uses a hydraulic bushing 20 to connect the first sub-torsion beam 11 and the second sub-torsion beam 12. The left and right wheels can move relative to each other under the connection of the hydraulic bushing 20, effectively decoupling the movement of the left and right wheels. When driving on bumpy roads, it can significantly reduce the impact of one wheel's bouncing on the other wheel, reducing vehicle vibration and thus significantly improving the comfort of the vehicle 1000. The adjustment mechanism 30 is connected to the hydraulic bushing 20 and receives external electrical signals and outputs adjustment signals through the chassis domain controller 40 to realize real-time adjustment of the stiffness of the hydraulic bushing 20. Under high-speed cornering or complex road conditions, the torsional stiffness can be dynamically adjusted according to the driving state of the vehicle 1000, improving handling stability and enhancing the driving performance of the vehicle 1000. The stiffness of the hydraulic bushing 20 can be actively adjusted according to different road conditions. On bumpy roads, the torsional stiffness is reduced to absorb more vibration; when driving at high speed or cornering, the torsional stiffness is increased to provide better vehicle body support, enabling the vehicle 1000 to adapt to various complex road conditions and improve the driving experience.

[0051] Please see Figure 1 , Figure 3 and Figure 7 This application embodiment also provides a torsion beam assembly control device 200, including the torsion beam assembly 100, external sensor 201, internal sensor 202 and central controller 203.

[0052] External 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 central controller 203 is coupled to the external sensor 201, the internal sensor 202, and the chassis domain controller 40 of the torsion beam assembly 100.

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

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

[0055] Step S1: Receive road surface information detected by the external sensor 201; Step S2: Generate a first pressure adjustment signal based on road surface information; Step S3: Send 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: Receive in-vehicle comfort and handling stability information detected by in-vehicle sensor 202; Step S5: Based on the in-vehicle comfort and handling stability information, determine whether the in-vehicle comfort and handling stability information meet the preset requirements.

[0056] In this embodiment, the external sensor 201 can be a camera, a tire longitudinal acceleration sensor, etc. The camera can acquire 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 external sensor 201 acquires the tire's acceleration information and then identifies the road surface information that the tire is passing over.

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

[0058] The central controller 203 can be a vehicle infotainment system, etc. During driving, the external sensor 201 detects road surface information and sends it to the central controller 203. The central controller 203 receives the road surface information detected by the external sensor 201 and generates a first pressure adjustment signal based on the road surface information. If there are bumps or potholes in front of the wheels, or if the wheels have upward or downward acceleration, the central controller 203 sends the first pressure adjustment signal. The chassis domain controller 40 in the torsion beam assembly 100 receives the first pressure adjustment signal and 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 is cornering at high speed of 1000, 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. 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 improve the torsional stiffness value of the torsion beam 10, thereby providing better vehicle body following 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 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 that the in-vehicle comfort and handling stability information meet the requirements based on the in-vehicle comfort and handling stability information, thereby maintaining 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 further includes the following steps S6 to S8.

[0061] Step S6: Based on the in-vehicle comfort and handling stability information, determine that the in-vehicle comfort and handling stability information do not meet the preset requirements; Step S7: Generate a second pressure adjustment signal based on the fact that the in-vehicle comfort and handling stability information do not meet the preset requirements; Step S8: Send 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 based on the actual situation, such as bumps in the vehicle or excessive body tilt angle, and sends the second pressure signal to the chassis domain controller 40. The chassis domain controller 40 then 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 is understandable that after issuing the second pressure adjustment signal, the central controller 203 continues to receive in-vehicle comfort and handling stability information detected by the in-vehicle sensors 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 remains unchanged; if it does not meet the requirements, the central controller 203 generates the second pressure adjustment signal again because the in-vehicle comfort and handling stability information does not meet the requirements, until the in-vehicle comfort and handling stability information meets the requirements.

[0064] The torsion beam assembly control device 200 provided in this application embodiment detects road surface information in real time through external sensors 201, and generates corresponding pressure adjustment signals by the central controller 203 to dynamically adjust the stiffness of the hydraulic bushing 20. When driving on bumpy roads, the torsional stiffness of the torsion beam 10 can be reduced, effectively reducing the impact of wheel bounce on the vehicle body, significantly reducing in-vehicle vibration, and improving ride comfort. When cornering at high speed or making emergency avoidance, the torsional stiffness of the torsion beam 10 can be increased, providing stronger body support, effectively suppressing body roll, and significantly improving the handling stability of the vehicle 1000. The central controller 203, combining the detection information from external sensors 201 and in-vehicle sensors 202, can determine the driving status of the vehicle 1000 in real time and generate first or second pressure adjustment signals as needed to realize intelligent dynamic adjustment of the stiffness of the hydraulic bushing 20. Through the dual feedback mechanism of external sensor 201 and internal sensor 202, the torsion beam assembly control device 200 of this application embodiment can comprehensively consider the road conditions and the comfort and handling stability requirements of the vehicle 1000, and achieve precise adjustment of the torsional stiffness of the torsion beam 10.

[0065] Please see Figure 1 , Figure 7 and Figure 9 This application also provides a chassis 300, which includes the torsion beam assembly control device 200 described above.

[0066] The chassis 300 provided in this embodiment significantly improves comfort and handling stability through the integrated torsion beam assembly control device 200. External sensors 201 detect road surface information in real time, and the central controller 203 generates a pressure adjustment signal accordingly, dynamically adjusting the stiffness of the hydraulic bushing 20. When driving on bumpy roads, the torsional stiffness of the torsion beam 10 is reduced, decreasing the impact of wheel bounce on the vehicle body, significantly reducing in-vehicle vibration, and improving ride comfort. When cornering at high speeds or making emergency maneuvers, the torsional stiffness is increased, providing stronger body support, effectively suppressing body roll, and enhancing handling stability. The central controller 203 combines feedback information from external and internal sensors 202 to achieve intelligent dynamic adjustment.

[0067] Please see Figure 1 , Figure 9 and Figure 10 This application also provides a vehicle 1000, including the chassis 300 described above.

[0068] The vehicle 1000 provided in this application embodiment significantly improves ride comfort and handling stability through the chassis 300 with integrated torsion beam assembly control device 200. The vehicle 1000 uses external sensors 201 to detect road conditions in real time and dynamically adjusts the stiffness of hydraulic bushings 20 through central controller 203 to reduce in-vehicle vibration on bumpy roads, while providing stronger support and suppressing body roll during high-speed cornering.

[0069] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be regarded as exemplary and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within this application.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. A torsion beam assembly, characterized in that, include: The torsion beam includes a first sub-torsion beam and a second sub-torsion beam that are arranged opposite to and spaced apart from each other; A hydraulic bushing is connected between the first sub-torsion beam and the second sub-torsion beam. The hydraulic bushing includes an inner bushing tube, an outer bushing tube, and a rubber body. One end of the inner bushing tube is fixedly connected to the first sub-torsion beam. The outer bushing tube is sleeved on the outside of the inner bushing tube and is connected to the second sub-torsion beam. The rubber body is disposed between the inner bushing tube and the outer bushing tube, and a plurality of hydraulic chambers for containing liquid are formed between the rubber body and the outer bushing tube. An adjustment mechanism is connected to the hydraulic bushing. The adjustment mechanism is used to adjust the stiffness of the hydraulic bushing. Multiple hydraulic chambers are arranged around the axis of the outer tube of the bushing. All multiple hydraulic chambers are connected to the adjustment mechanism. The adjustment mechanism is used to synchronously adjust the hydraulic pressure of the multiple hydraulic chambers so that the first sub-torsion beam and the second sub-torsion beam can achieve relative movement in six degrees of freedom through the hydraulic pressure changes of the hydraulic chambers, so as to decouple the movement of the left and right wheels in multiple dimensions and adjust the torsional stiffness of the torsion beam. and A chassis domain controller is electrically connected to the adjustment mechanism. The chassis domain controller is used to receive externally transmitted electrical signals and output adjustment signals to the adjustment mechanism to adjust the stiffness of the hydraulic bushing.

2. The torsion beam assembly as described in claim 1, characterized in that, The number of adjustment mechanisms is set to multiple, and the multiple adjustment mechanisms are connected one-to-one with the multiple hydraulic chambers. Each adjustment mechanism is used to adjust the hydraulic pressure of the corresponding hydraulic chamber.

3. The torsion beam assembly as described in claim 1, characterized in that, The adjustment mechanism includes: The pump body has a liquid chamber for containing liquid, and the liquid chamber includes a bottom wall and side walls; A connecting pipe, the two ends of which are respectively connected to the hydraulic chamber and the liquid chamber; A plunger is slidably inserted into the liquid cavity and abuts against the side wall; An elastic element is disposed within the liquid chamber. The two ends of the elastic element abut against the bottom wall and the plunger, respectively. The elastic element is used to push the plunger away from the bottom wall to allow liquid to flow from the hydraulic chamber to the liquid chamber, thereby reducing the hydraulic pressure in the hydraulic chamber. A drive assembly, disposed on the side of the plunger away from the bottom wall, is used to drive the plunger toward the bottom wall to allow fluid to flow from the fluid chamber to the hydraulic chamber, thereby increasing the hydraulic pressure within the hydraulic chamber; and A pressure sensor is disposed in the liquid chamber and located between the plunger and the bottom wall, and the pressure sensor is used to detect the hydraulic pressure in the liquid chamber.

4. The torsion beam assembly as described in claim 3, characterized in that, The drive assembly includes a drive member and an eccentric wheel. The drive member is disposed on the side of the plunger away from the bottom wall. The eccentric wheel is connected to the drive member and abuts against the plunger. The drive member is used to drive the eccentric wheel to rotate so as to push the plunger toward the bottom wall.

5. A control device for a torsion beam assembly, characterized in that, include: The torsion beam assembly as described in any one of claims 1-4; External sensors are used to detect road surface information; In-vehicle sensors are used to detect information on in-vehicle comfort and handling stability. The central controller, coupled to the external sensors, the internal sensors, and the chassis domain controller of the torsion beam assembly, is used for: Receive road surface information detected by the external sensors; A first pressure adjustment signal is generated based on the road surface information; The first 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; Receive in-vehicle comfort and handling stability information detected by the in-vehicle sensors; Based on the in-vehicle comfort and handling stability information, it is determined that the in-vehicle comfort and handling stability information meet the preset requirements.

6. The torsion beam assembly control device as described in claim 5, characterized in that, The central controller is also used for: Based on the in-vehicle comfort and handling stability information, it is determined that the in-vehicle comfort and handling stability information does not meet the preset requirements; A second pressure adjustment signal is generated based on the fact that the in-vehicle comfort and handling stability information does not meet the 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.

7. A chassis, characterized in that, Includes the torsion beam assembly control device as described in claim 5 or 6.

8. A vehicle, characterized in that, Includes the chassis as described in claim 7.

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