Bush, bush control method and vehicle

Abstract

The invention discloses a bush, a bush control method and a vehicle, the bush comprises a body, the body sleeves a stabilizer bar of the vehicle and is connected with a frame of the vehicle, a scalable cavity is formed in the body, and the cavity is suitable for being inflated or deflated through an external air source. According to the bushing, the rigidity of the bushing can be dynamically adjusted through inflation and deflation of the cavity, so that the stability of a vehicle during high-speed driving and the comfort of the vehicle during low-speed driving or bumpy road surfaces are improved, and the driving experience of a user can be improved. Meanwhile, due to the adjustability of the rigidity of the lining, stable acting force between the lining and the stabilizer bar can be maintained, abrasion and vibration caused by long-term rigidity fixing of the lining are reduced, the vibration reduction and noise reduction capacity of the lining can be improved, the service life of the lining can be prolonged, the NVH performance of the whole vehicle can be optimized, and the driving comfort is further improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a bushing, a bushing control method, and a vehicle. Background Art

[0002] At present, the automobile industry is booming and has become an important pillar of the national economy. In this context, the research and development and innovation of automobile parts are particularly important. As an important part of the automobile suspension system, the stabilizer bar bushing plays a key role in providing stable support for the stabilizer bar to ensure that the vehicle can maintain a stable driving state under various road conditions. However, the widely used automobile stabilizer bar bushings are mostly passive designs. The main function of this type of passive bushing is to passively withstand the extrusion and torsion force generated by the stabilizer bar during the torsion process, and it can only provide a fixed stiffness state. This design is difficult to meet the dual needs of controllability and comfort during vehicle driving, especially in complex and changeable driving environments, its limitations are more prominent. At the same time, with the long-term use and wear of the stabilizer bar, the extrusion force provided by the passive bushing to the stabilizer bar will gradually decrease, which will also cause abnormal noise problems, seriously affecting the driving stability and NVH (Noise, Vibration, Harshness) performance of the vehicle, bringing a bad experience to the driver and passengers, and even threatening driving safety. Summary of the invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to propose a bushing, which can dynamically adjust the stiffness of the bushing by inflating and deflating the chamber, so as to improve the stability of the vehicle when driving at high speeds, and the comfort of the vehicle when driving at low speeds or passing through bumpy roads, thereby improving the user's driving experience. At the same time, the adjustability of the bushing stiffness can also maintain the stabilizing force between the bushing and the stabilizer bar, and reduce the wear and vibration of the bushing caused by long-term fixed stiffness, thereby improving the bushing's vibration reduction, noise reduction ability and service life, optimizing the NVH performance of the entire vehicle, and further improving driving comfort.

[0004] The application also proposes a bushing control method.

[0005] The application also provides a vehicle having the bushing.

[0006] According to the bushing of the first aspect of the present application, the bushing includes: a main body, which is mounted on the stabilizer bar of the vehicle and connected to the frame of the vehicle, and has a retractable chamber in the main body, which is suitable for inflation or deflation through an external air source.

[0007] According to the bushing of the present application, the stiffness of the bushing can be dynamically adjusted by inflating and deflating the chamber. The stiffness of the bushing can be actively adjusted according to the vehicle's motion state to ensure that the vehicle has sufficient stability when driving at high speeds, and can also provide sufficient comfort when driving at low speeds or passing through bumpy roads, thereby effectively improving the user's driving experience. At the same time, by actively adjusting the stiffness of the bushing, the stable extrusion force between the bushing and the stabilizer bar is dynamically maintained, thereby improving the vibration reduction and noise reduction capabilities, optimizing the NVH performance of the entire vehicle, and further improving the ride comfort. In addition, the bushing can adjust its stiffness as needed, and can also reduce wear and vibration caused by long-term fixed stiffness, thereby helping to extend the service life of the bushing and the stabilizer bar, and can avoid abnormal noise, which is beneficial to optimizing the vehicle's maintenance cost and optimizing noise reduction performance.

[0008] According to some embodiments of the present application, the external air source is configured to be provided by an air compressor, and the chamber has an air port, which is connected to the air compressor.

[0009] Further, the chamber surrounds the axis of the stabilizer bar and extends in the circumferential direction of the stabilizer bar, and two ends of the chamber in the extending direction are spaced apart in the circumferential direction of the stabilizer bar.

[0010] In some embodiments, the body includes: a retaining frame, which is sleeved on the stabilizing rod and has a first end plate and a second end plate axially spaced apart from each other on the stabilizing rod, and the chamber is disposed between the first end plate and the second end plate.

[0011] Furthermore, the retaining frame also has a plurality of connecting brackets arranged at circumferential intervals on the stabilizer bar, and both ends of each connecting bracket are respectively connected to the first end plate and the second end plate, and the plurality of connecting brackets, the first end plate and the second end plate jointly define a accommodating space, and the chamber is located in the accommodating space.

[0012] According to some embodiments of the present application, the main body further includes: a buffer layer, wherein the buffer layer is coated on the surface of the retaining frame and defines the accommodating space as a circumferentially closed space.

[0013] Furthermore, the material of the buffer layer is rubber.

[0014] In some embodiments, the bushing further includes: a pressure sensor, which is disposed in the buffer layer and is suitable for detecting a pressure value between the buffer layer and the vehicle frame.

[0015] According to some embodiments of the present application, the bushing further includes: a mounting bracket, which is disposed on a side of the body radially away from the stabilizer bar and connected to the vehicle frame.

[0016] According to the control method of the bushing of the second aspect embodiment of the present application, the bushing structure is the bushing described in any one of the above embodiments, including: obtaining a stiffness signal of the bushing stiffness value required to be provided under the current working condition of the vehicle; and controlling the inflation or deflation of the chamber of the bushing according to the stiffness signal.

[0017] According to some embodiments of the present application, controlling the inflation or deflation of the chamber of the bushing according to the stiffness signal includes: a control unit converting the stiffness signal, and outputting a corresponding inflation signal or suction signal to an air compressor; when the air compressor receives the inflation signal, it inflates the chamber of the bushing; when the air compressor receives the suction signal, it suctions the chamber of the bushing.

[0018] In some embodiments, the bushing control method further includes: obtaining a pressure value between the bushing and the vehicle frame; and judging whether the chamber of the bushing needs to continue to be inflated or deflated based on the pressure value.

[0019] According to a vehicle of an embodiment of the second aspect of the present application, the vehicle comprises: a bushing according to any one of the above embodiments.

[0020] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0022] Figure 1 is a schematic diagram of the matching of a bushing, a stabilizer bar and a frame according to some embodiments of the present application;

[0023] Figure 2 is a schematic diagram of a bushing according to some embodiments of the present application;

[0024] Figure 3 is a flow chart of a bushing control method according to some embodiments of the present application;

[0025] Figure 4 It is a working principle diagram of bushing stiffness adjustment according to some embodiments of the present application.

[0026] Reference numerals:

[0027] 100, bushing; 200, stabilizer bar; 300, frame; 400, air compressor; 401, air pipe; 500, control unit; 600, electronic control unit; 700, power supply system;

[0028] 10. Chamber;

[0029] 20. Gas nozzle;

[0030] 31. First end plate; 32. Second end plate; 33. Connecting bracket;

[0031] 40. Buffer layer;

[0032] 50. Pressure sensing components;

[0033] 60. Install the bracket. DETAILED DESCRIPTION

[0034] 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.

[0035] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0036] In the description of this application, "first feature" or "second feature" may include one or more of the features.

[0037] In the description of the present application, “plurality” means two or more.

[0038] In the description of the present application, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0039] In the description of the present application, “above”, “over” and “above” a first feature to a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0040] Reference below Figure 1-Figure 4 A bushing 100 , a bushing control method, and a vehicle according to an embodiment of the present application are described.

[0041] like Figure 1 and Figure 2 As shown, according to the bushing 100 of the first aspect embodiment of the present application, the bushing 100 includes: a main body, which is mounted on the stabilizer bar 200 of the vehicle and connected to the frame 300 of the vehicle, and has a retractable chamber 10 in the main body, which is suitable for inflation or deflation through an external air source.

[0042] Specifically, the bushing 100 of the present application can be one or multiple bushings arranged at intervals, and each bushing 100 includes a body, which can be sleeved on the outer periphery of the stabilizer bar 200 of the vehicle, and connected to the frame 300 of the vehicle through a connecting structure to ensure a stable connection between the stabilizer bar 200 and the frame 300. The body can support and fix the stabilizer bar 200 to maintain the driving stability of the vehicle, and can also play a role in buffering and shock reduction and reducing wear, which is beneficial to prolonging the service life of the components and improving the riding comfort of the vehicle. The body has a chamber 10, and the chamber 10 can store gas, and the chamber 10 can be selectively expanded or contracted as needed. The volume of the chamber 10 can be increased or decreased by the intervention of an external gas source. The external gas source here can be understood as a gas source device. The gas source device actively inflates or inhales the chamber 10, and the chamber 10 can be inflated or deflated. When the vehicle requires higher maneuverability, the external air source can inflate the chamber 10. As the air pressure increases, the volume of the chamber 10 will increase accordingly, thereby increasing the stiffness of the bushing 100, and the squeezing force between the bushing 100 and the stabilizer bar 200 will be adjusted to increase accordingly. Conversely, when the vehicle requires higher comfort, the chamber 10 can be deflated by an external air source to reduce the air pressure and the volume of the chamber 10, thereby reducing the stiffness of the bushing 100, and the squeezing force between the bushing 100 and the stabilizer bar 200 will be adjusted to decrease accordingly. According to different actual motion conditions of the vehicle, the stiffness of the bushing 100 can be adjusted by adjusting the scaling of the chamber 10, thereby achieving a change in the stiffness of the bushing 100 that can be flexibly adapted to different stiffness requirements of the vehicle.

[0043] According to the bushing 100 of the present application, the stiffness of the bushing 100 can be dynamically adjusted by inflating and deflating the chamber 10. The stiffness of the bushing 100 can be actively adjusted according to the vehicle's motion state to ensure that the vehicle has sufficient stability when driving at high speeds, and can also provide sufficient comfort when driving at low speeds or passing through bumpy roads, thereby effectively improving the user's driving experience. At the same time, by actively adjusting the stiffness of the bushing 100, the stable extrusion force between the bushing 100 and the stabilizer bar 200 is dynamically maintained, thereby improving the vibration reduction and noise reduction capabilities, optimizing the NVH performance of the entire vehicle, and further improving the ride comfort. In addition, the bushing 100 can adjust its stiffness as needed, and can also reduce wear and vibration caused by long-term fixed stiffness, thereby helping to extend the service life of the bushing 100 and the stabilizer bar 200, and can avoid abnormal noise, which is beneficial to optimizing the vehicle's maintenance cost and optimizing noise reduction performance.

[0044] like Figure 1 and Figure 2 As shown, according to some embodiments of the present application, the external air source is provided by an air compressor 400 , and the chamber 10 has an air port, which is connected to the air compressor 400 .

[0045] Specifically, the chamber 10 may have one or more air ports, which are the ways for the chamber 10 to be filled with gas and released. The air compressor 400 may be connected to the body by electrical connection or mechanical connection. The air compressor 400 may have an air storage chamber, which is connected to the air port of the chamber 10, so that air can flow continuously and smoothly between the chamber 10 and the air compressor 400. The air compressor 400 can quickly inflate or inhale the chamber 10 as needed, thereby achieving the inflation or deflation of the chamber 10 to adjust the stiffness of the bushing 100. By using the air compressor 400 as an external air source, the process of the air compressor 400 adjusting the air pressure of the chamber 10 is continuous and controllable. The air compressor 400 can quickly and accurately adjust the stiffness of the bushing 100 according to the actual driving needs and road conditions of the vehicle, thereby improving the timeliness and accuracy of the stiffness adjustment of the bushing 100, so that the bushing 100 can well cope with sudden changes in road conditions or driving needs, and effectively improve the flexibility and adaptability of the bushing 100.

[0046] In addition, in some specific embodiments of the present application, an air pipe 401 is provided between the air compressor 400 and the air port to connect the air storage cavity of the air compressor 400 with the chamber 10. The air pipe 401 has a certain length, and one end of the air pipe 401 in the extension direction is connected to the air storage cavity of the air compressor 400, and the other end is connected to the air port of the chamber 10, thereby forming a complete gas channel to ensure smooth air transportation between the air compressor 400 installed at different positions and the chamber 10.

[0047] Furthermore, in some embodiments, the air pipe 401 is constructed as a flexible pipe. The flexible pipe has softness and bendability, and can easily adapt to the complex spatial layout inside the vehicle, and has high flexibility, so as to ensure that the air circuit connection between the air compressor 400 and the bushing 100 is not restricted by the vehicle structure and the installation position. At the same time, the softness and bendability of the flexible pipe also make its installation process simple and quick, which is conducive to improving the assembly efficiency. In addition, the flexible pipe itself has a certain elasticity, which can play a certain role in buffering and vibration reduction, thereby protecting the stability of the air circuit connection and ensuring the reliability of the bushing 100 stiffness adjustment.

[0048] In some further specific embodiments of the present application, Figure 2 As shown, a gas nozzle 20 is provided at the gas port, one end of the gas nozzle 20 is connected to the chamber 10, and the other end is connected to the gas pipe 401. By providing the gas nozzle 20, the convenience of installing the gas pipe 401 can be improved, and the air tightness of the gas path between the air compressor 400 and the chamber 10 can be improved, which is conducive to reducing gas waste and improving the efficiency and life of the air compressor 400.

[0049] like Figure 1 and Figure 2 As shown, according to some embodiments of the present application, the chamber 10 surrounds the axis of the stabilizing bar 200 and extends in the circumferential direction of the stabilizing bar 200 , and both ends of the chamber 10 in the extending direction are spaced apart in the circumferential direction of the stabilizing bar 200 .

[0050] Specifically, the chamber 10 can be constructed to surround the axis of the stabilizer bar 200 and extend circumferentially of the stabilizer bar 200. The extension can be continuous or segmented. Regardless of the extension form, the chamber 10 is limited to an annular structure as a whole, and the chamber 10 has a certain thickness in the radial direction of the stabilizer bar 200. The chamber 10 is arranged around the stabilizer bar 200, so that it can provide uniform support and pressure distribution in the circumference of the stabilizer bar 200, thereby ensuring that the chamber 10 can act evenly on the stabilizer bar 200 during inflation and deflation, thereby achieving uniform adjustment of the stiffness. This helps to improve the support effect of the bushing 100 on the stabilizer bar 200 and the flexibility of stiffness adjustment.

[0051] It should be noted that there is a certain gap between the two ends of the chamber 10 in the extension direction, which can prevent the chamber 10 from interfering with the stabilizer bar 200 or other parts of the bushing 100 due to excessive expansion during the inflation process, and can protect the stabilizer bar 200 and the bushing 100. At the same time, the gap also helps to optimize the flow path of the gas in the chamber 10, which is conducive to ensuring that the gas can be smoothly discharged from the chamber 10 during the deflation process of the chamber 10, thereby improving the response speed, stability and accuracy of the stiffness adjustment of the bushing 100.

[0052] In addition, in some specific embodiments of the present application, the chamber 10 includes a plurality of first sub-chambers spaced axially and extending circumferentially, and a plurality of second sub-chambers spaced circumferentially and extending axially are arranged between two adjacent first sub-chambers, and the axial ends of the second sub-chambers are respectively connected to the two adjacent first sub-chambers. The plurality of first sub-chambers can ensure the uniformity of the circumferential distribution acting on the stabilizer bar 200, and the plurality of second sub-chambers can enhance the overall rigidity and stability of the chamber 10, while providing additional gas flow channels to optimize the distribution and flow of the gas. Through the combination of the plurality of first sub-chambers and the second sub-chambers, the layout of the chamber 10 is optimized, and the flexibility and comprehensiveness of the stiffness adjustment of the bushing 100 can be improved. At the same time, the stiffness adjustment capability of the bushing 100 is also improved, and its adaptability to complex road conditions is enhanced.

[0053] like Figure 2 As shown, according to some embodiments of the present application, the main body includes: a retaining frame, which is sleeved on the stabilizing rod 200 and has a first end plate 31 and a second end plate 32 axially spaced apart from the stabilizing rod 200, and a chamber 10 is provided between the first end plate 31 and the second end plate 32.

[0054] Specifically, the retainer is the main supporting structure of the bushing 100, which is sleeved on the outer periphery of the stabilizer bar 200 and can be used to fix and support other components of the bushing 100 to ensure the stability and reliability of the bushing 100 as a whole during the operation of the vehicle. The retainer has a first end plate 31 and a second end plate 32, which are arranged axially at intervals on the stabilizer bar 200 and are respectively located on both sides of the chamber 10 in the axial direction. The first end plate 31 and the second end plate 32 can play a good supporting, fixing and protecting role for the chamber 10 and other parts of the bushing 100, and can prevent the bushing 100 from deforming axially after the chamber 10 is inflated, which is conducive to maintaining the structural form of the chamber 10 and its uniform distribution on the outer periphery of the stabilizer bar 200, thereby ensuring the good and reliable operation of the bushing 100. Furthermore, through the combination of the first end plate 31 , the second end plate 32 and the chamber 10 , the overall structure of the bushing 100 is compact and stable, thereby providing effective stiffness adjustment within a limited space and improving the working performance and durability of the bushing 100 .

[0055] In addition, in some specific embodiments of the present application, the cage is constructed of nylon material. Since nylon material has the advantages of high strength, wear resistance, chemical corrosion resistance, light weight and easy processing, therefore, by constructing the cage with nylon material, it is helpful to improve the impact resistance, durability and light weight of the cage, improve the cage production efficiency and save production costs.

[0056] like Figure 2As shown, according to some embodiments of the present application, the retaining frame also has a plurality of connecting brackets 33 arranged at circumferential intervals on the stabilizing rod 200, and the two ends of each connecting bracket 33 are respectively connected to the first end plate 31 and the second end plate 32, and the plurality of connecting brackets 33, the first end plate 31 and the second end plate 32 jointly define an accommodating space, and the chamber 10 is located in the accommodating space.

[0057] Specifically, a plurality of connecting brackets 33 can be arranged at intervals in the circumferential direction of the stabilizer bar 200 and all extend in the axial direction of the stabilizer bar 200. Each connecting bracket 33 is connected to the first end plate 31 at one end in the extension direction and connected to the second end plate 32 at the other end. The plurality of connecting brackets 33 can play a good supporting and fixing role between the first end plate 31 and the second end plate 32, thereby enhancing the overall structural strength and stability of the retainer. Among them, a plurality of connecting brackets 33, the first end plate 31 and the second end plate 32 jointly define a containing space for accommodating the chamber 10. The plurality of connecting brackets 33, the first end plate 31 and the second end plate 32 jointly surround the outer periphery and the axial end of the chamber 10, so that the structural form of the chamber 10 in the axial and circumferential directions can be maintained, further enhancing the limiting, supporting and protecting role of the chamber 10, so as to further improve the reliability of the chamber 10 and realize the good stiffness adjustment function of the bushing 100.

[0058] like Figure 2 As shown, according to some embodiments of the present application, the body further includes: a buffer layer 40, the buffer layer 40 is coated on the surface of the retaining frame and limits the accommodating space to be a circumferentially closed space.

[0059] Specifically, the buffer layer 40 can be made of elastic material, and the buffer layer 40 can be coated on the surface of the retainer and the chamber 10, so that the accommodation space defined by the multiple connecting brackets 33, the first end plate 31 and the second end plate 32 is a circumferentially closed space. Under the wrapping of the buffer layer 40, the accommodation space is completely closed in the circumferential direction. The buffer layer 40 is formed as a fixing layer and a protective layer on the surface of the retainer and the radial inner and outer sides of the chamber 10, which can enhance the structural stability of the retainer and the chamber 10, and can enhance the air tightness of the entire bushing 100, so as to ensure that the gas in the chamber 10 can stably play the role of adjusting the stiffness of the bushing 100. At the same time, the buffer layer 40 can also provide an additional buffering effect, which can effectively absorb and disperse the impact and vibration from the road surface, which is conducive to further improving the ride comfort of the vehicle.

[0060] like Figure 2 As shown, according to some embodiments of the present application, the material of the buffer layer 40 is rubber.

[0061] Specifically, the buffer layer 40 can be made of rubber material. Rubber has the advantages of high elasticity, good sealing performance, good wear resistance and corrosion resistance. By constructing the material of the buffer layer 40 as rubber, the buffer layer 40 can have good buffering, airtight protection and service life. At the same time, the buffer layer 40 is made of rubber material, which can provide a basis for the rubber vulcanization process. Through vulcanization, the rubber can form a chemical bond with the metal or other materials to form an integral structure. Specifically, during the manufacturing process, the rubber is subjected to the vulcanization process, and it can be integrated with the retaining frame, the air nozzle 20 and the chamber 10 and other components, so that the components are assembled into an integral piece. In this way, the connection strength between the components can be enhanced, so that the overall stability and reliability of the bushing 100 can be effectively improved, the impact resistance and vibration reduction ability of the bushing 100 can be improved, and the service life of the bushing 100 can be extended. In addition, the production process of the bushing 100 is simplified by making the components integrally formed through rubber vulcanization, which can reduce the assembly steps and the use of connectors, which is conducive to improving production efficiency and saving production costs.

[0062] like Figure 2 As shown, according to some embodiments of the present application, the bushing 100 further includes: a pressure sensor 50 , which is disposed in the buffer layer 40 and is suitable for detecting the pressure value between the buffer layer 40 and the frame 300 .

[0063] Specifically, the pressure sensor 50 can be arranged in the buffer layer 40 and located in the area of ​​the buffer layer 40 close to the vehicle frame 300, so that the pressure sensor 50 can directly sense the contact pressure between the bushing 100 and the vehicle frame 300. In addition, the pressure sensor 50 can convert the pressure change detected in real time into an electrical signal and transmit it to the control unit 500 of the vehicle for further analysis and processing. By setting up the pressure sensor 50, on the one hand, it can play a good role in safety monitoring and real-time monitoring of the pressure between the bushing 100 and the frame 300, so as to ensure that the bushing 100 works within a safe pressure range and prevent failure or damage caused by excessively high or low pressure; on the other hand, the pressure sensor 50 provides decision data for adjusting the stiffness of the bushing 100. According to the pressure signal provided by the pressure sensor 50, the stiffness of the bushing 100 can be adjusted accordingly to adapt to different driving conditions and vehicle loads; on the third hand, the data provided by the pressure sensor 50 can also help diagnose potential problems of the bushing 100, such as wear, leakage or damage, so that maintenance and repair can be carried out in advance, which is conducive to reducing the risk of unexpected failures. Therefore, in the embodiment of the present application, by setting a pressure sensor 50 in the buffer layer 40, the bushing 100 can realize real-time monitoring and control of the pressure between the bushing 100 and the frame 300, thereby improving the safety, stiffness adjustment accuracy and NVH performance of the bushing 100, and enhancing the fault diagnosis capability. These aspects enable the bushing 100 to respond to the dynamic needs of the vehicle more intelligently, providing better performance and a longer service life.

[0064] In addition, in some specific embodiments of the present application, the pressure sensing element 50 is constructed as a pressure sensing chip. The pressure sensing chip is a miniaturized electronic component used to sense and measure pressure. By setting the pressure sensing element 50 in the form of a pressure sensing chip, it is beneficial to accurately integrate the pressure sensing chip into the buffer layer 40 of the bushing 100, especially at the bottom of the bushing 100 close to the frame 300, so as to directly sense the contact pressure between the bushing 100 and the frame 300, so as to improve the accuracy of pressure monitoring between the bushing 100 and the frame 300. At the same time, the pressure sensing chip has the characteristics of high sensitivity, low power consumption and high stability, which is suitable for vehicle-mounted applications and can work reliably under various environmental conditions, thereby helping to improve the adaptability and durability of the pressure sensing element 50.

[0065] In some other specific embodiments of the present application, the buffer layer 40 is vulcanized and formed into an integral part together with the pressure sensor 50, the retainer, the air nozzle 20 and the chamber 10. In this way, the overall stability and reliability of the bushing 100 can be further improved, the anti-impact and vibration reduction capabilities of the bushing 100 can be enhanced, and the service life of the bushing 100 can be extended.

[0066] In some embodiments, Figure 4As shown, the vehicle power system 700 provides power support for the vehicle's electronic control unit 600 (English name Electronic Control Unit, ECU), the control unit 500, the air compressor 400 and the pressure sensor 50 of the bushing 100.

[0067] like Figure 1 As shown, according to some embodiments of the present application, the bushing 100 further includes: a mounting bracket 60 , which is disposed on a side of the body radially away from the stabilizer bar 200 and connected to the vehicle frame 300 .

[0068] Specifically, the mounting bracket 60 can be arranged on a side of the body that is radially away from the stabilizer bar 200, and the mounting bracket 60 covers at least a portion of the radially outer side of the body. The mounting bracket 60 is connected to the frame 300, so as to achieve a stable connection between the body and the frame 300. The mounting bracket 60 provides a stable support for the bushing 100, ensuring that it will not be displaced or loosened during the driving of the vehicle, ensuring that the bushing 100 is stably installed on the vehicle and withstands the force and torque from the frame 300 and the stabilizer bar 200. Among them, the mounting bracket 60 can be welded with the frame 300 to achieve a stable connection, or connected with the frame 300 by fasteners such as bolts to improve the convenience of installation, so that the bushing 100 can be quickly and conveniently installed on the frame 300, which can save production time and labor costs. The use of the mounting bracket 60 can also absorb part of the vibration and impact during the driving of the vehicle, reduce the stress transmitted to the bushing 100, and further improve the stability and comfort of the system, especially for complex road conditions and high-speed driving scenes, and improve the driving safety and comfort.

[0069] like Figure 3 As shown, according to the control method of the bushing in the second aspect of the present application, the bushing 100 is constructed as the bushing 100 described in any one of the above embodiments, and the control method of the bushing includes: obtaining a stiffness signal of the stiffness value of the bushing 100 required to be provided under the current working condition of the vehicle; and controlling the inflation or deflation of the chamber 10 of the bushing 100 according to the stiffness signal.

[0070] Specifically, according to the bushing control method of the embodiment of the present application, the bushing 100 stiffness value required for outputting controllability and comfort under the current working condition of the vehicle can be obtained, and according to the stiffness signal of the required bushing 100 stiffness value, the chamber 10 of the bushing 100 is controlled to inflate or deflate. When the current stiffness value of the bushing 100 is less than the bushing 100 stiffness value required for the current working condition of the vehicle, the chamber 10 of the bushing 100 is controlled to inflate so that the bushing 100 stiffness increases to the required stiffness value; when the current stiffness value of the bushing 100 is greater than the bushing 100 stiffness value required for the current working condition of the vehicle, the chamber 10 of the bushing 100 is controlled to deflate so that the bushing 100 stiffness decreases to the required stiffness value. Therefore, according to different actual motion working conditions of the vehicle, the stiffness of the bushing 100 can be flexibly adjusted to adapt to different stiffness requirements of the vehicle, and the vehicle can be guaranteed to have good controllability and comfort, as well as good vibration reduction and noise reduction performance.

[0071] like Figure 3 As shown, according to some embodiments of the present application, the chamber 10 of the bushing 100 is controlled to be inflated or deflated according to the stiffness signal, including: the control unit 500 converts the stiffness signal, and outputs a corresponding inflation signal or suction signal to the air compressor 400; when the air compressor 400 receives the inflation signal, the chamber 10 of the bushing 100 is inflated; when the air compressor 400 receives the suction signal, the chamber 10 of the bushing 100 is suctioned.

[0072] Specifically, according to the control method of the bushing of the embodiment of the present application, the control unit 500 can process and transform the stiffness signal of the bushing 100 stiffness value required to be provided under the current working condition of the vehicle, and transform it into a signal that can control the operation of the air compressor 400, that is, an inflation signal or an air intake signal. When the air compressor 400 receives the inflation signal, the air compressor 400 can inject gas into the chamber 10 of the bushing 100 to perform an inflation operation to increase the stiffness of the bushing 100; when the air compressor 400 receives the air intake signal, the air compressor 400 can inhale gas from the chamber 10 of the bushing 100 to deflate the chamber 10 to reduce the stiffness of the bushing 100. Through the conversion of the stiffness signal by the control unit 500 and the precise operation of the air compressor 400, the dynamic, precise and rapid adjustment of the stiffness of the bushing 100 can be achieved, thereby effectively improving the handling and stability of the vehicle, and providing strong support for the performance optimization and intelligence of the vehicle.

[0073] like Figure 3 As shown, according to some embodiments of the present application, the bushing control method further includes: obtaining a pressure value between the bushing 100 and the frame 300; and judging whether the chamber 10 of the bushing 100 needs to continue to be inflated or deflated based on the pressure value.

[0074] Specifically, according to the bushing control method of the embodiment of the present application, the pressure value between the bushing 100 and the frame 300 can be obtained, and based on the pressure value, it can be determined whether the chamber 10 of the bushing 100 needs to continue to be inflated or deflated. When the control system receives the pressure value signal, it can compare it with the preset upper pressure threshold and the preset lower pressure threshold. The preset upper pressure threshold can be the maximum pressure value of the bushing 100 in the safe state, and the preset lower pressure threshold can be the force corresponding to the stiffness value of the bushing 100 required to be provided under the current working condition of the vehicle. If the actual pressure value is lower than the preset lower pressure threshold, it means that the stiffness of the bushing 100 may be insufficient and it is necessary to continue to inflate to increase the stiffness. If the actual pressure value is close to the preset upper pressure threshold, it means that the stiffness of the bushing 100 may be too high and it is necessary to deflate to reduce the stiffness to ensure safety. In this process, the air compressor 400 can inflate or deflate the chamber 10 of the bushing 100 according to the signal until the pressure value between the bushing 100 and the frame 300 obtained reaches the preset range value. In the embodiment of the present application, by obtaining the pressure value between the bushing 100 and the frame 300 and judging whether the chamber 10 of the bushing 100 needs to continue to be inflated or deflated based on the pressure value, more precise and comprehensive control of the stiffness of the bushing 100 can be achieved, thereby further improving the handling and stability of the vehicle and enhancing the adaptability and safety of the bushing 100.

[0075] like Figure 1-Figure 4 As shown, according to the vehicle embodiment of the third aspect of the present application, the vehicle includes the bushing 100 described in any one of the above embodiments, and the technical effects produced are consistent with those in the above embodiments, which will not be repeated here.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0077] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A bushing, characterized in that: include: The main body is sleeved on a stabilizer bar (200) of a vehicle and connected to a frame (300) of the vehicle. The main body has a retractable chamber (10) therein, and the chamber (10) is suitable for being inflated or deflated by an external air source.

2. The bushing according to claim 1, characterized in that The external air source is configured to be provided by an air compressor (400), and the chamber (10) has an air port, which is connected to the air compressor (400).

3. The bushing according to claim 2, characterized in that The chamber (10) surrounds the axis of the stabilizer bar (200) and extends in the circumferential direction of the stabilizer bar (200), and both ends of the chamber (10) in the extension direction are spaced apart in the circumferential direction of the stabilizer bar (200).

4. The bushing according to claim 1, characterized in that The body comprises: a retaining frame, the retaining frame is sleeved on the stabilizing rod (200), and has a first end plate (31) and a second end plate (32) axially spaced apart from each other on the stabilizing rod (200), and the chamber (10) is arranged between the first end plate (31) and the second end plate (32).

5. The bushing according to claim 4, characterized in that The retaining frame also has a plurality of connecting brackets (33) arranged at intervals in the circumferential direction of the stabilizing rod (200), and the two ends of each connecting bracket (33) are respectively connected to the first end plate (31) and the second end plate (32), and a housing space is jointly defined between the plurality of connecting brackets (33), the first end plate (31) and the second end plate (32), and the chamber (10) is located in the housing space.

6. The bushing according to claim 5, characterized in that The body further comprises a buffer layer (40), wherein the buffer layer (40) is coated on the surface of the retaining frame and defines the accommodating space as a circumferentially closed space.

7. The bushing according to claim 6, characterized in that The material of the buffer layer (40) is rubber.

8. The bushing according to claim 6, characterized in that Also includes: A pressure sensor (50) is disposed in the buffer layer (40) and is suitable for detecting a pressure value between the buffer layer (40) and the vehicle frame (300).

9. The bushing according to claim 1, characterized in that Also includes: A mounting bracket (60) is arranged on a side of the body that is radially away from the stabilizer bar (200) and is connected to the vehicle frame (300).

10. A method for controlling a bushing, wherein the bushing is constructed as the bushing according to any one of claims 1 to 9, characterized in that: include: Obtaining a stiffness signal of a bushing stiffness value required to be provided under the current working condition of the vehicle; According to the stiffness signal, the chamber (10) of the bushing is controlled to inflate or deflate.

11. The bushing control method according to claim 10, characterized in that: The step of controlling the inflation or deflation of the chamber (10) of the bushing according to the stiffness signal comprises: The control unit (500) converts the stiffness signal and outputs a corresponding inflation signal or suction signal to the air compressor (400); When the air compressor (400) receives an inflation signal, the chamber (10) of the bushing is inflated; When the air compressor (400) receives an air suction signal, it suctions air into the chamber (10) of the bushing.

12. The bushing control method according to claim 10, characterized in that: Also includes: Obtaining a pressure value between the bushing and the vehicle frame (300); Based on the pressure value, it is determined whether the chamber (10) of the bushing needs to continue to be inflated or deflated.

13. A vehicle, characterized in that: include: The bushing according to any one of claims 1 to 9.

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