CN109398013B - An independent suspension guide mechanism for an ultra-heavy chassis - Google Patents
An independent suspension guide mechanism for an ultra-heavy chassis Download PDFInfo
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- CN109398013B CN109398013B CN201811108723.8A CN201811108723A CN109398013B CN 109398013 B CN109398013 B CN 109398013B CN 201811108723 A CN201811108723 A CN 201811108723A CN 109398013 B CN109398013 B CN 109398013B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
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Abstract
An independent suspension guide mechanism for an extra-heavy chassis comprises an upper cross arm assembly and a lower cross arm assembly, wherein the inner sides of the upper cross arm assembly and the lower cross arm assembly are connected with a frame through pin shafts and can swing in a YZ plane around the pin shafts; the outer sides of the upper cross arm assembly and the lower cross arm assembly are respectively connected with upper interfaces and lower interfaces of steering knuckles of the wheel sets through spherical hinges, and the spherical hinges provide freedom degrees capable of realizing up-and-down jumping and left-and-right swinging of wheels; the lower cross arm assembly is provided with a notch as deep as possible on the inner side and the outer side on the premise of meeting the structural strength; the YZ plane is a coordinate plane defined in a vehicle coordinate system.
Description
Technical Field
The invention belongs to the technology of special vehicle chassis.
Background
The research on the influence of the suspension guide mechanism on the operation stability is abundant at home and abroad, a lot of valuable exploration is carried out on the optimized design of the suspension system guide mechanism, and abundant references are provided for related research. However, the suspension system for the ultra-heavy chassis has the advantages of large load, large wheel jump stroke, complex use working condition and limited arrangement space, and puts higher requirements on optimization and engineering design of a guide mechanism of the suspension system.
At present, the introduction of engineering design methods and design points of a guide mechanism of an ultra-heavy chassis suspension system with the axle load larger than 13t is less, and particularly, the guide mechanism of the suspension system with the wheel bounce stroke larger than 200mm lacks design specifications and reference basis.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: a double-cross-arm independent suspension guide mechanism is designed to meet the use requirement of an extra-heavy chassis.
The technical solution of the invention is as follows: an independent suspension guide mechanism for an extra-heavy chassis comprises an upper cross arm assembly and a lower cross arm assembly, wherein the inner sides of the upper cross arm assembly and the lower cross arm assembly are connected with a frame through pin shafts and can swing in a YZ plane around the pin shafts; the outer sides of the upper cross arm assembly and the lower cross arm assembly are respectively connected with upper interfaces and lower interfaces of steering knuckles of the wheel sets through spherical hinges, and the spherical hinges provide freedom degrees capable of realizing up-and-down jumping and left-and-right swinging of wheels; the lower cross arm assembly is provided with a notch as deep as possible on the inner side and the outer side on the premise of meeting the structural strength; the YZ plane is a coordinate plane defined in a vehicle coordinate system.
Further, the characteristic K & C of the suspension can meet requirements through optimization of hard points of the guide mechanism; the optimization of the hard point of the guide mechanism comprises the optimization of Y, Z coordinates of the center points of the inner sides of the upper cross arm and the lower cross arm assembly.
Further, the optimization of the hard point of the guide mechanism is realized by the following specific method:
setting Y, Z coordinate variation range of the center points of the inner sides of the upper cross arm and the lower cross arm assembly; selecting Y, Z coordinates of the central points of the inner sides of a group of upper cross arms and lower cross arms in the coordinate change range, and enabling the wheels to work under the required limit working condition according to each group of selected coordinates to obtain a kingpin inclination angle, a wheel camber angle, a wheel track and a roll center height change curve corresponding to each group of coordinates; and selecting Y, Z coordinates of the central points of the inner sides of the upper cross arm and the lower cross arm assembly when the four change curves of the kingpin inclination angle, the wheel camber angle, the wheel track and the roll center height all meet the requirements.
Further, the Y, Z coordinate variation range of the center point of the inner side of the upper cross arm and the lower cross arm assembly is specifically as follows:
the variation range of the Z coordinate of the upper cross arm assembly is within +/-100 mm of the Z coordinate of the upper interface of the knuckle; the variation range of the Y coordinate of the upper cross arm assembly is A +/-100 mm; a is half of the distance between the longitudinal beams on the frame. The Z coordinate variation range of the lower cross arm assembly is +/-100 mm of the Z coordinate of the lower interface of the steering knuckle; the Y coordinate variation range of the lower cross arm assembly is B +/-100 mm; and B is half of the distance between the lower longitudinal beams of the frame.
Further, the shape of the gap is determined by the following method:
firstly, under the required limit working condition, the limit load borne by a spherical hinge arranged at the outer side of a lower cross arm assembly; carrying out structural topology optimization on the lower cross arm assembly without the opening to determine an optimal load transfer path;
secondly, opening a gap in an area formed by the optimal load transfer path and the inner side of the lower cross arm assembly;
thirdly, checking the structural strength and the motion interference, and if the structural strength and the motion interference meet the requirements, determining that the current notch is the final notch; if the structural strength meets the requirement of the safety coefficient and the motion interference does not meet the requirement, changing the position or size of the opening in the area according to the motion interference part, and executing the third step again; if the structural strength does not meet the safety coefficient requirement and the motion interference meets the requirement, mounting a reinforcing rib on the inner side of the notch, and executing the third step again; or reducing the gap and executing the third step again; if the structural strength and the motion interference do not meet the requirements, changing the position distance between the inner side of the lower cross arm assembly and the frame and the arm length of the lower cross arm assembly, and executing from the first step again.
Furthermore, the upper cross arm assembly comprises an upper cross arm, a metal bearing, an oil seal, a metal gasket and a positioning pin; the inner side of the upper cross arm is provided with a pin shaft mounting hole, a metal bearing is mounted in the mounting hole, the outer end of the metal bearing is provided with an oil seal, the outer side of the oil seal is provided with a metal gasket, and the position of the metal gasket is fixed through a positioning pin.
Furthermore, the lower cross arm assembly comprises a lower cross arm, a metal bearing, an oil seal, a metal gasket and a positioning pin; the inner side of the lower cross arm is provided with a pin shaft mounting hole, a metal bearing is mounted in the mounting hole, the outer end of the metal bearing is provided with an oil seal, the outer side of the oil seal is provided with a metal gasket, and the position of the metal gasket is fixed through a positioning pin.
Furthermore, the thickness of the metal gasket protrudes out of the end face of the pin shaft mounting hole.
Furthermore, a long hole is formed in the lower cross arm and used for mounting a lower spring support lug.
Furthermore, the rotation angle of the spherical hinge at least reaches 40 degrees, and the bearing capacity is not less than 20 t.
Compared with the prior art, the invention has the beneficial effects that:
the invention designs an upper cross arm assembly and a lower cross arm assembly which are provided with independent suspensions in order to meet the requirements of large load and large stroke of an overload chassis suspension system.
The structure topology optimization is carried out on the lower cross arm assembly, the optimal load transfer path is determined, and the three-dimensional structure of the lower cross arm assembly capable of meeting the requirements of ultimate load structure strength and large-stroke wheel jump motion interference is obtained. The upper cross arm assembly and the lower cross arm assembly are connected with the steering knuckle of the wheel set through a large-angle spherical hinge, so that the bearing requirement is met, and the large-angle rotation requirement of the spherical hinge for large-stroke jumping of the wheel is met.
Drawings
FIG. 1 is a schematic view of an upper cross arm assembly of the present invention;
FIG. 2 is a schematic view of a lower cross arm assembly of the present invention;
FIG. 3 is a schematic view of the suspension system assembly of the present invention;
FIG. 4 is a schematic view of a kinematic simulation model of the suspension of the present invention;
FIG. 5 is a diagram of the result of the topology optimization of the upper and lower cross arms of the present invention;
FIG. 6 is a graph showing the calculation results of the strength of the upper and lower cross arms according to the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and examples.
The ultra-heavy chassis adopts a double-cross arm type independent suspension, and a suspension system guide mechanism comprises an upper cross arm assembly and a lower cross arm assembly. The upper cross arm assembly consists of an upper cross arm, a metal bearing, an oil seal, a metal gasket and a pin, and the lower cross arm assembly consists of a lower cross arm, a metal bearing, an oil seal, a metal gasket and a pin. The inner sides of the upper cross arm and the lower cross arm are connected with the frame through pin shafts, and the cross arms can swing in YZ (vehicle coordinate system) planes around the pin shafts; the outer sides of the upper cross arm and the lower cross arm are connected with the wheel sets through spherical hinges, and the freedom degree of up-and-down jumping and left-and-right swinging of the wheels is provided. Through the optimization of the hard points of the guide mechanism, the wheel positioning parameters and the height change of the roll center when the wheel jumps up and down are reduced as much as possible, the suspension is ensured to have good characteristics K & C, and the whole vehicle is enabled to have good operation stability. The upper cross arm and the lower cross arm of the suspension are preliminarily designed in three dimensions according to hard point information, then the cross arm structure is optimized by using a topology optimization method, and the lightweight design requirement is met on the premise of ensuring the use strength.
Fig. 1 is an upper cross arm assembly of a guide mechanism for an independent suspension of an ultra-heavy chassis, and the upper cross arm assembly consists of an upper cross arm 1, a metal bearing 5, an oil seal 4, a metal gasket 3 and a pin 2. The upper cross arm is made of steel material, so that the design strength requirement under impact load is met; the metal bearing is made of copper material, and the friction and abrasion between the cross arm and the pin shaft can be greatly reduced under the lubricating action of lubricating grease; the oil seal plays a role in sealing, so that the lubricating oil is prevented from leaking, and external dust, water and the like are prevented from entering between the metal bearing and the pin shaft; the metal gasket plays a role in protecting the oil seal, and in addition, more importantly, the thickness of the metal gasket is enabled to protrude out of the end face of the cross arm so as to be matched with the bracket; the pin is used for fixing the metal gasket on the end face of the cross arm.
Fig. 2 shows a lower cross arm assembly of a guide mechanism for an independent suspension of an ultra-heavy chassis, wherein the lower cross arm assembly consists of a lower cross arm 6, a metal bearing 10, an oil seal 9, a metal gasket 8 and a pin 7, and the functions of all parts are the same as those of an upper cross arm assembly. The lower cross arm assembly is connected with the frame, metal gaskets are arranged on the outer sides of the two supporting legs, and the outer sides of the supporting legs are matched with the support. The shoulder of the lower cross arm is provided with a long hole for mounting a lower support lug of a spring.
FIG. 3 is an assembly view of the suspension system, wherein the inner side of the upper cross arm assembly is connected with the bracket through a pin shaft and can rotate around the X axis (vehicle coordinate system); the outer side of the upper cross arm is connected with the wheel set through a spherical hinge and can rotate around an X axis and a Z axis to realize the up-and-down jumping and the left-and-right steering motion of the wheels; the inner side and the outer side of the lower cross arm assembly are the same as the upper cross arm assembly in structure and movement form, and the hydro-pneumatic spring slightly swings in the long hole of the lower cross arm only in the wheel jumping process.
Fig. 4 is a suspension kinematics simulation model. The upper cross arm and the lower cross arm are simulated by mass rods, the inner side of the cross arm is connected with the frame through a rotating pair, and the outer side of the cross arm is connected with the wheel set through a spherical hinge pair; the hydro-pneumatic spring is simulated by two mass rods which move relatively, the lower end of the hydro-pneumatic spring is connected with a lower cross arm through a spherical hinge pair, the upper end of the hydro-pneumatic spring is connected with the frame through a spherical hinge pair, and a hydro-pneumatic spring piston is connected with the cylinder body through a cylindrical pair; the connection of the above structures and kinematic pairs realizes the movement of the wheels and the guide mechanism. The rotation angle of the spherical hinge reaches at least 40 degrees, and the bearing capacity is not less than 20 t.
By utilizing a suspension kinematic simulation model, the optimization aims of minimizing the wheel positioning parameters and the height change of a roll center when a wheel jumps up and down, and the suspension is ensured to have good characteristics K & C by optimizing a hard point of a guide mechanism, so that the whole vehicle has good operation stability. The specific optimization steps are as follows:
(1) setting Y, Z coordinate variation range of the center points of the inner sides of the upper cross arm and the lower cross arm assembly:
the variation range of the Z coordinate of the upper cross arm assembly is within +/-100 mm of the Z coordinate of the upper interface of the knuckle; the variation range of the Y coordinate of the upper cross arm assembly is A +/-100 mm; a is half of the distance between the longitudinal beams on the frame. The Z coordinate variation range of the lower cross arm assembly is +/-100 mm of the Z coordinate of the lower interface of the steering knuckle; the Y coordinate variation range of the lower cross arm assembly is B +/-100 mm; and B is half of the distance between the lower longitudinal beams of the frame.
(2) Selecting Y, Z coordinates of the central points of the inner sides of a group of upper cross arms and lower cross arms in the coordinate change range, and enabling the wheels to work under the required limit working condition according to each group of selected coordinates to obtain a kingpin inclination angle, a wheel camber angle, a wheel track and a roll center height change curve corresponding to each group of coordinates; and selecting Y, Z coordinates of the central points of the inner sides of the upper cross arm and the lower cross arm assembly when the four change curves of the kingpin inclination angle, the wheel camber angle, the wheel track and the roll center height all meet the requirements.
The lower cross arm assembly is provided with a notch as deep as possible in the inner side and the outer side on the premise of meeting the structural strength, and the shape of the notch is determined by the following method:
firstly, under the required limit working condition, the limit load borne by a spherical hinge arranged at the outer side of a lower cross arm assembly; carrying out structural topology optimization on the lower cross arm assembly without the opening to determine an optimal load transfer path; fig. 5 is a topological optimization model of the upper and lower cross arms, and a material mode adopts a variable density process (SIMP process).
Secondly, opening a gap in an area formed by the optimal load transfer path and the inner side of the lower cross arm assembly;
thirdly, checking the structural strength and the motion interference, and if the structural strength and the motion interference meet the requirements, determining that the current notch is the final notch; if the structural strength meets the requirement of the safety coefficient and the motion interference does not meet the requirement, changing the position or size of the opening in the area according to the motion interference part, and executing the third step again; if the structural strength does not meet the safety coefficient requirement and the motion interference meets the requirement, mounting a reinforcing rib on the inner side of the notch, and executing the third step again; or reducing the gap and executing the third step again; if the structural strength and the motion interference do not meet the requirements, changing the position distance between the inner side of the lower cross arm assembly and the frame and the arm length of the lower cross arm assembly, and executing from the first step again.
The unit density of 1 after optimization solution represents that the material at the unit position is important and needs to be reserved, and the unit density of 0 is close to represent that the material at the unit position is unimportant and can be removed, so that the high-efficiency utilization of the material is achieved, the lightweight structure design is realized, and the upper cross arm structure and the lower cross arm structure obtain more reasonable material distribution and force transmission paths after topology optimization. On the premise of meeting the design requirements, the weight of the vehicle is reduced as much as possible, and the service performances of the vehicle, such as maneuverability, cross-country capability and reliability, are improved.
FIG. 6 is a stress diagram of upper and lower cross arms, used to check whether the strength of the cross arm meets the requirements under typical conditions; the checked working conditions comprise 3 times of static load working conditions, emergency braking working conditions and rollover working conditions, and the strength safety coefficient of the upper cross arm and the lower cross arm of each working condition is required to be not less than 2; if the local stress of the cross arm does not meet the strength requirement, iterative optimization needs to be carried out on the cross arm until the strength requirement is met.
The invention has not been described in detail in part of the common general knowledge of those skilled in the art.
Claims (6)
1. The utility model provides an independent suspension guiding mechanism for overweight chassis which characterized in that: the inner sides of the upper cross arm assembly and the lower cross arm assembly are connected with the frame through pin shafts and can swing in a YZ plane around the pin shafts; the outer sides of the upper cross arm assembly and the lower cross arm assembly are respectively connected with upper interfaces and lower interfaces of steering knuckles of the wheel sets through spherical hinges, and the spherical hinges provide freedom degrees capable of realizing up-and-down jumping and left-and-right swinging of wheels; the lower cross arm assembly is provided with a notch as deep as possible on the inner side and the outer side on the premise of meeting the structural strength; the YZ plane is a coordinate plane defined in a vehicle coordinate system;
the characteristic K & C of the suspension is ensured to meet the requirement by optimizing the hard point of the guide mechanism; the optimization of the hard point of the guide mechanism comprises the optimization of Y, Z coordinates of the central points of the inner sides of the upper cross arm and the lower cross arm assembly;
the optimization of the hard point of the guide mechanism is realized by the following specific method:
setting Y, Z coordinate variation range of the center points of the inner sides of the upper cross arm and the lower cross arm assembly; selecting Y, Z coordinates of the central points of the inner sides of a group of upper cross arms and lower cross arms in the coordinate change range, and enabling the wheels to work under the required limit working condition according to each group of selected coordinates to obtain a kingpin inclination angle, a wheel camber angle, a wheel track and a roll center height change curve corresponding to each group of coordinates; selecting Y, Z coordinates of the central points of the inner sides of the upper cross arm and the lower cross arm assembly corresponding to the change curves of the kingpin inclination, the wheel camber angle, the wheel track and the roll center height when the change curves meet the requirements;
the Y, Z coordinate variation range of the inner center points of the upper cross arm and the lower cross arm assembly is as follows:
the variation range of the Z coordinate of the upper cross arm assembly is within +/-100 mm of the Z coordinate of the upper interface of the knuckle; the variation range of the Y coordinate of the upper cross arm assembly is A +/-100 mm; a is half of the distance between the upper longitudinal beams of the frame, and the Z coordinate variation range of the lower cross arm assembly is +/-100 mm of the Z coordinate of the lower interface of the steering knuckle; the Y coordinate variation range of the lower cross arm assembly is B +/-100 mm; the B is half of the distance between the lower longitudinal beams of the frame;
the rotation angle of the spherical hinge at least reaches 40 degrees, and the bearing capacity is not less than 20 t.
2. The mechanism of claim 1, wherein: the shape of the notch is determined by the following method:
firstly, under the required limit working condition, the limit load borne by a spherical hinge arranged at the outer side of a lower cross arm assembly; carrying out structural topology optimization on the lower cross arm assembly without the opening to determine an optimal load transfer path;
secondly, opening a gap in an area formed by the optimal load transfer path and the inner side of the lower cross arm assembly;
thirdly, checking the structural strength and the motion interference, and if the structural strength and the motion interference meet the requirements, determining that the current notch is the final notch; if the structural strength meets the requirement of the safety coefficient and the motion interference does not meet the requirement, changing the position or size of the opening in the area according to the motion interference part, and executing the third step again; if the structural strength does not meet the safety coefficient requirement and the motion interference meets the requirement, mounting a reinforcing rib on the inner side of the notch, and executing the third step again; or reducing the gap and executing the third step again; if the structural strength and the motion interference do not meet the requirements, changing the position distance between the inner side of the lower cross arm assembly and the frame and the arm length of the lower cross arm assembly, and executing from the first step again.
3. The mechanism of claim 1, wherein: the upper cross arm assembly comprises an upper cross arm, a metal bearing, an oil seal, a metal gasket and a positioning pin; the inner side of the upper cross arm is provided with a pin shaft mounting hole, a metal bearing is mounted in the mounting hole, the outer end of the metal bearing is provided with an oil seal, the outer side of the oil seal is provided with a metal gasket, and the position of the metal gasket is fixed through a positioning pin.
4. The mechanism of claim 1, wherein: the lower cross arm assembly comprises a lower cross arm, a metal bearing, an oil seal, a metal gasket and a positioning pin; the inner side of the lower cross arm is provided with a pin shaft mounting hole, a metal bearing is mounted in the mounting hole, the outer end of the metal bearing is provided with an oil seal, the outer side of the oil seal is provided with a metal gasket, and the position of the metal gasket is fixed through a positioning pin.
5. The mechanism of claim 3 or 4, wherein: the thickness of the metal gasket protrudes out of the end face of the pin shaft mounting hole.
6. The mechanism of claim 4, wherein: the lower cross arm is provided with a long hole for mounting a lower spring lug.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811108723.8A CN109398013B (en) | 2018-09-21 | 2018-09-21 | An independent suspension guide mechanism for an ultra-heavy chassis |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811108723.8A CN109398013B (en) | 2018-09-21 | 2018-09-21 | An independent suspension guide mechanism for an ultra-heavy chassis |
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| CN109398013A CN109398013A (en) | 2019-03-01 |
| CN109398013B true CN109398013B (en) | 2021-04-13 |
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| CN201811108723.8A Active CN109398013B (en) | 2018-09-21 | 2018-09-21 | An independent suspension guide mechanism for an ultra-heavy chassis |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111429789B (en) * | 2020-05-07 | 2024-07-19 | 覃琦 | Double-wishbone suspension model teaching aid |
| CN114970228B (en) * | 2021-11-18 | 2024-09-13 | 北京航天发射技术研究所 | Lightweight design analysis method and related device for cross arm of extra-heavy chassis suspension |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPH03220009A (en) * | 1990-01-24 | 1991-09-27 | Nissan Motor Co Ltd | Suspension device for automobile |
| US7891684B1 (en) * | 2009-11-11 | 2011-02-22 | GM Global Technology Operations LLC | Decoupled 5-link independent rear suspension |
| US8328212B1 (en) * | 2011-06-28 | 2012-12-11 | Honda Motor Co., Ltd. | Vehicle suspension and method |
| CN105856996B (en) * | 2016-03-30 | 2018-05-22 | 北京航天发射技术研究所 | A kind of independent suspension system for superduty chassis |
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