重卡悬架推力杆优化设计分析

重型卡车在使用过程中存在严重的推力杆失效现象,易造成车辆停驶和经济损失.推力杆主要应用于卡车或客车的非独立悬架的单轴或双后桥平衡悬架上,联接着车架与车桥.根据推力杆的结构和承载力的不同分为I字型推力杆和V型推力杆,I字型推力杆在以奔驰、斯太尔平台为主的车型中占绝对优势,而V型推力杆主要在断开式平衡悬架、空气悬架、橡胶悬架系统中得到广泛应用.本文以某重卡车型为例(其基本参数见表1),重点介绍I字型推力杆的优化设计,其分析方法同样适用于V型推力杆的设计. 2推力杆受力分析 2.1各轴垂直载荷分配 根据力和力矩平衡关系列方程,计算得到轴荷分配结果如表2所示.     

悬架推力杆对车架应力的分析与研究

危化品运输车一般适用于国道和城市道路,路况较好,客户常会选择空气悬架配置。但空气悬架的推力杆对于车架局部作用力大,易造成车架大梁开裂的风险。推力杆对车架应力究竟有多大影响,目前仿真分析不能准确模拟出此处车架应力情况。通过对不同驱动形式匹配空气悬架的车架进行分析对比,结合试验情况与电测应力情况,探讨不同驱动轴荷下,空悬处车架结构的适配情况,旨在对空悬配置车架后桥结构的设计有所启发。     

基于ADAMS对商用车推力杆布置及整车平顺性的仿真分析和探讨

平衡悬架作为目前国内双后桥车型的重要结构,目前大量应用于公路车和工程车等双后桥车型。其中推力杆作为平衡悬架连接悬架与车桥、车架的重要零件,是平衡悬架四连杆机构的主要组成部分。平衡悬架四连杆机构实际工作过程中是一个不断运动的状态,推力杆的布置和胶芯刚度会影响整个机构的性能。针对四连杆机构的布置,目前国内外主要存在水平布置以及向下偏摆一定角度布置两种布置形式。为评判平衡悬架四连杆机构对平顺性的影响,采用Adams虚拟样机技术,根据多体动力学原理,以国内某6x4牵引车为原型建立整车仿真模型,通过对平衡悬架四连杆机构布置的调整,以及推力杆胶芯各向刚度的优化,结合国外某知名设计公司平顺性调试用的减速带工况对整车平顺性进行仿真,分析并优化推力杆布置。     

基于Abqus-Mooney-Rivlin模型对商用车推力杆的分析

平衡悬架作为目前国内双后桥车型的重要结构,大量应用于公路和工程车双后桥车型。其中推力杆作为平衡悬架连接悬架与车桥、车架的重要零件,其主要作用是克服钢板弹簧(或空气弹簧)只能传递垂直力和侧向力而不能传递牵引力、制动力的问题,并在转弯、凹凸路面产生与扭转相应的反作用力矩。推力杆由胶芯、杆体以及外套组成。胶芯主要由橡胶组成,由于橡胶材料特性复杂,其力学问题的理论计算非常困难,这对推力杆橡胶强度理论计算提出了较高要求。针对上述问题,文主要进行了以下几方面的工作:(1)橡胶元件性能的基础研究。在橡胶材料本构关系的基础上深入研究橡胶材料的参数,根据硬度和弹性模量关系的实验数据,得到橡胶材料硬度与Mooney-Rivlin模型中C1、C2的一般关系,并进一步分析橡胶元件的强度;(2)橡胶件应力应变关系研究。借助有限元和断裂力学分析,对橡胶-金属结构进行研究,分析橡胶在载荷作用下应变的变化,以及推力杆各向刚度,为平顺性分析提供依据;(3)推力杆可靠性分析。模拟各种工况下推力杆的可靠性,保证零部件强度。     

空气悬架客车方向发摆的原因分析

对当前客车用前空气悬架存在由于推力杆结构布置形式引起方向发摆的原因进行分析。     

客车空气悬架的使用和维护

空气悬架是目前国内中高档客车底盘受到青睐的一种悬架型式,它主要由空气弹簧、压力保护阀、高度控制阀以及筒式减振器、钢板弹簧、均衡梁、纵向推力杆和横向推力杆等部件构成。空气弹簧的布置一般有“前2后2”或“前2后4”2种型式。前悬架空气弹簧的高度分别由左右2个高度控制     

空气悬架用推力杆球铰结构与特点

主要介绍空气悬架用推力杆球铰的类型,重点介绍应用最广的轴向压缩和径向压缩球铰的结构和性能特点及其生产工艺和选型。     

SH361型交通牌汽车中后桥小推力杆球头结构的改进设计

SH361型交通牌汽车的中、后桥小推力杆装在后悬挂的下方,控制中、后轴的轴距。该推力杆距地面较近,受力复杂,工作情况比较恶劣,要求推力杆具有足够的刚度和强度,以承受纵向拉力或压力;传力中,应减少冲击以减轻对传动轴和中、后桥各传力齿轮的冲击,     

40 t重型汽车平衡悬架用推力杆的强度设计

建立了40t重型汽车平衡悬架用推力杆的简单受力分析模型,进行了有限元分析计算,并根据有限元分析结果进行了推力杆结构强度优化设计.针对优化后推力杆所进行的扭转试验、拉伸试验、弯曲试验和疲劳试验表明,优化设计后的推力杆完全满足40 t重型汽车平衡悬架的使用强度要求.     

优软：油气悬架(液力空气悬架)其实是空气悬架的一种——新标实施加速空气悬架推广应用

<正>从全球来看,挂车和商用车(卡车、客车)的悬架一直主要采用钢板弹簧悬架(各吨位商用车、挂车前/后桥)、螺旋弹簧悬架(轻型商用车前桥、后桥)和普通空气悬架(挂车车桥及轻/中/重型商用车后桥),少部分采用橡胶悬架(轻/中/重型商用车后桥);而近年来,曾一直主要应用于大型矿用汽车和多轴特     

三轮摩托车无后桥调节杆机械式制动系统的可行性分析及CAD辅助设计

大部分三轮摩托车和三轮电动车机械制动型后悬架均采用有后桥调节杆结构,该结构的后悬架系统对制动系统影响不大,一般均能保证制动系统性能稳定,但后桥调节杆大多采用正、反向调节螺栓、螺母结构,行驶中容易松动或脱落,造成后桥中心线相对车身倾斜微小角度,车身纵向中心偏离直线行驶方向,存在左右车轮制动器制动不平衡等安全隐患。     

重卡提升桥控制系统对比及应用

提升桥的使用,可减轻车辆的自重,降低油耗,减少轮胎的磨损,能为用户带来良好的经济效益。由于通过气囊将提升桥提升,气囊具有良好的非线性弹性特性,用于车辆悬架装置中可以明显改善车辆的操纵稳定性和行驶平顺性,同时可以减轻重载车辆对路面的破坏,在重卡上得到广泛的应用。本文对提升桥悬架结构形式进行简述,对比分析了目前几种提升桥控制系统各自优缺点。     

日野ZY240H载货自卸车制动系统

日野ＺＹ２４０Ｈ２０吨自卸车的制动系统采用双回路独立全气压式工作系统，前轮和后轮制动各用一个独立执行气压制动回路，前桥和后桥后轮采用膜片制动气室，后桥前轮设置了弹簧储能复合制动气室，又设置了一套手动控制的制动系统，作为紧急制动系统失效后的第二种制动方法。另外，还有排气缓速装置和机械手制动，详细介绍了该系统的工作原理和主要部件的功用。     

紧凑型扭杆弹簧悬架设计中车轮定位参数的计算

紧凑型扭杆弹簧悬架是普及型轿车中采用的一种主要的悬架结构形式。它属于纵臂式悬架,只能用于后轮,且不能用于转向轮,因此其定位参数只有车轮前束和外倾角两种。决定后轮定位参数的主要是与纵摆臂中制动鼓定位销轴空间有关的轴和孔的加工精度。对其几何模型和力学模型进行了分析,给出了该悬架车轮定位参数的计算方法,并以某车型为例进行了对比计算。     

Effect of Connecting the Front and Rear Air Suspensions of a Vehicle on the Transmissibility of Road Undulation Inputs

Airsprings have been used for vehicle suspensions over the last 40 years. They are mostly used as independent suspensions. Analysis of air springs available in literature is mostly limited to a single-degree-of-freedom system or a two-degrees-of-freedom system only in the translation mode. This paper deals with a model of a vehicle where the front and the rear springs are connected by a capillary tube. A two-degrees-of-freedom model having motion in bounce and pitch mode is presented. Equations of mass flow are linearized on the assumption of small variations in volume and pressure. Expressions for the transmissibility and the phase angle in the bounce and the pitch mode are derived. Road inputs to the front and the rear axles are assumed to be identical except for a phase difference between them. The effect of the capillary flow coefficient and that of the phase angle between the front and the rear axle excitation are studied. It is shown that an optimum value of the capillary flow coefficient exists which minimizes the transmissibility of motion in both modes over the entire frequency range. It is also observed that a phase angle of 180 degrees presents ideal transmissibility characteristics. Thus, a promising application of air springs for a vehicle suspension is presented.     

Effect of Connecting the Front and Rear Air Suspensions of a Vehicle on the Transmissibility of Road Undulation Inputs

SUMMARY

Airsprings have been used for vehicle suspensions over the last 40 years. They are mostly used as independent suspensions. Analysis of air springs available in literature is mostly limited to a single-degree-of-freedom system or a two-degrees-of-freedom system only in the translation mode. This paper deals with a model of a vehicle where the front and the rear springs are connected by a capillary tube. A two-degrees-of-freedom model having motion in bounce and pitch mode is presented. Equations of mass flow are linearized on the assumption of small variations in volume and pressure. Expressions for the transmissibility and the phase angle in the bounce and the pitch mode are derived. Road inputs to the front and the rear axles are assumed to be identical except for a phase difference between them. The effect of the capillary flow coefficient and that of the phase angle between the front and the rear axle excitation are studied. It is shown that an optimum value of the capillary flow coefficient exists which minimizes the transmissibility of motion in both modes over the entire frequency range. It is also observed that a phase angle of 180 degrees presents ideal transmissibility characteristics. Thus, a promising application of air springs for a vehicle suspension is presented.     

An Investigation of the Origins of Vibration of an Automobile Rear Axle

An investigation was carried out to determine the origins of vibration of an automobile rear axle with the object of establishing the significance of road-surface-induced vibratory inputs. This was achieved by measuring the vibratory acceleration of the rear axle of an automobile as it traverses straight sections of typically paved roads, at uniform speeds, then comparing the results with those obtained by laboratory simulation.

The investigation revealed significant levels of vertical, longitudinal and, to a much lesser extent, lateral vibrations. The main source of vertical vibrations is shown to be induced mainly by vertical displacements imposed by the road-surface irregularities on the vehicle tyres. The longitudinal and lateral components are shown to be induced mainly by the engine and the drive-line (including tyre/wheel assemblies) as well as due to coupling between the vertical, longitudinal and lateral motions of the rear axle imposed by the geometry of the rear axle suspension.     

Independent Suspension, Self Steered Axle, and 4WS for Busses

The dynamic behavior of commercial vehicles fitted with differentr types of suspension mechanisms and steering devices is investigated in this paper. Six vehicle models have been constructed: 2WS-SA is a standard two wheel steering bus with solid axles; 2WS-DW is a 2WSA vehicle with independent double wishbone suspension in front and rear axles; SSA-SA is a 2WS system with solid axles, the rear one being mounted on a self steered mechanism; SSA-DW is a vehicle with independent double wishbone suspension in the front axle, and a solid self steered rear axle; 4WS-SA has four wheel steering with solid axles; and 4WS-DW is a 4WS vehicle with independent double wishbone suspension in front and rear axles. The dynamic response of these models has been assessed in terms of lateral acceleration, yaw velocity, tire forces, tire force reserves, and slip angles. The expected advantages of a 4WS system (higher acceleration rates and lower slip angles) will be corroborated but, at the same time, it will be shown that they are obtained at the cost of lower force reserves. Self steered mechanisms produce smaller body slip angles, but it will be shown that they give rise to larger yaw velocity overshootings. The particular independent suspension analyzed does not show significant improvements with respect to the solid axle counterpart.     

板簧变形与制动振跳分析

操纵稳定性是汽车重要性能,车桥摆振严重恶化汽车操纵稳定性,制动振跳是车桥摆振的表现形式之一。文章通过理论与试验相结合的方式探索制动振跳的诱发因素,对可能影响制动振跳的悬架布置形式、铜板弹簧刚度、前后轴制动力及其分配、前后轮抱死时间差、前桥下沉量、悬架系统阻尼等因素进行全面分析,简述了其对制动振跳的影响。然后根据装配工艺性、行驶平顺性等约束条件进行综合考虑,得出解决问题的方案。     

后桥参数对螺旋弹簧非独立悬架侧倾刚度影响研究

螺旋弹簧非独立悬架是一种复合式悬架,装有该类后悬架的轿车,其后桥的结构形式对后悬架的刚度特性有重要影响。通过对螺旋弹簧非独立悬架刚度分析,推导了该类悬架的后桥各主要参数与侧倾角刚度的理论表达式。基于桑塔纳车的相关数据,分析了各参数的改变对悬架侧倾角刚度的影响,为该类悬架的进一步改进设计提供了理论依据。