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課題名稱
可控并聯(lián)雙筒式減振器設(shè)計(jì)
課題來(lái)源
基金項(xiàng)目
課題類型
AY
指導(dǎo)教師
肖艷秋
學(xué)生姓名
師國(guó)賓
學(xué) 號(hào)
200802010431
專 業(yè)
機(jī)械設(shè)計(jì)制造及其自動(dòng)化
減震器是改善汽車平順性的最好途徑,它是安裝在車體與負(fù)重輪之間的一個(gè)阻尼元件,其作用是衰減車體的振動(dòng)并阻止共振情況下車體振幅的無(wú)限增大,能減小車體振動(dòng)的振幅和振動(dòng)次數(shù),因而能延長(zhǎng)彈性元件的疲勞壽命和提高人乘車的舒適性。
調(diào)研材料的準(zhǔn)備:查閱《汽車?yán)碚摗?,《汽車底盤(pán)構(gòu)造》,《汽車設(shè)計(jì)課程設(shè)計(jì)指導(dǎo)書(shū)》等相關(guān)書(shū)籍,以及從網(wǎng)上瀏覽下載的一些畢業(yè)設(shè)計(jì)方面的資料。
設(shè)計(jì)目的:畢業(yè)設(shè)計(jì)是教學(xué)過(guò)程的最后階段采用的一種總結(jié)性的實(shí)踐教學(xué)環(huán)節(jié)。通過(guò)畢業(yè)設(shè)計(jì),能使學(xué)生綜合應(yīng)用所學(xué)的各種理論知識(shí)和技能,進(jìn)行全面、系統(tǒng)、嚴(yán)格的技術(shù)及基本能力的練習(xí)。它可以總結(jié)檢查學(xué)生在校期間的學(xué)習(xí)成果,是評(píng)定畢業(yè)成績(jī)的重要依據(jù);同時(shí)通過(guò)畢業(yè)設(shè)計(jì),也使學(xué)生對(duì)某一課題作專門深入系統(tǒng)的研究,鞏固、擴(kuò)大、加深已有知識(shí),培養(yǎng)綜合運(yùn)用已有知識(shí)獨(dú)立解決問(wèn)題的能力
要求: (1) 要求一定要有結(jié)合實(shí)際的某項(xiàng)具體項(xiàng)目的設(shè)計(jì)或?qū)δ尘唧w課
題進(jìn)行有獨(dú)立見(jiàn)解的論證,并要求技術(shù)含量較高;
(2) 設(shè)計(jì)或論文應(yīng)該在計(jì)劃所規(guī)定的時(shí)限內(nèi)完成;
(3) 書(shū)面材料:框架及字?jǐn)?shù)應(yīng)符合規(guī)定。。
設(shè)計(jì)思路與預(yù)期成果:根據(jù)相關(guān)資料,運(yùn)用相關(guān)專業(yè)知識(shí)進(jìn)行合理的假設(shè)與計(jì)算研究,最后成果要滿足減振器的一般性能要求,且完成設(shè)計(jì)的主要內(nèi)容。
時(shí)間安排:
第1-3周:查閱相關(guān)資料,整體上了解畢業(yè)設(shè)計(jì)。
第4周:完成開(kāi)題報(bào)告及其文獻(xiàn)綜述。
第5-10周:減振器設(shè)計(jì)方案分析及各種參數(shù)的計(jì)算
第10-11周:校核設(shè)計(jì)方案的部件。
第11-13周:繪制總裝配圖和組件圖。
第14周:手工繪制裝配圖。
第15-17周:整理書(shū)寫(xiě)設(shè)計(jì)說(shuō)明書(shū)。
第18周:準(zhǔn)備答辯。
指導(dǎo)教師簽名: 日期:
鄭州輕工業(yè)學(xué)院畢業(yè)設(shè)計(jì)(論文)開(kāi)題報(bào)告
綜述題目:可控并聯(lián)雙筒式減震器 專業(yè)班級(jí):機(jī)制08-4 姓名:師國(guó)賓 學(xué)號(hào):200802010431
文獻(xiàn)綜述
題 目 可控并聯(lián)雙筒式減震器設(shè)計(jì)
學(xué)生姓名 師國(guó)賓
專業(yè)班級(jí) 機(jī)制08-4班
學(xué) 號(hào) 200802010431
院 (系) 機(jī)電工程學(xué)院
指導(dǎo)教師(職稱) 肖艷秋(副教授)
完成時(shí)間 2012年 3月10日
5
可控并聯(lián)雙筒式減震器設(shè)計(jì)
1 摘要
通過(guò)查閱國(guó)內(nèi)外文獻(xiàn),以及網(wǎng)上搜索,對(duì)減振器的發(fā)展?fàn)顩r有了較為深入的了解,認(rèn)識(shí)到我國(guó)與國(guó)外目前減振器發(fā)展的現(xiàn)狀,以及國(guó)內(nèi)外汽車行業(yè)的一些優(yōu)勢(shì)和劣勢(shì),簡(jiǎn)單了解了國(guó)外汽車行業(yè)的經(jīng)典產(chǎn)品,和我國(guó)這方面的發(fā)展史,認(rèn)清我國(guó)與美國(guó)等國(guó)的減振器行業(yè)的差距,探索下我國(guó)減振器行業(yè)的發(fā)展前景,以及發(fā)展中應(yīng)該努力的方向和應(yīng)該注意的問(wèn)題。
關(guān)鍵詞:文獻(xiàn),減振器,發(fā)展,前景
2 引言
減振器主要是用于減小或削弱振動(dòng)對(duì)設(shè)備與人員影響的一個(gè)部件。它起到衰減和吸收振動(dòng)的作用。使得某些設(shè)備及人員免受不良振動(dòng)的影響,起到保護(hù)設(shè)備及人員正常工作與安全的作用,因此它廣泛應(yīng)用于各種機(jī)床、汽車、摩托車、火車、輪船、飛機(jī)及坦克等裝備上。近年來(lái),尤其是高速公路的不斷發(fā)展及鐵路的火車提速、飛機(jī)的頻繁起降等,對(duì)減振器的要求愈來(lái)愈高。人們不但要求安全可靠,而且要求旅途舒適,對(duì)此減振器起著舉足輕重的作用。當(dāng)然我國(guó)和其它國(guó)家機(jī)械行業(yè)發(fā)展進(jìn)程不太一樣,尤其是和發(fā)達(dá)國(guó)家的汽車行業(yè),比如美國(guó)、日本,差距相對(duì)較大。關(guān)于減振器我們國(guó)家和它們的發(fā)展?fàn)顩r怎么樣呢?
3 正文
3.1 國(guó)外減振器發(fā)展?fàn)顩r
主要探討以美國(guó)日本為首的發(fā)達(dá)國(guó)家減振器發(fā)展?fàn)顩r,如我們所知,減振器是主要應(yīng)用于汽車上的,相比較來(lái)說(shuō),我國(guó)汽車行業(yè)起步晚,故美日靠等國(guó)汽車行業(yè),起步早,有悠久的理論技術(shù)基礎(chǔ)和相關(guān)應(yīng)用實(shí)踐,作為汽車上相對(duì)較為重要的零部件來(lái)說(shuō),那也是同理,技術(shù)頂尖的減振器廠家及科學(xué)家都集中在國(guó)外。像目前世界上生產(chǎn)減振器最大的企業(yè),美國(guó)天納克(TA)汽車工業(yè)公司是世界最著名的減振器生產(chǎn)商,也是目前全球最大的專業(yè)生產(chǎn)減振器的廠家,其生產(chǎn)的充氣式減振器符合美國(guó)軍用標(biāo)準(zhǔn)。同時(shí)還不斷推出新的減振器,推動(dòng)減振器技術(shù)不斷向更高技術(shù)水平發(fā)展。
比如懸架中運(yùn)用最廣泛的麥弗遜式懸架結(jié)構(gòu),都是國(guó)外經(jīng)典的產(chǎn)品,對(duì)應(yīng)的麥弗遜支柱式減振器,它是隨著前輪驅(qū)動(dòng)汽車的出現(xiàn),二十世紀(jì)七十年代以來(lái),制造商開(kāi)始采用麥弗遜式減振器。這種減振器是二十世紀(jì)六十年代通用公司麥弗遜工程師研制成功的。他把螺旋彈簧、液壓減振器和上懸架臂桿組成一個(gè)緊湊的部件。其主要優(yōu)點(diǎn)是體積小,適合前輪驅(qū)動(dòng)汽車,可在與變速器組成一體的驅(qū)動(dòng)橋上應(yīng)用。另外,有一種電子控制減振器,能根據(jù)道路狀況、車速和驅(qū)動(dòng)形式自動(dòng)調(diào)節(jié)懸架軟、中、硬三種剛度。該減振器通過(guò)在汽車保險(xiǎn)杠下方裝有一個(gè)帶聲納的測(cè)量部件監(jiān)測(cè)路面狀況,把測(cè)得的數(shù)據(jù)輸入處理單元,然后調(diào)節(jié)減振器中的按鍵,以改變液流通道的尺寸。這種經(jīng)典產(chǎn)品至今仍為令人津津樂(lè)道,運(yùn)用也是相對(duì)廣泛。
還有充氣式減振器,它是二十世紀(jì)六七十年代以來(lái)發(fā)展起來(lái)的一種新型減振器。充氣式減振器的特殊結(jié)構(gòu)和充氣參數(shù),可以大大地降低噪音,并有利于保證活塞高速運(yùn)動(dòng)時(shí)的阻尼特征,同時(shí)減振器上的減振支柱實(shí)質(zhì)上屬于雙筒結(jié)構(gòu),它除了阻尼減振還有如下附加功能:他和控制臂一起對(duì)車輪進(jìn)行導(dǎo)向,國(guó)外對(duì)充氣式減振器的研究已經(jīng)發(fā)展到電子控制式減振器。這類產(chǎn)品目前成本較高,應(yīng)用較少,相關(guān)研究所主要集中在國(guó)外。
3.2 國(guó)內(nèi)減振器發(fā)展?fàn)顩r
我國(guó)自從1956年一汽底盤(pán)分廠按蘇聯(lián)提供的圖紙仿制出國(guó)內(nèi)第一支搖臂式汽車減振器;上海汽車底盤(pán)廠按美式汽車減振器式樣仿制出國(guó)內(nèi)第一支筒式汽車減振器后,到20世紀(jì)70年代基本上全部采用了筒式減振器.筒式減振器有單筒式和雙筒式之分有資料表明我國(guó)每年全國(guó)的減振器年總產(chǎn)量只是美國(guó)底特律汽車城一個(gè)減振器生產(chǎn)公司年產(chǎn)量的20%~30%,而且國(guó)產(chǎn)減振器屬于中、低檔減振器,經(jīng)濟(jì)效益遠(yuǎn)遠(yuǎn)趕不上國(guó)外發(fā)達(dá)國(guó)家的水平;國(guó)內(nèi)減振器的品種單調(diào),適用車型有限.由于賽車、跑車等高檔車型在我國(guó)還沒(méi)有得到發(fā)展,適用于此類車輛的減振器技術(shù)在國(guó)內(nèi)還是一項(xiàng)空白.但隨著我國(guó)人民生活水平的提高,中國(guó)的轎車發(fā)展水平必將要求達(dá)到國(guó)際水平。
據(jù)調(diào)查,目前國(guó)內(nèi)雙筒液阻減振器配套產(chǎn)能有過(guò)剩趨勢(shì),生產(chǎn)高檔次減振器的不多。單筒充氣式減振器國(guó)內(nèi)生產(chǎn)廠家正在消化吸收設(shè)計(jì)技術(shù)和提高制造工藝技術(shù)階段,產(chǎn)品質(zhì)量還沒(méi)很過(guò)關(guān)。對(duì)于充氣式減振器的研究也主要集中在單缸充氣式汽車減振器方面。在郭孔輝院士的領(lǐng)導(dǎo)下,長(zhǎng)春汽車研究所作了大量的試驗(yàn)工作,積累了一些經(jīng)驗(yàn)。但由于橡膠的壽命不過(guò)關(guān)及設(shè)計(jì)、制造等多方面因素的影響,一直沒(méi)有形成比較成熟的技術(shù)。
我國(guó)生產(chǎn)同時(shí)液阻減振器已經(jīng)有幾十年的歷史,并具有較大的研發(fā),設(shè)計(jì),生產(chǎn)規(guī)模。目前滿足國(guó)內(nèi)汽車市場(chǎng)的各種減振器大部分是由國(guó)內(nèi)廠商生產(chǎn)的。但我國(guó)的筒式液阻減振器技術(shù)水平在總體上與國(guó)外還存在較大差距。主要缺點(diǎn)是產(chǎn)品結(jié)構(gòu)單一,具有自主產(chǎn)權(quán)的先進(jìn)減振器產(chǎn)品很少,制造工藝水平也參差不齊,產(chǎn)品工作穩(wěn)定性較差。漏油、噪聲等問(wèn)題還普遍存在,亟待解決。
4 結(jié)構(gòu)分析
雙筒式指減震器有內(nèi)外兩個(gè)筒,活塞在內(nèi)筒中運(yùn)動(dòng),由于活塞桿的進(jìn)入與抽出,內(nèi)筒中油的體積隨之增大與收縮,因此要通過(guò)與外筒進(jìn)行交換來(lái)維持內(nèi)筒中油的平衡。所以雙筒減震器中要有四個(gè)閥,即除了上面提到的活塞上的兩個(gè)節(jié)流閥外,還有裝在內(nèi)外筒之間的完成交換作用的流通閥和補(bǔ)償閥。
5 總結(jié)
通過(guò)以上查閱以及分析有關(guān)減振器的一些有關(guān)資料的過(guò)程,使我感慨良多。
從下表可以看出,我國(guó)減振器發(fā)展技術(shù)與國(guó)外確實(shí)有不小的差距。
表1 近10年來(lái)減振器專利數(shù)量比較
專利國(guó)別
美國(guó)
德國(guó)
俄國(guó)
日本
英國(guó)
專利數(shù)量
135
42
28
28
7
專利國(guó)別
法國(guó)
中國(guó)
加拿大
波蘭
瑞典
專利數(shù)量
21
3
1
1
1
數(shù)據(jù)來(lái)源:1912-1990年.北京:中國(guó)汽車技術(shù)研究中心
表 1
傳統(tǒng)的被動(dòng)式減振器的發(fā)展主要在于結(jié)構(gòu)的局部改進(jìn)和新材料,新工藝的應(yīng)用,以不斷改進(jìn)其使用性能。機(jī)械可調(diào)阻尼減振器具有較高的性價(jià)比,已經(jīng)在一些旅行轎車,廂式車和普通轎車上得到應(yīng)用,今后會(huì)進(jìn)一步發(fā)展。而更多的中級(jí)轎車,高級(jí)轎車上會(huì)使用阻尼連續(xù)可調(diào)的電控式減振器。電流變液和磁流變液減振器具有很好的應(yīng)用前景,但其工作介質(zhì)的性能上不能滿足實(shí)用要求。但隨著對(duì)這兩種減振器的不斷深人研經(jīng)濟(jì)一體化的浪潮以及中國(guó)汽車行業(yè)對(duì)世界完全開(kāi)放,二者必定會(huì)在汽車行業(yè)中大放異彩。
減振器都是在不斷的創(chuàng)新中發(fā)展的,專家門和設(shè)計(jì)師本著“使用方便,安全第一”的原則不斷對(duì)減振器進(jìn)行完善創(chuàng)新,使減振器的功能和安全性不斷提高。
國(guó)內(nèi)減振器制造水平已有很大提高,主機(jī)廠配套占很大比例,在中低檔轎車領(lǐng)域,基本是國(guó)產(chǎn)減振器的天下。另外,減振器的技術(shù)水平也逐步提高,與國(guó)際先進(jìn)水平的差距正在縮小,高端產(chǎn)品也有研發(fā)。減振器其中的主要問(wèn)題有:
1)液壓元件制造精度要求高,必須保證減振器油液的密封性,技術(shù)要求高和裝配比較困難,使用維護(hù)比較嚴(yán)格。
2)油液中混入空氣易影響工作性能 油液中混入空氣后,容易引起液壓油變質(zhì),使系統(tǒng)的工作性能受到影響、會(huì)影響系統(tǒng)工作的可靠性。
減振器未來(lái)的發(fā)展是向著結(jié)構(gòu)設(shè)計(jì)更合理,操作更簡(jiǎn)單,使用安全,采用新型材料,造價(jià)便宜的方向。在結(jié)構(gòu)方面可以采用可調(diào)阻尼減振器,以實(shí)現(xiàn)減振器在不同的道路條件下,起到自動(dòng)調(diào)節(jié)阻尼系數(shù)的作用。
此外,由于轎車減振器是作為一個(gè)不可拆元件整體出廠銷售的,一旦其中某個(gè)小零件發(fā)生故障或失效,整個(gè)減振器也就報(bào)廢了,因而減振器技術(shù)的發(fā)展與研究應(yīng)該成為我國(guó)汽車行業(yè)發(fā)展和水平提高的一個(gè)重要課題。
我國(guó)人數(shù)眾多,隨著汽車的應(yīng)用普遍化,已成為一個(gè)汽車使用的超級(jí)大國(guó),然而這樣汽車需求量超級(jí)大國(guó),汽車核心技術(shù)卻極其缺乏,卻成為了國(guó)外的名企代工廠,長(zhǎng)久以來(lái)國(guó)內(nèi)低端車型難以立入國(guó)際市場(chǎng),而外國(guó)的洋品牌卻在我國(guó)賣的風(fēng)聲水起,諸多尷尬局面讓我們不得不沉思。
故中國(guó)國(guó)內(nèi)的汽車零部件工業(yè)面臨前所未有的挑戰(zhàn)和機(jī)遇。筒式減振器作為汽車上大量使用的重要部件,應(yīng)予以充分的重視。大力提高國(guó)內(nèi)廠商的設(shè)計(jì)制造水平和制造技術(shù)水平,提高制造工藝水平和產(chǎn)品質(zhì)量。提高減振器產(chǎn)品的自護(hù)設(shè)計(jì)和開(kāi)發(fā)能力。同時(shí),也應(yīng)加強(qiáng)基礎(chǔ)理論的研究,提高筒式減振器的高技術(shù)含量,促進(jìn)筒式液阻減振器的現(xiàn)代設(shè)計(jì)方法的發(fā)展。相信其會(huì)有很好的市場(chǎng)空間和發(fā)展前景。
5 參考文獻(xiàn)
[1] 譚 超 懸架雙筒式液壓充氣減振器的基本結(jié)構(gòu)和工作原理
[2] 張文春 汽車?yán)碚?。機(jī)械工業(yè)出版社。2010出版
[3] 王豐元 馬明星 汽車設(shè)計(jì) 中國(guó)電力出版社. 2009出版
[4] 李世民 呂振華 汽車筒式液阻減振器技術(shù)的發(fā)展 車技術(shù),200l(8).
[5] 余 強(qiáng) 鄭慕僑.汽車懸架控制技術(shù)的發(fā)展.汽車技術(shù),1994
[6] 齊曉杰,吳濤,安永東.汽車液壓與氣壓傳動(dòng)[M].機(jī)械工業(yè)出版社,2005.(3)
[7] 陳南,張建潤(rùn),孫蓓蓓,李普.汽車震動(dòng)噪聲控制[M].人民交通出版社,2005.(8)
[8] 馬秋生,楊建偉,王寧俠.機(jī)械設(shè)計(jì)基礎(chǔ)[M].機(jī)械工業(yè)出版社,2005.(3)
[9] 吉林大學(xué),陳家瑞.汽車構(gòu)造[M].機(jī)械T業(yè)出版社,2005.(1)
[10] 周松鶴,徐烈恒.工程力學(xué)[M].機(jī)械工業(yè)出版社,2003.(2)
[11] 譚剛,李華.KYBSL20減震器演算書(shū)[J],1998.(2)
[12] 馬震來(lái).汽車液壓減震器參數(shù)優(yōu)化設(shè)計(jì)[J],2004.(3)
[13] 臧杰,閻巖.汽車構(gòu)造[M].機(jī)械工業(yè)出版社,2005.(8).
[14] 王望予.汽車設(shè)計(jì)[M].機(jī)械工業(yè)出版社,2006.(8)
[15] KoenraadReybrouck.Anonlinearparametricmodelofanautomotiveshockabsorber. SAE 1994,940869:1170~1177
[16] DuymStefaanW,RandyStiens,BaronGinoV,etal.Physicalmodelingofthehystere
ticbehaviorofauto2motiveshockabsorbers.SAE.1997
懸架系統(tǒng)原理
文獻(xiàn)翻譯
題 目 可控并聯(lián)雙筒式減震器設(shè)計(jì)
學(xué)生姓名 師國(guó)賓
專業(yè)班級(jí) 機(jī)制08-4班
學(xué) 號(hào) 200802010431
院 (系) 機(jī)電工程學(xué)院
指導(dǎo)教師(職稱) 肖艷秋(副教授)
完成時(shí)間 2012年 3月10日
懸架系統(tǒng)原理
Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio Yamamoto
Honda R&D Co.,Ltd.
摘要
本文主要研究輕型汽車前獨(dú)立懸架的設(shè)計(jì)分析方法以及輪胎磨損與懸架運(yùn)動(dòng)、前輪定位參數(shù)的關(guān)系。
首先對(duì)雙橫臂獨(dú)立懸架的各主要組成部件如減振器的選型設(shè)計(jì)、橫向穩(wěn)定桿的設(shè)計(jì)校核、扭桿彈簧設(shè)計(jì)以及對(duì)雙橫臂式和麥弗遜式獨(dú)立懸架的運(yùn)動(dòng)進(jìn)行了分析,提出了相應(yīng)的計(jì)算方法,編制了一套具有一定實(shí)用價(jià)值的前獨(dú)立懸架設(shè)計(jì)分析軟件。并且采用前輪定位儀,進(jìn)行了實(shí)驗(yàn)驗(yàn)證。
論文對(duì)雙橫臂獨(dú)立懸架參數(shù)提出以減小輪胎磨損為優(yōu)化目標(biāo),進(jìn)行了優(yōu)化設(shè)計(jì)。提出了通過(guò)優(yōu)選、調(diào)整懸架初始位置狀態(tài),以及優(yōu)化確定轉(zhuǎn)向橫拉桿斷開(kāi)點(diǎn)位置的方法,來(lái)減小輪胎磨損。同時(shí)采用正交實(shí)驗(yàn)的方法分析了雙橫臂獨(dú)立懸架各結(jié)構(gòu)參數(shù)和安裝參數(shù)對(duì)懸架性能和輪胎磨損的影響,確定出最大的影響因素及次要因素。
然后從輪胎模型入手分析前輪定位參數(shù)同輪胎磨損的關(guān)系。以輪胎磨損能量作為評(píng)價(jià)指標(biāo),選取刷子輪胎模型,對(duì)輪胎在穩(wěn)態(tài)縱滑狀態(tài)下、穩(wěn)態(tài)縱滑側(cè)偏狀態(tài)下和邊界條件下的輪胎磨損進(jìn)行了分析研究,確定了量化模型。并以輪胎側(cè)偏角為中間變量,建立了前輪定位參數(shù)同輪胎磨損之間關(guān)系的數(shù)學(xué)模型,進(jìn)行了計(jì)算機(jī)仿真計(jì)算。從而可對(duì)懸架進(jìn)行進(jìn)一步的優(yōu)化設(shè)計(jì),以減小對(duì)輪胎磨損的影響,提高車輛的行駛性能和使用經(jīng)濟(jì)性。
關(guān)鍵詞:汽車;獨(dú)立懸架;輪胎磨損;定位參數(shù)
懸架系統(tǒng)雖不是汽車運(yùn)行不可或缺的部件,但有了它人們可以獲得更佳的駕駛感受。簡(jiǎn)單的說(shuō),它是車身與路面之見(jiàn)的橋梁。懸架的行程涉及到懸浮于車輪之上的車架,傳動(dòng)系的相對(duì)位置。就像橫跨于舊金山海灣之上的金門大橋,它連接了海灣兩側(cè)。去掉汽車上的懸架就像是你做一次冷水潛泳通過(guò)海灣一樣,你可以平安的渡過(guò)整個(gè)秋天,但會(huì)疼痛會(huì)持續(xù)幾周之久。想想滑板吧!它直接接觸路面你可以感受到每一塊磚,裂隙及其撞擊。這簡(jiǎn)直就是一種令人全身都為之震顫的體驗(yàn)。當(dāng)輪子滑過(guò)路面時(shí),就會(huì)在此產(chǎn)生震動(dòng),沖擊,這種震動(dòng)的旅程時(shí)對(duì)你的身體和勇氣的檢驗(yàn)。如果你沒(méi)感到隨時(shí)都有被掀翻之勢(shì),那么你或許會(huì)樂(lè)在其中吧!這就是你會(huì)在沒(méi)有懸架的汽車上將會(huì)體驗(yàn)到的。汽車的懸架分為兩種基本類型:整體和獨(dú)立懸架。
整體懸架(也叫剛性梁,剛性軸)是聯(lián)接車輛上下兩部分的一種主要形式。正如其名,它是用一根金屬材料——軸,來(lái)連接兩側(cè)車輪的。鋼板彈簧在車架之下;在兩半軸中間裝有差速器,允許兩側(cè)的輪子以不同的角速度旋轉(zhuǎn)。
整體式懸架的車輛在行進(jìn)中,由于兩側(cè)的車輪共用一根周因此,當(dāng)某一側(cè)車輪跳動(dòng)時(shí)另一側(cè)也會(huì)隨之運(yùn)動(dòng)。它們的反饋結(jié)果就像是一個(gè)整體。可以想像的到,這不可能有舒適的駕駛體驗(yàn)的。
雖然可以借助于彈簧來(lái)衰減猛烈的震動(dòng),但仍然存在較強(qiáng)的震動(dòng)。那么,既然如此為什么還要用這種懸架呢?第一,它很堅(jiān)固,由于采用了一體化的結(jié)構(gòu),固定軸式懸架系統(tǒng)具有著其他方式懸架不可替代的承載能力。它們經(jīng)常應(yīng)用于行駛于較差路況的車輛。你可以在卡車和重載車輛上見(jiàn)到它。
一種由固定軸式懸架變形系統(tǒng)叫做TIB懸架系統(tǒng)(或叫半固定軸式)。在這種結(jié)構(gòu)中,有兩根剛性軸而非一根。這種設(shè)計(jì)可兼得較大的剛性和較好的韌性,通常用于輕卡的前懸。
另外一種基本結(jié)構(gòu)是叫做獨(dú)立懸架的系統(tǒng)。想它的名字一樣,它是由兩個(gè)獨(dú)立存在的“橋”分別連接兩側(cè)的車輪。到目前為止,這種結(jié)構(gòu)可以提供最舒適的乘坐環(huán)境,多見(jiàn)于乘用車,小型貨車和其他的小型車輛。這是目前較為流行的一種懸架系統(tǒng)。如果你喜歡較軟的懸架,那么獨(dú)立懸架無(wú)疑是最佳選擇。除了軸,車輪,輪胎,今天的懸架系統(tǒng)使用的兩個(gè)重要部件是彈簧和減震器,以增強(qiáng)車輛的安全和舒適性。
彈簧:
在一輛車上彈簧是懸架系統(tǒng)的主要部件。有集中不同的彈簧,比如扭桿彈簧,但幾乎所有的車輛都采用螺旋彈簧來(lái)構(gòu)成四輪獨(dú)立懸架系統(tǒng)。許多卡車也用螺旋彈簧,而重載卡車則使用 彈簧安裝于其后懸。
彈簧可以減緩和儲(chǔ)存來(lái)自路面的振動(dòng),沖擊等能量。它通過(guò)壓縮和伸展來(lái)衰減振動(dòng)。當(dāng)一輛車子的某一個(gè)輪子遇到一個(gè)凸起而向上跳動(dòng)時(shí),彈簧就會(huì)衰減額外的能量。以此來(lái)保證能量傳遞的連貫性,在此過(guò)程中確保車輪始終與路面保持接觸。
彈簧壓縮或伸展量的大小是由“彈簧剛度”決定的。彈簧剛度以每英寸的變形量是由多少載荷所引起來(lái)表示的。比如,1 inch/pound,所以200磅的負(fù)荷可以產(chǎn)生2 inch的變形量。彈簧變形量是由很多的因素決定的。對(duì)于螺旋彈簧而言,包括有效圈數(shù),彈簧中徑,彈簧鋼絲直徑。有效圈數(shù)越少,剛度越小。
彈簧的設(shè)計(jì)影響到車輛的舒適性與操縱穩(wěn)定性。由于彈簧衰減了大部分的能量,因而可以提供較好的駕駛環(huán)境。畢竟它可以衰減由于路面產(chǎn)生的能量。但總會(huì)有工程交換的。這種彈簧會(huì)使車輛的重心較高,從而在輪子跳動(dòng)時(shí)導(dǎo)致不穩(wěn)定工況。這種工況的產(chǎn)生是由于彈簧的壓縮和伸展的量不同而引起的。車身的“翻滾”大都發(fā)生在懸架之上。這種“翻滾”叫做載荷轉(zhuǎn)移,是由于某一車輪跳動(dòng)是汽車的重心偏移的離心力所引起的。載荷轉(zhuǎn)移可能導(dǎo)致某一車輪承受較大的附加載荷,這將會(huì)產(chǎn)生有害的拖拽力,不利于操縱穩(wěn)定性。
減振器:
懸架的另外一個(gè)重要部件是減震器。減震器在懸架系統(tǒng)中扮演著衰減振動(dòng)最后防線的角色,而這本是彈簧的職責(zé)。減振器可以衰減由于路面致使彈簧上下跳動(dòng)而產(chǎn)生的振動(dòng)的影響。人們不喜歡限程減振器;他們更喜歡阻尼器。如果不加處理——就是被你,我叫做振動(dòng)衰減器東西。減振器工作中有兩個(gè)行程――壓縮和伸張。壓縮行程發(fā)生在活塞向下運(yùn)動(dòng),在活塞套筒密閉的內(nèi)室向下擠壓液壓油。伸張行程發(fā)生在活塞向上方的套筒頂部運(yùn)動(dòng)時(shí),此時(shí)被壓縮的液體將向上充滿套筒。
如果沒(méi)有減振器,彈簧衰減的能量將會(huì)以不可控制的速率釋放。彈簧的慣性將導(dǎo)致它猛烈的彈回和擴(kuò)張。這時(shí)彈簧還可以再次被壓縮,但是又會(huì)被壓縮過(guò)量。此后,彈簧仍舊會(huì)以其自然頻率被彈回直至它的能量被摩擦力損耗完。這種作用十分不利于車輛穩(wěn)定性。
迷惑了吧? 下面是個(gè)模型(來(lái)闡釋這個(gè)概念)。如果你有一個(gè)繃帶 ——并且近日又沒(méi)用它,你可以用它做個(gè)試驗(yàn)。用手拿著它在空中使他壓縮?,F(xiàn)在,拿著一端放開(kāi)另一端,繃帶就會(huì)衰減由于地心引力而產(chǎn)生的潛在能量。(就像車上的彈簧衰減路面的振動(dòng)那樣),它會(huì)上上下下的持續(xù)很長(zhǎng)時(shí)間。如果一輛車沒(méi)有減振器的協(xié)作它就會(huì)像這樣。
你可能聽(tīng)過(guò)“支撐桿”這個(gè)單詞,或者更平常點(diǎn)的麥弗遜—支撐桿。這個(gè)桿通常是作為減震器的主要結(jié)構(gòu)部件。對(duì)于支撐桿,減振器是安裝在螺旋彈簧內(nèi)圈的。如此也可減少空間,成本也不高。許多車都用麥弗遜式的結(jié)構(gòu)。振動(dòng)和支撐桿可以幫助控制懸架在允許的范圍內(nèi)快速運(yùn)動(dòng)。這對(duì)于保持輪胎與地面接觸是很重要的。大多數(shù)的減振器在設(shè)計(jì)時(shí)更多的考慮增加彈簧伸展循環(huán)的阻力。這是因?yàn)閿U(kuò)張行程決定著汽車彈簧的重量(通常為懸架重量的50%――100%)。另一方面,壓縮行程決定著車輛的非懸架質(zhì)量(車輪,輪胎,剎車,一半的懸架質(zhì)量)。很明顯,簧上質(zhì)量要遠(yuǎn)大于簧下質(zhì)量。所有現(xiàn)代汽車的減振動(dòng)器都是快速反映類型的――懸架系統(tǒng)運(yùn)動(dòng)的越快,則減振器產(chǎn)生的阻尼力越大。這樣就使車輛適應(yīng)不同的道路狀況,且可使在運(yùn)動(dòng)行的車輛里不希望發(fā)生的運(yùn)動(dòng)得以控制。包括,振動(dòng),左右搖擺,制動(dòng)前傾,和加速后傾。
橫向穩(wěn)定桿
橫向穩(wěn)定桿(也叫作防止?jié)L動(dòng)桿)是用來(lái)協(xié)同減振器或支撐桿工作的以保持車輛的持續(xù)穩(wěn)定性。橫向穩(wěn)定桿是用金屬做成的圓桿,橫跨車輛中心線,有效的連接在懸架的兩邊。當(dāng)一個(gè)車輪上的懸架上下跳動(dòng)時(shí),橫向穩(wěn)定桿可以傳遞運(yùn)動(dòng)的能量給另一邊的車輪。這就增加了一個(gè)運(yùn)動(dòng),而且,減少了車輛的傾斜。具有特殊意義的是:它可以防止在某一單獨(dú)的車輪上的懸架產(chǎn)生較大的傾斜。由于這個(gè)原因,幾乎當(dāng)今所有的乘用車加裝了橫向穩(wěn)定桿,且示為標(biāo)配。如果沒(méi)有,也可以隨時(shí)的裝上—一點(diǎn)不難。
現(xiàn)在,你就知道它—汽車懸架的基本原理。我們只是復(fù)雜的原理簡(jiǎn)單化處理了。
未來(lái)的懸架:
當(dāng)加強(qiáng)和改進(jìn)彈簧和減振器時(shí),汽車懸架的基本設(shè)計(jì)并沒(méi)有同步進(jìn)行,也沒(méi)有什么重大革命性的發(fā)展。但是這一切都隨著B(niǎo)OSE公司的懸架品牌的引入而發(fā)生改變--就是那個(gè)在聲學(xué)因發(fā)明創(chuàng)造引以為名的公司。一些專家已經(jīng)在說(shuō)—BOSE的懸架是自汽車技術(shù)引入全獨(dú)立懸架以來(lái)在汽車懸架的最重大的進(jìn)步。
它是怎么工作的呢?BOSE的系統(tǒng)是在每一個(gè)車輪上裝一個(gè)線控電磁馬達(dá)(LEM)以控制一組減振器和彈性元件的狀態(tài)。功率放大器提供電力對(duì)馬達(dá)在這種情況下他們的力量再生以系統(tǒng)的各壓縮。 馬達(dá)的主要好處是, 他們因具有慣性,不限制于固有的在常規(guī)基于流體的阻尼特性。所以,一個(gè)LEM可以在任何的速度伸張和壓縮,自然它可衰減乘員艙體的所有振動(dòng)。輪子的運(yùn)動(dòng)可以被很好的控制,因而,在輪子的任何運(yùn)動(dòng)狀態(tài)車體都可以保持可以接受的狀態(tài)。LEM同樣可以在汽車加、減速,轉(zhuǎn)彎時(shí)產(chǎn)生的傾角較小,讓駕駛員以更好的狀態(tài)駕駛汽車。不幸的是,當(dāng)它通常都是出現(xiàn)在高端,甚至是超豪華的車上時(shí),2009年之前是不可能有這種具有理想變換特性的懸架系統(tǒng)在普通車上見(jiàn)到的。在那以前,駕駛員所能體驗(yàn)到的仍舊是幾個(gè)世紀(jì)以來(lái)的對(duì)付不平路面的方法。
如果更深入的學(xué)習(xí)你會(huì)接觸到更加專業(yè)的知識(shí),看看特殊的彈簧和懸架的安裝了解一下它們的優(yōu),缺點(diǎn)。 多注意路上跑(的車子),并且留心那些懸架的結(jié)構(gòu),那樣你會(huì)學(xué)到不少的東西。其實(shí),在我們生活中有許多值得學(xué)習(xí)的,我們應(yīng)該做的就是注意觀察。
參考文獻(xiàn)
[1]Aoki, Kaoru, et al.: "Development an Integrated Motor Assist Hybrid System", JSAE No. 98-99 161
[2]Yamaguchi, Tetsuro: "CVT Control in the HONDA Hybrid 'IMA'", No. 9908 JSAE SYMPOSIUM, Latest Motive Power Transmission Technologies '99, p.3740
[3]Ohno, Hiroshi, et al.: "Development of a NOx Adsorptive Reaction Type Three-Way Catalyst", HONDA R&D Technical Review, Vol. 11 No. 2 (October 1999), p.45-50
[4]Fukuo, Koichi, et al.: "Development of the Ultra Low Fuel Consumption Hybrid Car 'Insight'", HONDA R&D Technical Review, Vol. 11 No. 2 (October 1999), p.1-8
[5]Hideki Tanaka, et al .: "The Effect of 0W-20 Low Viscosity Engine Oil on Fuel Economy”, SAE Paper No.1999-01-3468,Fuels and Lubricants meeting and Exposition, Toronto, Ontario, Canada, October 1999.
[6]Aoki, Kaoru, et al.: "An Integrated Motor Assist Hybrid System", SAE Paper No.2000-01-2059, Government / Industry Meeting, Washington, D.C., USA
Suspension Basics
Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara,
Hiromitsu Sato and Yoshio Yamamoto
Honda R&D Co.,Ltd.
Abstract
The method of independem suspension design is studied in detail andthe relation among suspension movement,front wheel alignment parametersand tyre wear is analysed in this paper.
Firstly,the big indpendent designmethods of main components of double-linksindependent suspension,including shock absorber’choosing,antiroU bar’scalculation,torque bar spring’s design,are presented and movement ofdouble—links indpendent suspension is analysed.So a soRware which isused to design optimal and analyse independent suspen-
sion is programmed.Meanwhile,me experiment to Verifythe result is made with the equipment ofthe front wheel alignment.
Then an optimal design t0 mjnimize tyre、vear is perfonlled,whichbrings forward me way to reduce tyre wear throu optimal choosing andmodulating origina ldenpention cture of double-1ink independent suspension andoptimizjng the cut point of track rodill。Future more,the memod oformogonal experiment is used to analyse t11e effect that tlle-stn cture a11d fixparameters of double-1ink indendent suspension have on me suspension performance and tyre wear.And the most impotent factor and second important factor confiemed.
KEY WoRDS: automobile,independent suspension,tyre wear, alignment paraeter
The suspension system, while not absolutely essential to the operation of a motor vehicle, makes a big difference in the amount of pleasure experienced while driving. Essentially, it acts as a "bridge" between the occupants of the vehicle and the road they ride on The term suspension refers to the ability of this bridge to "suspend" a vehicle's frame, body and powertrain above the wheels. Like the Golden Gate Bridge hovering over San Francisco Bay, it separates the two and keeps them apart. To remove this suspension would be like taking a cool dive from the Golden Gate: you might survive the fall, but the impact would leave you sore for weeks.
Think of a skateboard. It has direct contact with the road. You feel every brick, crack, crevice and bump. It's almost a visceral experience. As the wheels growl across the paveme
nt, picking up a bump here, a crack there, the vibration travels up your legs and settles in your gut. You could almost admit you were having fun, if you didn't feel like you were gonna toss your tacos at any second.This is what your car would feel like without a suspension system.Before we get into the individual components that make up a vehicle's ride support, let's take a look at a basic principle of design: solid axle vs. independent suspension.
Solid axle suspension (also known as rigid beam, or rigid axle) is the most elementary form of connecting the upper and lower halves of a vehicle. As the name implies, it utilizes a single piece of metal -- a common axle for both wheels -- sprung beneath the car's undercarriage. Pivots located between the axle and the wheel spindles allow the wheels to swivel on each end.
In solid axle suspension, because both wheels share the same axle, the up or down movement of one wheel causes a like movement in the other wheel. They respond as one unit. As you can imagine, this doesn't make for the most comfortable ride. Even though solid axle designs utilize springs to soften their inherently harsh ride characteristics (more on different spring setups below), they still bump along like a brick outhouse. So why use them at all? Well, strength, for one. Because of the unitized construction, solid axle suspension systems offer incredible load bearing capacity. They also handle uneven roads superbly. You'll find them in trucks and offroad vehicles[1].
A modified form of the solid axle design is called Twin-I-beam suspension, or semi-rigid axle. In this setup, two rigid axles -- one for each wheel -- take the place of a single axle. This design offers many of the strengths of the solid axle design, with a slightly softer ride. You'll find it used primarily in the front end of light trucks.
The other main design is called independent suspension. As the name suggests, independent suspension assemblies offer a separate "bridge" for each wheel. They deliver the best ride characteristics by far, and are found most frequently in passenger cars, minivans, and other street vehicles. This is the most popular kind of suspension system in use today. If you like the "smoothness" of your car's ride, we can almost guarantee it has independent suspension. In addition to axles, wheels and tires, today's suspension systems utilize two other components that are critical to safe and comfortable driving: springs and shock absorbers.
Springs
A car's springs are the central part of the suspension. There are different designs of springs, such as torsion bars and leaf springs, but nearly all of today's passenger cars use coil springs at all four corners. A lot of trucks use coil springs too, with leaf springs for heavier load capacity typically found on a truck's rear suspension system. Springs absorb and store road shock caused by bumps, dips, cracks, and so forth (remember the skateboard analogy). They absorb this shock by either compressing or extending. When a car's wheel goes over a bump and gets pushed upward, the spring absorbs that additional load, keeps the road shock from reaching the chassis, and makes sure the tire maintains contact with the pavement[3].
ng compresses or extends is determined by its "spring rate." Spring rate is measured in pounds per inch of deflection; for example, 100 pounds per inch. So, say a load of 200 pounds is applied, the spring will deflect 2 inches. Spring rate comes from various factors. For a coil spring, this includes the number of active coils, the diameter of the coils, and the diameter of the spring wire. The fewer coils a spring has, the higher the spring rate it will have. The design of a spring affects how well the vehicle will ride and handle. A spring that absorbs lots of energy will generally offer a comfortable ride. After all, it can absorb most of the road shock (energy) that is being generated by the road surface. But there are always engineering trade-offs. This kind of spring generally requires a higher vehicle ride height, which will cause the vehicle to feel unstable during cornering. This instability is because the more distance a spring compresses or extends, the more the vehicle "rolls" around on its suspension. This rolling is called weight transfer, and it is caused by centrifugal force acting on the weight of the vehicle as it goes around a corner. Weight transfer can overload a tire's grip, which ultimately hurts traction, and therefore handling[1].
Shock Absorbers
The other main part of a car's suspension is the shock absorber. Contrary to its name, a shock absorber plays a minimal role in absorbing impacts taken by the suspension. That's the spring's job. A shock absorber dampens road impacts by converting the up and down oscillations of the spring into thermal energy.
Shock absorbers work in two cycles -- the compression cycle and the extension cycle. The compression cycle occurs as the piston moves downward, compressing the hydraulic fluid in the chamber below the piston. The extension cycle occurs as the piston moves toward the top of the pressure tube, compressing the fluid in the chamber above the piston. A typical car or light truck will have more resistance during its extension cycle than its compression cycle. With that in mind, the compression cycle controls the motion of the vehicle's unsprung weight, while extension controls the heavier, sprung weight[2].
People who live and breathe shock absorbers don't like the term shock absorbers; they prefer "dampers." The unwashed masses -- that's you and me -- just call them shock absorbers.
Without a shock absorber, a spring that has absorbed energy will release it by oscillating at an uncontrolled rate. The spring's inertia causes it to bounce and overextend itself. Then it recompresses, but again travels too far. The spring continues to bounce at its natural frequency until all the energy originally put into the spring is used up by friction. This effect can be quite detrimental to the stability of a vehicle[3].
Confused? OK, here's an analogy. If you have a Slinky lying around -- and who doesn't these days? -- you can use it as an example[2]. Hold up a compressed Slinky in the air with your hand. Now hold just one end and let the other drop. The Slinky will absorb the potential energy caused by gravity (just like how a car's spring absorbs road shock) and then bounce up and down, up and down (aka: oscillate), for a long time. This what an automotive spring does if it doesn't have a shock absorber attached to it.
Perhaps you've heard the word "strut," or, more formally, MacPherson strut. Struts are simply shock absorbers used as major structural members. For struts, the shock absorber is placed inside the coil spring. In addition to saving space, it often costs less. Many cars use a strut design.Shocks and struts help control how fast the suspension is allowed to move, which is important for keeping the tires in contact with the road. Most shock absorber designs have more resistance during the extension (rebound) cycle than the compression cycle[6]. This is because the extension cycle controls the motion of the vehicle's sprung weight (half of the suspension and everything else above the suspension) [4]. The compression cycle, on the other hand, controls the motion of unsprung weight (wheels, tires, brakes, and half of the suspension). Obviously, there is a lot more weight in the upper part of the car than unsprung weight in the lower part of the car. All modern shock absorbers are velocity-sensitive -- the faster the suspension moves, the more resistance the shock absorber provides. This enables shocks to adjust to road conditions and to control all of the unwanted motions that can occur in a moving vehicle, including bounce, sway, brake dive and acceleration squat.
Anti-sway Bars
Anti-sway bars (also known as anti-roll bars) are used along with shock absorbers or struts to give a moving automobile additional stability. An anti-sway bar is a metal rod that spans the entire axle and effectively joins each side of the suspension together. When the suspension at one wheel moves up and down, the anti-sway bar transfers movement to the other wheel. This creates a more level ride and reduces vehicle sway[5]. In particular, it combats the roll of a car on its suspension as it corners. For this reason, almost all cars today are fitted with anti-sway bars as standard equipment, although if they're not, kits make it easy to install the bars at any time.
So there you have it -- the basics of automotive suspension. We realize this is a simplistic view of a complex system.
The Future of Car Suspensions ,While there have been enhancements and improvements to both springs and shock absorbers, the basic design of car suspensions has not undergone a significant evolution over the years. But all of that's about to change with the introduction of a brand-new suspension design conceived by Bose -- the same Bose known for its innovations in acoustic technologies. Some experts are going so far as to say that the Bose suspension is the biggest advance in automobile suspensions since the introduction of an all-independent design.[3]
How does it work? The Bose system uses a linear electromagnetic motor (LEM) at each wheel in lieu of a conventional shock-and-spring setup. Amplifiers provide electricity to the motors in such a way that their power is regenerated with each compression of the system. The main benefit of the motors is that they are not limited by the inertia inherent in conventional fluid-based dampers. As a result, an LEM can extend and compress at a much greater speed, virtually eliminating all vibrations in the passenger cabin. The wheel's motion can be so finely controlled that the body of the car remains level regardless of what's happening at the wheel. The LEM can also counteract the body motion of the car while accelerating, braking and cornering, giving the driver a greater sense of control. Unfortunately, this paradigm-shifting suspension won't be available until 2009, when it will be offered on one or more high-end luxury cars. Until then, drivers will have to rely on the tried-and-true suspension methods that have smoothed out bumpy rides for centuries[4].
If you learn more , you'll get a little more technical and a little more specific, looking at particular spring and suspension setups, and the advantages and disadvantages of each. until then, keep your eye on the road, and watch out for those pothole,then you will learn more good knowledge .In the fact ,there are many thing can be learn in our life ,the only thing what you should do is observation.
REFERENCES
[1]Aoki, Kaoru, et al.: "Development an Integrated Motor Assist Hybrid System", JSAE No. 98-99 161
[2]Yamaguchi, Tetsuro: "CVT Control in the HONDA Hybrid 'IMA'", No. 9908 JSAE SYMPOSIUM, Latest Motive Power Transmission Technologies '99, p.3740
[3]Ohno, Hiroshi, et al.: "Development of a NOx Adsorptive Reaction Type Three-Way Catalyst", HONDA R&D Technical Review, Vol. 11 No. 2 (October 1999), p.45-50
[4]Fukuo, Koichi, et al.: "Development of the Ultra Low Fuel Consumption Hybrid Car 'Insight'", HONDA R&D Technical Review, Vol. 11 No. 2 (October 1999), p.1-8
[5]Hideki Tanaka, et al .: "The Effect of 0W-20 Low Viscosity Engine Oil on Fuel Economy”, SAE Paper No.1999-01-3468,Fuels and Lubricants meeting and Exposition, Toronto, Ontario, Canada, October 1999.
[6]Aoki, Kaoru, et al.: "An Integrated Motor Assist Hybrid System", SAE Paper No.2000-01-2059, Government / Industry Meeting, Washington, D.C., USA