矿用越野车悬架系统的设计本科毕业论文

。4.4本章小结本章说明了该特种车前后悬架导向机构的设计要求，确定了该车的侧倾中心、侧倾轴线、抗驱动性、悬架的定位角等布置参数。根据悬架系统的设计要求，首先确定上下横臂在纵向平面上的布置方案，然后确定上下横臂在水平面上的布置方案，最后根据设计要求确定悬架上下横臂长度之比以及上下横臂的长度。对悬架系统的导向机构进行设计，确定导向机构的布置方案完成设计。结论随着经济技术和文化的发展，人们对汽车行驶舒适性的要求越来越高。汽车悬架系统对整车行驶稳定性和平顺性有举足轻重的影响，但汽车悬架系统是一个比较复杂的多体系统，其构件之间的运动关系十分复杂，所以开发和设计合理的汽车悬架系统是十分重要。本文以多体动力学基本理论和方法为基础，以某矿用越野防爆车的悬架系统为研究对象，进行了弹性运动学方面的研究。其主要参数为：轴距3300mm，满载质量7800kg，整车整备质量4700kg，空载前桥轴荷2320kg，满载前桥轴荷2380kg，空载后桥轴荷2380kg，满载后桥轴荷5420kg，前轮距1575mm，后轮距1575mm，最高车速≤50。根据本文所完成的工作，现作如下总结:（1）悬架系统设计部分。本文根据整车总布置要求，完成了该特种车悬架系统的总体方案设计，前悬架为双横臂独立悬架，后悬架为钢板弹簧非独立悬架;完成了悬架主要参数的确定和弹性元件的设计，根据整车平顺性要求确定了前、后悬架的静挠度和弹性元件的刚度;完成了导向机构的设计，根据其设计要求确定了其布置参数(侧倾中心、侧倾轴线、纵倾中心)。并确定了导向机构在整车纵向平面、水平面内布置方案。（2）强度校核部分。根据校核的结果可以确定前后悬架的设计安全系数较为合理。结合本文所做工作，可以做以下一些改进和深入工作：（1）参数化设计。进一步提高整车的参数化程度，例如悬架弹性衬套的特性文件设计，根据连接运动副调整弹性衬套特性时，可以匹配一系列不同材料、不同尺寸、各向不同刚度的弹性衬套。（2）优化结构。优化杆系连接支架的结构，控制其不同工况下，最大工作应力值都低于材料的屈服极限，提高零部件的强度安全系数，并对比分析其结构的优点。（3）实验验证。该车道路实验正在进行，由于时间关系，无法从道路实验方面验证本文分析的结果，应结合道路试验结果，对比分析该悬架性能对整车操作稳定性、制动稳定性的影响，为以后该车结构的优化提供参考。参考文献[1]刘惟信.上海发展汽车工业教育基金会资助项目.汽车设计，清华大学出版社，2001，431-517.[2]王望予.汽车设计.机械工业出版社，2004，174-218.[3]陈家瑞，马天飞.汽车构造(下册).人民交通出版社，2006，221-258.[4]《轿车故障速查手册》编委会.本田雅阁系列轿车故障速查手册.中国标准出版社，2005.2：216-238.[5]林秉华.最新汽车设计实用手册.黑龙江人民出版社，2005，1158-1263.[6]余志生.汽车理论.机械工业出版社，2006，130-175.[7]《汽车工程手册》编辑委员会.汽车工程手册设计篇.人民交通出版社，2001.6，782-847.[8]阮爱仙、俞德孚、李铀英.中华人民共和国机械工业部标准QC/T491-1999.汽车筒式减振器尺寸系列及技术条件[9]催俊山、马振挺.中华人民共和国国家标准GB/T1358-93.圆柱螺旋弹簧尺寸系列.[10]恒盛杰资讯.PROENX4中文版从入门到精通.中国青年出版社，2007.[11]宁忠翼.双横臂悬架运动分析和转向机构断开点最佳位置的确定.华中科技大学，2005.10.[12].李岩.多体运动学在双横臂独立悬架分析与设计中的应用.合肥工业大学，2002.[13]华健.轿车减振器工作缸ANASYS有限元强度校核.2003.3.[14]戴旭文.双横臂独立悬架、转向系统运动学和动力学分析及优化设计.北京理工大学，2002.[15]MSC.ADAMS技术与工程分析实例，中国水利水电出版社。2010。[16]PengShuang,SongJian.StateKeyLaboratoryofAutomotiveSafetyandEnergy,TsinghuaUniversity,PostCode100084[17]KeiichiMotoyama,Ph.DandTakashiYamanaka.AStudyofSuspensionDesignUsingOptimizationTechniqueandDOE[C].MechanicalDynamics,Inc.InternationalADAMSUserConference.2000.致谢在本文即将完成之际，首先感谢我的指导老师王永梅老师，从选题到设计的展开到设计的完成，一直得到王老师的支持和鼓励，她渊博的学识、严谨的治学态度都给我留下了深刻的印象。通过这次的设计，我更深刻地了解了机械设计、机械制造的各方面知识，对汽车设计有了全新且比较全面的深刻认识，达到了前所未有的高度，并锻炼了独立思考解决问题的能力。再次向王老师表示衷心的感谢！感谢帮助我的所有老师和同学，他们在设计过程中给我提出了宝贵建议和CAD的指导。感谢宿舍的朋友一直以来对我的关心和支持。感谢汽车工程系所有老师和同学的帮助和勉励。同窗之谊，终生难忘！感谢我的家人多年来对我无微不至的关怀、始终如一的支持，感谢他们对我的鼓励和生活上的诸多照顾，感谢他们督促我接受良好的教育。最后，向参加设计审阅、答辩的专家和老师表示感谢。黑龙江工程学院本科生毕业设计PAGE31附录A外文文献Thestructuralcharacteristicsofnon-independentsuspensiononbothsidesofthewheelisanintegralframeconnectedbythewheelstogetherwiththeadoptionofflexiblesuspensionbridgehangingintheframeorbodyofthefollowing.Non-independentsuspensionhasasimplestructure,lowcost,highstrength,easymaintenance,drivingchangesinthesmallfrontwheelalignmentadvantages,butbecauseofitscomfortandhandlingstabilityarepoor,largelyinthemoderncarisnolongerinusemoreusedintrucksandlargepassengeron.Independentsuspensiononeachsideofthewheelisindividuallythroughtheelasticsuspensionishangingintheframeorbodybelow.Theadvantagesare:lightweight,reducedbodyshocks,andimproveadhesionofthewheelsontheground;availablesmallsoftspringstiffness,improvevehiclecomfort;canreduceengineposition,carcenterofgravityisreduced,therebyimprovethecar'sdrivingstability;aboutbeatingthewheelalone,independentofeachother,canreducethebody'stiltandvibration.However,therearecomplexindependentsuspension,highcostandmaintenanceproblemofinaccessibility.Moderncarsaremostlyusedindependentsuspension,accordingtothedifferentstructure,independentwishbonesuspensioncanbedividedintolongitudinalarm,multi-link,candleandMcPhersonsuspensionandsoon.ArmSuspensionmeansthehorizontalplaneinthecarwheelindependentsuspensionswing,accordingtothenumberofhowmanyarmisdividedintowishboneandsingle-armsuspension.Single-Armhasasimplestructure,rollcenterheight,withastronganti-rollcapabilityadvantages.Butwiththeincreasedspeedofmodernvehicles,rollcenteristoohighwillcausethewheeltreadbeatschanges,tirewearincreased,andinasharpturnaroundthewheelverticalforcewhenthetransferistoolarge,resultinginincreasedrearextraversion.Reducerear-wheelcorneringstiffness,resultinginaseriousconditionhigh-speeddrift.Single-wishboneindependentsuspensionintherearsuspensiononamulti-application,butcannotmeettherequirementsofhighspeed,thecurrentlimitedapplication.Multi-linksuspensionarecombinedbytherootpolepositionchangecontrolofthewheelsuspension.Multi-linkcanwheelaroundtheaxislinewiththevehicleatananglewithintheswingaxisishorizontalarmandverticalarmofthecompromise,choosetherightarmwiththemotoraxisintoaverticallineoftheangle,canbevaryingdegreesofaccesstowishbonesuspensionwiththeadvantagesofverticalarm,whichcanmeetdifferentperformancerequirements.Multi-linksuspensionofthemainadvantagesare:thewheeltreadandbeatinglittlechangebeforethebeam,bothcarsareindriving,brakingstatuscanbecarriedoutbythedriveroftheYiTusmoothtransitiontoitsshortcomingsintheautomotivewhenthephenomenonofhigh-speedshaftswing.MainlyintheFR-linkdrivemode,andaroundthebackaxleoftheintegration(andthemiddleofthedifferentialrigidconnection)forusewhere,inthepasttousemoreleafspringsupportbody,andnowfromtheincreaseddrivingcomfortconsiderations,multi-useLinkbacktosaythattheswingarmtypeandstyle,anduseagoodcoilspringride.Linkintheleftsideofapair,dividedintoupperandlowertierod,asthelateralforcetransmission(cardrivers)body,usuallywithahorizontalthrustbaragainwiththecompositionofthefive-linkform.Connectoneendofthebodylateralthrustrod,oneendoftheconnectingaxle,itspurposeistopreventtheaxle(orbody)horizontaltraverse.Whentheaxlemovesupanddownbecauseoftherough,thelateralthrustrodwillbeconnectedtocontactswiththebodyaxis,anartmovementarc,throughtheGeneralAssemblyiftheswinganglemadebetweentheaxlesandthebodyproducessignificantlateralrelativemotion,andthelowerarmprinciplesimilartothehorizontalthrustrodlongerthanshouldbedesignedtoreducetheswingangle.Linksuspensionandaxleforminganintegratedwhole,themassofthespringbelow,andnottheindependencemovementaroundthewheel,sotofacebumpyroadvehicleimpactenergygeneratedbyrelativelylarge,poorridecomfort.Sotherearmmethods,thisapproachistheonlyfixed-axledifferentialamongleftandrighthalfshaftinthedifferentialanduniversaljointslocatedbetweenthewheelandthecenterofitsswing,usedbetweenthewheelandtheframeY-connectionunderthearm."Y"atoneendandaseparaterigidwheel,theothertwoendpointsandtheframetoconnectandformarotationaxis.Accordingtotherotationaxisisparallelwiththeaxle,swingarmtypesuspensionisdividedintofulldrag-typearmandhalfdrag-styleswingarm,paralleltothewholedrag-style,non-paralleltypeiscalledsemi-drag.

Becausecomfortisthecaroneofthemostimportantperformance,andcomfortwiththebody'snaturalvibrationcharacteristics,whereasthebody'snaturalvibrationcharacteristicsofafeatureassociatedwiththesuspension.Therefore,thevehiclesuspensionistoensurethecomfortoftheimportantparts.Meanwhile,thevehiclesuspensionasaframe(orbody)andtheaxle(orwheel)tomaketheconnectionbetweenthemechanicalpowertransmission,itisimportanttoensurethesafetyofmotorcarsandparts.Therefore,thevehiclesuspensioncomponentsareoftenincorporatedintothecarasanimportanttechnicalspecificationsofthetable,asoneoftheindicatorstomeasurethequalityofcars.

Activesuspensionisdevelopedinthelasttenyears,anewtypeofcomputer-controlledsuspension.Itbringstogethermechanicsandelectronics,technicalknowledge,isamorecomplexhigh-techdevices.Forexample,theinstallationoftheFrenchCitroenSangDiyaactivesuspension,thecenterofthecarsuspensionsystemisamicrocomputer,thesuspensiononfivekindsofsensorsweretransmittedtothemicro-computerspeed,frontwheelbrakepressure,rideafixedthrottlepedalspeed,bodyverticalamplitudeandfrequency,steeringwheelangleandsteeringvelocitydata.Computercontinuouslyreceivesthedataandwithpre-setthresholdtocompare,selecttheappropriatesuspensionstate.Meanwhile,themicrocomputerindependentcontrolofeachwheelontheimplementationofthecomponentsonlybycontrollingthehydraulicshockabsorberofchangeswithinthetic,whichcanatanytime,anywheelsthatmeettherequirementsofthesuspensionmovement.Therefore,SangDiyacarawiderangeofdrivingmodeselection,driversneedonlyflipadeputyonthedashboardinthe"normal"or"sport"buttonwillautomaticallysetthecar'ssuspensionintopcondition,inordertoThebestcomfort.

Activesuspensioncontrolofbodymovementwiththefunction.Whenthecarwhenbrakingorturningtheinertiacausedbythespringdeformation,theactivesuspensionforceswillhavetoconfrontaforceusedtoreducethebodypositionchanges.2000Mercedes-BenzCLmodelssuchasGermany-basedsportscar,whenthesuspensionwhenthevehicleturningsensorwillimmediatelydetectthebody'stiltandlateralacceleration.Computerbasedonthesensorinformation,andpre-setthresholdvalueofcalculationstodeterminewhatpositiononcetheloadwillbeaddedtothesuspensiononhowtominimizebodytilt.

Wishboneindependentsuspensionbyupperandlowerarmissolong,isdividedintoequallengthwishboneandunequallengthwishbonesuspensionoftwo.Andotherlong-wishbonesuspensioninthewheelupanddownbeats,kingpininclinationtomaintainthesame,butthewheelbasechangegreatly(andsimilarsingle-Arm),resultinginseveretirewear,isnowrarelyused.Theunequallengthwishbonesuspension,whenproperlyselectedtooptimizethelengthoftheupperandlowerarm,andthroughareasonablelayout,youcanmakechangesintreadandthefrontwheelalignmentparameterswerewithinacceptablelimitstoensurethecargooddrivingstability.Presentunequallengthwishbonesuspensionhasbeenwidelyusedincars,frontandrearsuspension,thepartofthesportscarandthecar'srearwheelhasadoptedthis-suspensionstructure.

Suspensionrole

Suspensionisanimportantvehicleintheassembly,itistoframetheflexibilitytolinkwiththewheelbearingonavarietyofperformancecars.Inappearance,acarsuspensiononlybyanumberofrods,cylindersandspringsform,butdonotthinkitisverysimple,oppositeacarsuspensionismoredifficulttoachievetheperfectvehicleassemblyrequirements,thisisbecausebothsuspensiontomeetthecar'scomfortrequirements,butalsotomeettherequirementsofitshandlingandstability,whilethesetwoaspectsaremutuallyantagonistic.Forexample,inordertoachievegoodcomfort,requiresmuchbuffervehiclevibration,thespringmustbedesignedsosoft,but,itiseasyforthespringsoftplacecarbrake"nod",the"rise"androllaboutseriousadversetendencyisnotconducivetothecarturneasilyleadtovehiclehandlingandinstability.Therefore,ifthesuspensionispoorlydesigned,willsignificantlyaffecttheperformanceofautomotiveproducts(suchasturningaheavy,swing,tireeccentricwearandaffecttirelife,etc.).

附录B中文翻译非独立悬架的结构特点是两侧车轮由一根整体式车架相连，车轮连同车桥一起通过弹性悬架悬挂在车架或车身的下面。非独立悬架具有结构简单、成本低、强度高、保养容易、行车中前轮定位变化小的优点，但由于其舒适性及操纵稳定性都较差，在现代轿车中基本上已不再使用，多用在货车和大客上。独立悬架是每一侧的车轮都是单独地通过弹性悬架悬挂在车架或车身下面的。其优点是：质量轻，减少了车身受到的冲击，并提高了车轮的地面附着力；可用刚度小的较软弹簧，改善汽车的舒适性；可以使发动机位置降低，汽车重心也得到降低，从而提高汽车的行驶稳定性；左右车轮单独跳动，互不相干，能减小车身的倾斜和震动。不过，独立悬架存在着结构复杂、成本高、维修不便的缺点。现代轿车大都是采用独立式悬架，按其结构形式的不同，独立悬架又可分为横臂式、纵臂式、多连杆式、烛式以及麦弗逊式悬架等。横臂式悬架是指车轮在汽车横向平面内摆动的独立悬架，按横臂数量的多少又分为双横臂式和单横臂式悬架。单横臂式具有结构简单，侧倾中心高，有较强的抗侧倾能力的优点。但随着现代汽车速度的提高，侧倾中心过高会引起车轮跳动时轮距变化大，轮胎磨损加剧，而且在急转弯时左右车轮垂直力转移过大，导致后轮外倾增大。减少了后轮侧偏刚度，从而产生高速甩尾的严重工况。单横臂式独立悬架多应用在后悬架上，但由于不能适应高速行驶的要求，目前应用不多。多连杆式悬架是由根杆件组合起来控制车轮的位置变化的悬架。多连杆式能使车轮绕着与汽车纵轴线成一定角度的轴线内摆动，是横臂式和纵臂式的折衷方案，适当地选择摆臂轴线与汽车纵轴线所成的夹角，可不同程度地获得横臂式与纵臂式悬架的优点，能满足不同的使用性能要求。多连杆式悬架的主要优点是：车轮跳动时轮距和前束的变化很小，不管汽车是在驱动、制动状态都可以按司机的意图进行平稳地转向，其不足之处是汽车高速时有轴摆动现象。连杆式主要是在FR驱动方式，并且后车轴左右一体化(与中间的差速器刚性连接)的情况下使用的，过去多采用钢板弹簧支撑车身，现在从提高行车平顺性考虑，多使用连杆式和后面要说的摆臂式，并且使用平顺性好的螺旋弹簧。连杆在左右两侧各有一对，分为上拉杆和下拉杆，作为传递横向力(汽车驱动力)的机构，通常再与一根横向推力杆一起组成五连杆式构成。横向推力杆一端连接车身，一端连接车轴，其目的是为了防止车轴(或车身)横向窜动。当车轴因颠簸而上下运动时，横向推力杆会以与车身连接的接点为轴做画圆弧的运动，如果摆动角度过大会使车轴与车身之间产生明显的横向相对运动，与下摆臂的原理类似，横向推力杆也要设计得比较长，以减小摆动角。连杆式悬架与车轴形成一体，弹簧下方质量大，且左右车轮不能独立运动，所以颠簸路面对车身产生的冲击能量比较大，平顺性差。因此出现了摆臂方式，这种方式是仅车轴中间的差速器固定，左右半轴在差速器与