CN112406501A - Arrangement method and arrangement structure of front suspension and front cross beam - Google Patents

Arrangement method and arrangement structure of front suspension and front cross beam Download PDF

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CN112406501A
CN112406501A CN202011163359.2A CN202011163359A CN112406501A CN 112406501 A CN112406501 A CN 112406501A CN 202011163359 A CN202011163359 A CN 202011163359A CN 112406501 A CN112406501 A CN 112406501A
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front suspension
suspension
angle
maximum
preset relation
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CN112406501B (en
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付满
张兴
陈宇
余柳平
刘文丰
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Dongfeng Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

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Abstract

The invention relates to an arrangement method and an arrangement structure of a front suspension and a front cross beam, and belongs to the technical field of automobiles. The arrangement method comprises four steps, specifically: acquiring the axial stiffness ratio and the radial stiffness ratio of the front suspension; determining a maximum mounting angle of the front suspension based on the stiffness ratio; determining an actual mounting angle of the front suspension based on the maximum mounting angle of the front suspension; the mounting position of the front cross member is determined based on the actual mounting angle of the front suspension. By the method, the maximum mounting angle of the front suspension in the RX-direction maximum modal frequency can be obtained, so that the actual mounting angle of the front suspension is smaller than the maximum mounting angle, the RX-direction modal frequency is obviously reduced, and the NVH performance of the whole vehicle is improved. Meanwhile, after the installation angle of the front suspension is determined, the installation angle of the front cross beam is determined through the installation angle of the front suspension.

Description

Arrangement method and arrangement structure of front suspension and front cross beam
Technical Field
The invention belongs to the field of automobiles, and particularly relates to an arrangement method and an arrangement structure of a front suspension and a front cross beam.
Background
At present, a small amount of B-grade and a large amount of C-grade and above vehicle type power assemblies adopt a longitudinal rear-drive arrangement form. The engine is connected to the front auxiliary frame through the left front suspension and the right front suspension, and the gearbox is connected to the floor of the vehicle body through the rear suspension, so that better decoupling and better NVH performance and comfort of the whole vehicle are realized.
With the development of new technologies of an engine and a gearbox, the torque, the weight and the occupation of a power assembly are gradually improved, the distribution unevenness of the center of mass and the inertia is obviously enhanced, and the arrangement spaces of the left front suspension and the right front suspension of the engine compartment are more strict, which brings new challenges to the design of a suspension system. When a suspension system of the longitudinal power assembly is designed, due to the inherent mass center rotational inertia characteristic of the longitudinal power assembly, the RX (X-direction) mode frequency which is mainly concerned is generally the maximum value in 6-order rigid body modes and easily exceeds fRXThe general requirement of the main excitation order of the engine is less than or equal to 0.5, so that the NVH performance and the comfort of the whole vehicle are influenced.
How to arrange the mounting positions of the front suspensions in the limited arrangement space to improve the overall NVH performance is an urgent problem to be solved by the technical personnel in the field.
Disclosure of Invention
In view of the above, the present invention provides a method and an arrangement structure for arranging a front suspension of a vertical power assembly to solve the technical problems in the prior art.
The invention is realized by the following technical scheme:
a method of arranging a front suspension and a front cross member, comprising:
acquiring the axial stiffness ratio and the radial stiffness ratio of the front suspension;
determining a maximum mounting angle of the front suspension based on the stiffness ratio, wherein the stiffness ratio and the maximum mounting angle have a preset relation, the maximum mounting angle is a corresponding mounting angle of the front suspension when the front suspension is in an RX (receiver/transmitter) direction to a maximum modal frequency, and the RX direction is the opposite direction of a driving direction around the whole vehicle;
determining an actual mounting angle of the front suspension based on a most-valued mounting angle of the front suspension, the actual mounting angle of the front suspension being smaller than the most-valued mounting angle of the front suspension;
and determining the installation position of the front suspension on the front cross beam based on the actual installation angle of the front suspension.
Optionally, in order to better implement the present invention, the preset relationship between the stiffness ratio and the maximum installation angle is:
Figure RE-GDA0002889484260000021
wherein, thetamaxAnd i is an imaginary number, and L is the stiffness ratio.
Optionally, in order to better implement the present invention, a method for obtaining the preset relationship between the stiffness ratio and the maximum installation angle is as follows:
determining a preset relation between an included angle beta between a linear distance between the front suspension and the elastic center and a horizontal distance and a preset relation between a decoupling installation angle and a rigidity ratio according to a preset relation between a vertical distance between the front suspension and the elastic center, a horizontal distance between the front suspension and the elastic center and the rigidity ratio, wherein the preset relation meets the decoupling requirement of RX (receiver to transmitter);
determining a preset relation between the modal frequency and the decoupling installation angle according to the preset relation between the modal frequency and the included angle beta;
and solving an extreme value of the preset relation between the modal frequency and the decoupling installation angle to obtain the preset relation between the maximum installation angle and the rigidity ratio.
Alternatively, for better realisation of the invention, the elastic centre of the front suspension is located on the torque axis.
Alternatively, in order to better implement the present invention, the actual installation angle may be in the range of 0 to pi/4.
The invention also provides an arrangement structure of the front suspension and the front cross beam, which comprises a left longitudinal beam and a right longitudinal beam, wherein the front cross beam is fixed between the left longitudinal beam and the right longitudinal beam, the front suspension is arranged on the front cross beam, and the installation angle of the front suspension is the actual installation angle of the front suspension in the arrangement method of the front suspension of the longitudinal power assembly.
Optionally, in order to better implement the present invention, the installation position of the front suspension is higher than the installation positions of the left longitudinal beam and the right longitudinal beam, and the installation position of the front suspension is located between the left longitudinal beam and the right longitudinal beam.
Optionally, in order to better implement the present invention, the front cross member is fixedly connected to the left longitudinal member and the right longitudinal member by bolts.
Alternatively, in order to better implement the present invention, the front cross member is integrally formed by hollow cast aluminum.
Optionally, in order to better implement the present invention, the front cross beam is provided with an embedded hole for embedding and installing the front suspension.
Compared with the prior art, the invention has the following beneficial effects:
the invention provides an arrangement method of a front suspension and a front cross beam, and obtains the maximum installation angle of the front suspension when the front suspension is in the RX-direction maximum modal frequency by the method, so that the actual installation angle of the front suspension is smaller than the maximum installation angle when the front suspension is actually arranged, the RX-direction modal frequency is obviously reduced, and excellent power assembly modal frequency distribution and decoupling effects can be provided. Meanwhile, after the installation angle of the front suspension is determined, the installation position of the front cross beam is determined through the installation angle of the front suspension.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a powertrain coordinate system;
FIG. 2 is a schematic view of a prior art mounting position of a front suspension;
FIG. 3 is a schematic diagram of the arrangement of the left and right front suspensions;
FIG. 4 is a graphical illustration of RX mode frequency with respect to θ;
FIG. 5 is a comparison of the actual mounting position of the left front suspension to the existing mounting position;
FIG. 6 is a schematic view of the front suspension and engine connection
FIG. 7 is a schematic layout of the front suspension and front cross member;
FIG. 8 is a schematic structural view of the front cross member;
FIG. 9 is a flow chart diagram of a placement method;
FIG. 10 is a diagram of a suspension system layout prior to use of the layout method of the present invention;
figure 11 is a diagram of the suspension system layout after using the layout method of the present invention.
In the figure: 1-a power train; 3, an engine; 41-left longitudinal beam; 42-right stringer; 5-front auxiliary frame; 61-left front suspension; 62-right front suspension; 7-front beam; 71-embedding holes; 72-connecting hole.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the examples given herein without any inventive step, are within the scope of the present invention.
As shown in fig. 1, in a powertrain 1 of a longitudinally-rear-drive vehicle type, a torque axis of the powertrain 1 is substantially in a plane with a crankshaft, a left front suspension 61 and a right front suspension 62 are arranged in a V-shape symmetry manner, and an elastic center of the suspensions is located on the torque axis, so that the complete decoupling of Y-direction vibration, Z-direction vibration and RX-direction vibration is realized. The power assembly 1 coordinate system established by the power assembly 1 with the structure is shown in fig. 1, wherein a is the position of the left front suspension 61, b is the position of the right front suspension 62, and c is the position of the rear suspensionV is the traveling direction of the entire vehicle, G is the position of the elastic center formed by the left front suspension 61 and the right front suspension 62, and XTRAIs a torque axis, O is a center of mass of the powertrain 1, GptThe Y direction is the direction from the cab to the auxiliary cab, the Z direction is the direction vertical to the ground upwards, and the X direction is the opposite direction of the running direction of the whole vehicle. The RX direction is the direction about the X axis, e.g., the centroid O of the overpower assembly 1 as shown in fig. 1.
As shown in fig. 2, in the conventional suspension system, both the left front suspension 61 and the right front suspension 62 are mounted on the front subframe 5.
Researches find that the suspension rigidity cannot be too low for considering durability performance; due to the characteristics of the mass and inertia parameters of the longitudinal power assembly 1 and the characteristics of the arrangement positions of the left front suspension 61, the right front suspension 62 and the rear suspension, the RX (X-direction) mode frequency which is mainly concerned is generally the maximum value of 6-order rigid body modes and easily exceeds fRXThe general requirement of the main excitation order of the engine 3 is less than or equal to 0.5, so that the NVH performance and the comfort of the whole vehicle are influenced.
Example 1:
as shown in fig. 9, the present embodiment provides a method for arranging the front suspension and the front cross member 7, including the steps of:
s1: acquiring the axial and radial rigidity ratio L of the front suspension; the stiffness ratio L of the front suspension is determined after the front suspension is produced, and the stiffness ratios L of different models of front suspensions are different. Also, the stiffness ratio L of the left front suspension 61 and the right front suspension 62 is the same.
S2: determining a maximum mounting angle θ of the front suspension based on the stiffness ratio LmaxStiffness ratio L and the maximum mounting angle θmaxHaving a predetermined relationship, the maximum mounting angle thetamaxThe corresponding installation angle of the front suspension is in the RX direction to the maximum modal frequency; the mounting angle refers to an angle between the orientation of the left front suspension 61 or the orientation of the right front suspension 62 and the Z-axis when the left front suspension 61 or the right front suspension 62 is mounted.
Wherein the stiffness ratio L is equal to the maximum mounting angle thetamaxThe preset angle obtaining method comprises the following steps:
firstly, the method comprises the following steps: and determining a preset relation between an included angle beta of a straight line distance between the left front suspension 61 and the elastic center and a horizontal distance and a preset relation between a decoupling installation angle theta and a rigidity ratio of the front suspension according to the preset relation of the existing vertical distance between the front suspension and the elastic center, the existing horizontal distance between the front suspension and the elastic center and the rigidity ratio, which meet the requirement of RX decoupling. The decoupling mounting angle is any mounting angle of the front suspension when the decoupling requirement of the RX direction is met.
Specifically, as shown in fig. 3, a plane coordinate system is established between the left front suspension 61a, the right front suspension 62b and the elastic center G, and since the left front suspension 61a and the right front suspension 62b are symmetrically arranged and have the same stiffness ratio L, the decoupling mounting angle θ degree of the left front suspension 61 or the right front suspension 62 only needs to be calculated separately, and the decoupling mounting angle θ degree of the left front suspension 61 is calculated below.
The vertical direction distance from the left front suspension 61 to the elastic center is set to be A, the horizontal direction distance from the left front suspension 61 to the elastic center is set to be B, the linear distance between the left front suspension 61 and the elastic center G is set to be R, and the included angle between the straight line where the R is located and the straight line where the B is located is set to be beta.
When RX is completely decoupled, G is on the torque axis, and the preset relationship between the vertical distance from the left front suspension 61 to the elastic center, the horizontal distance from the left front suspension 61 to the elastic center and the stiffness ratio is
Figure RE-GDA0002889484260000061
According to the preset relationship and the trigonometric function relationship between the angle beta and the A and B, the preset relationship between the angle beta and the rigidity ratio of the left front suspension 61 can be determined as
Figure RE-GDA0002889484260000062
Secondly, the method comprises the following steps: determining a preset relation between the modal frequency f and the decoupling mounting angle according to the preset relation between the modal frequency f and the included angle beta;
specifically, when RX is completely decoupled, the modal frequency f of RX can be considered as:
Figure RE-GDA0002889484260000063
wherein K is the torsional stiffness of the suspension system around the torque axis, and J is the moment of inertia of the powertrain 1 around the torque axis.
Decomposing K into suspended component force K towards the directionv1And another component K perpendicular to the componentw1From this, the modal frequency f of RX is:
Figure RE-GDA0002889484260000064
and thirdly, solving an extreme value of the preset relation between the mode frequency f and the decoupling installation angle theta to obtain the preset relation between the maximum installation angle and the rigidity ratio.
Specifically, the preset relationship between the β angle and the stiffness ratio of the left front suspension 61 is used to solve the β angle inversely and is substituted into the formula of the modal frequency f to obtain the angle
Figure RE-GDA0002889484260000065
Then, the extreme value is obtained to obtain
Figure RE-GDA0002889484260000066
Wherein i is an imaginary number and theta ranges from 0 to pi/4. The value of theta ranges from 0 to pi/4 because of the fact that thetamaxIs the most significant mounting angle, so is greater than thetamaxOr less than thetamaxCan reduce the modal frequency of RX direction, but when theta is larger than thetamaxThe degree of shearing of the rubber is increased and the endurance reliability of the rubber is deteriorated, and when theta is larger than thetamaxWhen the mounting position of the front suspension is arranged, the suspension points need to be arranged at the lower part and the middle part, even the suspension points need to be arranged at the lower part of the auxiliary frame and in the geometric inner part of the power assembly, the arrangement of the front suspension is not preferable, so that the selection of the mounting position is less than theta in practical applicationmaxThe range of (1). And because the rubber compressive stress is larger than the shear stress, if the installation angle is larger than pi/4, the shear stress is larger than the compressive stress, and the rubber is easy to tear, so that the value range of theta is finally determined to be 0-pi/4.
An image of the RX modal frequency f with respect to the decoupling mounting angle θ is shown in fig. 4, where f is HZ and θ is rad. It follows that, with an RX decoupling arrangement, the RX modal frequency f is maximum at some θ, and the maximum value θ of this θmaxIs related only to the stiffness ratio L and is not related to the vertical distance a of the left front suspension 61 from the elastic center and the horizontal distance B of the left front suspension 61 from the elastic center.
After obtaining the stiffness ratio L of the left front suspension 61, θ can be derivedmaxI.e., the most mounting angle of the left front suspension 61.
S3: maximum mounting angle theta based on left front suspension 61maxDetermining an actual installation angle gamma of the left front suspension 61, wherein the actual installation angle gamma of the left front suspension 61 is smaller than the maximum installation angle theta of the left front suspension 61; in this way, the modal frequency f of RX can be reduced to ensure "fRXAnd the primary excitation order of the engine 3 is less than or equal to 0.5, so that excellent NVH performance of the whole vehicle is ensured.
After the actual mounting angle γ of the left front suspension 61 is determined, the actual mounting angle of the right front suspension 62 is also γ. Since the arrangement space of the left front suspension 61 and the right front suspension 62 of the engine compartment 3 is limited, the actual installation angle γ and the position of the left front suspension 61 need to be adjusted on the basis of keeping the position of the elastic center G of the existing front suspension unchanged, and the actual installation angle γ and the position need to be adjusted according to the preset relationship among the vertical distance a from the left front suspension 61 to the elastic center, the horizontal distance B from the left front suspension 61 to the elastic center, and the decoupling installation angle θ of the left front suspension 61
Figure RE-GDA0002889484260000071
The actual installation angle gamma of the front suspension is required to be smaller than the maximum installation angle theta of the front suspensionmaxTherefore, after reducing the decoupled mounting angle θ of the left front suspension 61, since
Figure RE-GDA0002889484260000072
At 0<θ<The front part of the range of pi/4 is an increasing function, and decreases with theta
Figure RE-GDA0002889484260000081
Also reduce, be restricted by sub vehicle frame Z again to, longeron Y is to the space restriction, can only reduce left front suspension 61 to the vertical direction distance A of elasticity center and left front suspension 61 to the horizontal direction distance B of elasticity center, and at vertical direction distance A reduce with horizontal direction distance B in-process, make the reduction range of front suspension to the vertical direction distance A of elasticity center be greater than the reduction range of front suspension to the horizontal direction distance B of elasticity center, just can guarantee that elasticity center G position can not change, reach the purpose that obviously reduces RX modal frequency f simultaneously.
S4: the mounting position of the front suspension on the front cross member 7 is determined based on the actual mounting angle γ of the front suspension.
As shown in fig. 5, since the actual mounting angle γ of the left front suspension 61 is smaller than the maximum mounting angle θ of the left front suspension 61maxAnd the vertical distance A from the left front suspension 61 to the elastic center, the horizontal distance B from the left front suspension 61 to the elastic center and the decoupling installation angle theta of the left front suspension 61 are reduced, so that the actual included angle delta between the linear distance from the left front suspension 61 to the elastic center and the horizontal distance from the left front suspension 61 to the elastic center is smaller than the included angle beta between the linear distance from the front suspension to the elastic center and the horizontal distance in the prior art, and the actual installation distance R from the left front suspension 61 to the elastic center G is smaller than the distance R from the left front suspension 61 to the elastic center G in the prior art.
Since the left and right front suspensions 61 and 62 are separated from the front subframe 5 and in a suspended state, one front cross member 7 is provided based on the mounting positions of the left and right front suspensions 61 and 62, both ends of the front cross member 7 are connected to the left and right side members 41 and 42 on the vehicle body, and the left and right front suspensions 61 and 62 after the actual mounting positions are determined are fixed to the front cross member 7 by the provided front cross member 7.
The following takes the existing high-end autonomous SUV before and after adopting the arrangement method of the invention as an example:
a certain high-end autonomous SUV carries a 3.0TV6 engine 3+8AT gearbox, front longitudinal rear drive is adopted, and parameters of a power assembly 1 are as follows:
Figure RE-GDA0002889484260000082
before the above arrangement was used, the suspension parameters were as follows, where L is 1.5, and θ was calculatedmax22 deg. and the suspension tilt angle theta 23 deg. close to thetamaxWill result in fRXIs larger.
Figure RE-GDA0002889484260000091
The suspension system layout is shown in fig. 10, wherein ■ represents the suspension point and ● represents the elastic center, and it can be seen that the elastic center of the suspension system is located on the torque axis.
The modal frequency distribution and the decoupling rate of the suspension system are as follows, the idle speed is 600rpm, the main excitation frequency is 30Hz, fRXNot less than 15HZ and not reaching the standard.
Figure RE-GDA0002889484260000093
After the arrangement method is adopted, the structure of the front beam 7 is designed, so that the suspension coordinate is moved to a position where delta is 12 degrees and the value of delta is far smaller than thetamaxThe value is obtained.
Figure RE-GDA0002889484260000092
After the above-described arrangement, the suspension system is arranged as shown in fig. 11, the elastic center is still on the torque axis,
the modal frequency distribution and the decoupling rate of the suspension system are as follows, RX is less than or equal to 15HZ, and the standard is reached.
Figure RE-GDA0002889484260000094
Example 2:
as shown in fig. 6 to 8, the present embodiment provides an arrangement structure of a front suspension and a front cross member 7, the power assembly 1 includes a left longitudinal member 41 and a right longitudinal member 42, and the front cross member 7 is fixed between the left longitudinal member 41 and the right longitudinal member 42, a front suspension is mounted on the front cross member 7, the front suspension includes a left front suspension 61 and a right front suspension 62, the left front suspension 61 and the right front suspension 62 are symmetrically mounted on the front cross member 7, and the distance from the left front suspension 61 to the left longitudinal member 41 is equal to the distance from the right front suspension 62 to the right longitudinal member 42.
Compared with the mode that the left and right front suspensions 62 are directly arranged on the front auxiliary frame 5, the invention cuts off the road excitation of directly transmitting and matching the power assembly 1 through the suspension and the front auxiliary frame 5, and avoids the resonance problem possibly generated by the natural frequency of the suspension of about 25Hz and the natural frequency of the front auxiliary frame 5 of 150 Hz-200 Hz.
The main part of the front cross beam 7 is perpendicular to the left longitudinal beam 41 and the right longitudinal beam 42, and adaptive design can be carried out according to practical space arrangement limitation.
The actual installation angle of the front suspension is determined by the arrangement method of embodiment 1, and it is only required to ensure that the actual installation angle of the front suspension is smaller than the maximum installation angle of the front suspension. After the actual mounting position of the left front suspension 61 or the right front suspension 62 is determined, since the left front suspension 61 and the right front suspension 62 are symmetrically arranged, the actual mounting position of the right front suspension 62 is also determined.
The actual mounting position of the front suspension is higher than the mounting positions of the left and right side members 41 and 42, and the mounting position of the front suspension is located between the left and right side members 41 and 42.
The front suspension and front cross member 7 arrangement according to claim 6, characterized in that: the front suspension comprises a left front suspension 61 and a right front suspension 62, and the left front suspension 61 and the right front suspension 62 are symmetrically arranged on the front cross beam 7.
As shown in fig. 7 and 8, the front cross beam 7 is integrally formed by hollow cast aluminum, the front cross beam 7 adopts a hollow cast aluminum structure and has a high mode, and the front cross beam is connected with the vehicle body longitudinal beam and is directly connected with the left front suspension 62 and the right front suspension 62, so that the dynamic stiffness of the mounting points of the left front suspension 61 and the right front suspension 62 is improved, and the whole vehicle mode of the suspension bracket is promoted.
As shown in fig. 8, the front cross member 7 is provided with an insertion hole 71 for inserting and attaching the front suspension. Both ends of the front cross member 7 are provided with coupling holes 72. The embedded installation of the front suspension on the front cross beam 7 is also more beneficial to the overall mode.
During installation, two ends of the front cross beam 7 penetrate through the connecting holes 72 through bolts and then are fixedly connected with the left longitudinal beam 41 and the right longitudinal beam 42, the left front suspension 61 and the right front suspension 62 are installed in the corresponding embedding holes 71, the suspension bracket is installed on the power assembly 1, and the power assembly 1 is assembled and connected with the left front suspension 61 and the right front suspension 62 through the suspension bracket.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims (10)

1. A method of arranging a front suspension and a front cross member, comprising:
acquiring the axial stiffness ratio and the radial stiffness ratio of the front suspension;
determining a maximum mounting angle of the front suspension based on the stiffness ratio, wherein the stiffness ratio and the maximum mounting angle have a preset relation, the maximum mounting angle is a corresponding mounting angle of the front suspension when the front suspension is in an RX (receiver/transmitter) direction to a maximum modal frequency, and the RX direction is the opposite direction of a driving direction around the whole vehicle;
determining an actual mounting angle of the front suspension based on a most-valued mounting angle of the front suspension, the actual mounting angle of the front suspension being smaller than the most-valued mounting angle of the front suspension;
and determining the installation position of the front suspension on the front cross beam based on the actual installation angle of the front suspension.
2. A method of arranging a front suspension and a front cross member according to claim 1, wherein: the preset relation between the rigidity ratio and the maximum installation angle is as follows:
Figure FDA0002744956110000011
wherein, thetamaxAnd i is an imaginary number, and L is the stiffness ratio.
3. A method of arranging a front suspension and a front cross member according to claim 2, wherein: the method for acquiring the preset relation between the stiffness ratio and the maximum mounting angle comprises the following steps:
determining a preset relation between an included angle beta between a linear distance between the front suspension and the elastic center and a horizontal distance and a preset relation between a decoupling installation angle and a rigidity ratio according to a preset relation between a vertical distance between the front suspension and the elastic center, a horizontal distance between the front suspension and the elastic center and the rigidity ratio, wherein the preset relation meets the decoupling requirement of RX (receiver to transmitter);
determining a preset relation between the modal frequency and the decoupling installation angle according to the preset relation between the modal frequency and the included angle beta;
and solving an extreme value of the preset relation between the modal frequency and the decoupling installation angle to obtain the preset relation between the maximum installation angle and the rigidity ratio.
4. A method of arranging a front suspension and a front cross member according to claim 3, wherein: the elastic center of the front suspension is located on the torque axis.
5. A method of arranging a front suspension and a front cross member according to claim 1, wherein: the actual installation angle is in the range of 0-pi/4.
6. Arrangement structure of front suspension and front beam, its characterized in that: the longitudinal power assembly front suspension arrangement method comprises a left longitudinal beam and a right longitudinal beam, wherein a front cross beam is fixed between the left longitudinal beam and the right longitudinal beam, a front suspension is installed on the front cross beam, and the installation angle of the front suspension is the actual installation angle of the front suspension in the longitudinal power assembly front suspension arrangement method in any one of claims 1-5.
7. The front suspension and front cross member arrangement of claim 6, wherein: the mounting position of the front suspension is higher than the mounting positions of the left longitudinal beam and the right longitudinal beam, and the mounting position of the front suspension is located between the left longitudinal beam and the right longitudinal beam.
8. The front suspension and front cross member arrangement of claim 6, wherein: the front cross beam is fixedly connected with the left longitudinal beam and the right longitudinal beam through bolts.
9. The front suspension and front cross member arrangement of claim 6, wherein: the front cross beam is integrally formed by hollow cast aluminum.
10. The front suspension and front cross member arrangement of claim 6, wherein: and the front beam is provided with an embedded hole for embedding and installing the front suspension.
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