CN112926169A

CN112926169A - Method for adjusting spring arrangement angle in Macpherson suspension

Info

Publication number: CN112926169A
Application number: CN201911234570.6A
Authority: CN
Inventors: 高壮; 王艺诺
Original assignee: Qoros Automotive Co Ltd
Current assignee: Qoros Automotive Co Ltd
Priority date: 2019-12-05
Filing date: 2019-12-05
Publication date: 2021-06-08
Anticipated expiration: 2039-12-05
Also published as: CN112926169B

Abstract

The invention discloses a method for adjusting the arrangement angle of a spring in a Macpherson suspension. The outer side of the macpherson suspension is connected to the tire and comprises: the adjusting method of the spring arrangement angle in the Macpherson suspension comprises the following steps: establishing an xyz coordinate system and designating a projection plane; in a projection plane, a mathematical model is established based on a lower swing arm coordinate of the lower swing arm, a spring coordinate of the spring, a tire coordinate of the tire, and a layout included angle of the spring and the shock absorber, and the mathematical model reflects the lateral compensation moment of the spring to the shock absorber. The lateral compensation moment of the spring to the shock absorber can be adjusted through adjusting the arrangement angle of the spring, so that the influence of the lateral force of the vehicle body on the shock absorber is reduced, the increase of the resistance of the shock absorber in the working stroke is avoided, and the working performance and the service life of the shock absorber are favorably improved.

Description

Method for adjusting spring arrangement angle in Macpherson suspension

Technical Field

The invention relates to the technical field of mechanical design, in particular to a method for adjusting the arrangement angle of a spring in a Macpherson suspension.

Background

In the macpherson suspension, a spring is arranged on a shock absorber, the resistance of the shock absorber in a working stroke can be increased due to the lateral force generated by the weight of a vehicle body, the influence of the lateral force of the vehicle body on the shock absorber can be effectively reduced by the arrangement angle of the spring on the shock absorber, but the influence is not reduced by designing the arrangement angle of the spring at present.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the above-mentioned problems in the prior art. Therefore, the invention provides a method for adjusting the arrangement angle of a spring in a Macpherson suspension, and provides a mathematical model which can guide the design of the arrangement angle of the spring so as to reduce the influence of the lateral force of a vehicle body on a shock absorber.

The outer side of the macpherson suspension is connected to the tire and comprises: the adjusting method of the spring arrangement angle in the Macpherson suspension comprises the following steps: establishing an xyz coordinate system and designating a projection plane; obtaining a lower swing arm coordinate of the lower swing arm, a spring coordinate of the spring, a tire coordinate of the tire and an arrangement included angle between the spring and the shock absorber in the projection plane; and establishing a mathematical model based on the lower swing arm coordinate, the spring coordinate, the tire coordinate and the arrangement included angle, wherein the mathematical model reflects the lateral compensation moment of the spring to the shock absorber.

According to the method for adjusting the arrangement angle of the spring in the McPherson suspension, the lateral compensation moment of the spring on the shock absorber can be adjusted by adjusting the arrangement angle of the spring, so that the influence of the lateral force of a vehicle body on the shock absorber is reduced, the resistance of the shock absorber in the working stroke is prevented from being increased, and the working performance and the service life of the shock absorber are improved.

According to some embodiments of the invention, the step of building the mathematical model comprises:

step one, determining a tire standard torque generated by the tire at the coordinates of the lower swing arm;

secondly, determining the spring standard torque generated by the spring at the lower swing arm coordinate;

and step three, superposing the tire standardized torque and the spring standardized torque to obtain the mathematical model.

Specifically, in the first step, the tire standardized torque is obtained by a vertical force of the tire at the tire coordinate and a moment arm from the tire coordinate to the lower swing arm coordinate;

in the second step, the standardized moment of the spring is obtained by a component force generated by the vertical force along the direction of the spring and a moment arm from a lower point of the spring to the coordinate of the lower swing arm.

According to some embodiments of the invention, the projection plane is perpendicular to an x-axis, a vertical force vector of the tire at the tire coordinate is (0,0,1), the tire coordinate is (x1, y1, z1), the spring coordinate is (x2, y2, z2), the swing-down arm coordinate is (x3, y3, z3), a direction vector of the tire coordinate to the swing-down arm coordinate is: (x1-x3, y1-y3, z1-z3), in the step one, obtaining the tire normalized torque (Vx1, Vy1, Vz1) as: (y1-y3, x1-x3, 0).

Alternatively, (x1, y1, z1) is the center of ground point coordinate of the tire, (x2, y2, z2) is the upper point coordinate of the spring, (x3, y3, z3) is the coordinate of the lower swing arm where it is hinged to the tire.

Further, in the projection plane, an included angle between the shock absorber and a vertical line is α, an arrangement included angle between the spring and the shock absorber is β, and a stress direction vector of the spring is (x3, sin (α + β), cos (α + β)).

Further, the component force (Vx3, Vy3, Vz3) in the spring direction generated by the vertical force of the ground point is:

further, the length of the spring is L, and the direction vector (Vx4, Vy4, Vz4) from the lower point of the spring to the lower swing arm coordinate is: (x2-x3, y2+ L sin (α + β) -y3, z2+ L cos (α + β) -z 3).

According to some embodiments of the invention, the spring normalized moment (Vx2, Vy2, Vz2) is obtained from (Vx3, Vy3, Vz3) and (Vx4, Vy4, Vz 4): (Vy3 Vz4-Vz3 Vy4, Vx3 Vz4-Vz3 Vx4, Vx3 Vy4-Vy3 Vx 4).

According to some embodiments of the present invention, the mathematical model is (Vx1+ Vx2, Vy1+ Vy2, Vz1+ Vz2) after the tire normalized torque is superimposed with the spring normalized torque.

Further, the lateral compensation moment of the spring on the shock absorber is larger when Vx1+ Vx2 is smaller.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic view of the attachment of a MacPherson suspension to a tire;

FIG. 2 is a schematic diagram of a method for adjusting the spring arrangement angle in the McPherson suspension;

FIG. 3 is a schematic diagram of the steps for creating a mathematical model.

Reference numerals:

tire 1, tire coordinate 11, spring 2, spring coordinate 21, unsprung point 22, lower swing arm 3, lower swing arm coordinate 31, shock absorber 4, steering linkage 5, projection plane 6.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

The adjustment method of the spring arrangement angle in the macpherson suspension according to the embodiment of the present invention is described in detail below with reference to fig. 1 to 3.

As shown with reference to fig. 1, the outer side of the macpherson suspension is connected to the tyre 1 and comprises: a lower swing arm 3, a steering tie rod 5, a shock absorber 4 and a spring 2 arranged on the shock absorber 4, in particular, the spring 2 is mounted on the shock absorber 4 by a spring bearing.

Referring to fig. 1 to 2, a method for adjusting an arrangement angle of a spring in a macpherson suspension according to an embodiment of the present invention includes:

and SA: establishing an xyz coordinate system and specifying a projection plane 6;

SB: in the projection plane 6, obtaining a lower swing arm coordinate 31 of the lower swing arm 3, a spring coordinate 21 of the spring 2, a tire coordinate 11 of the tire 1 and a layout included angle beta between the spring 2 and the shock absorber 4;

SC: and establishing a mathematical model based on the lower swing arm coordinate 31, the spring coordinate 21, the tire coordinate 11 and the arrangement included angle beta, wherein the mathematical model can reflect the lateral compensation moment of the spring 2 to the shock absorber 4. Specifically, by adjusting the arrangement angle β of the spring 2, the magnitude of the lateral compensation moment of the spring 2 to the damper 4 can be adjusted. The larger the lateral compensation moment of the spring 2 on the shock absorber 4, the smaller the influence of the body lateral forces on the shock absorber 4.

According to the method for adjusting the arrangement angle of the spring in the McPherson suspension, after a mathematical model is built, the lateral compensation moment of the spring 2 on the shock absorber 4 is adjusted only by adjusting the arrangement angle beta of the spring 2, so that the lateral compensation moment is provided to the maximum extent by the spring 2, the friction force of the shock absorber 4 in the jumping process is reduced, the influence of the lateral force of a vehicle body on the shock absorber 4 is reduced, the resistance increase of the shock absorber 4 in the working stroke is avoided, and the working performance and the service life of the shock absorber 4 are improved.

Referring to fig. 1 and 3, the step of establishing the mathematical model includes:

step one, determining a tire standardization moment generated by a tire 1 at a lower swing arm coordinate 31;

secondly, determining the spring standard torque generated by the spring 2 at the lower swing arm coordinate 31;

and step three, superposing the tire standardized torque and the spring standardized torque to obtain a mathematical model.

Specifically, in the step one, the tire standardized torque is obtained by the vertical force of the tire 1 at the tire coordinate 11 and the moment arm from the tire coordinate 11 to the lower swing arm coordinate 31; in step two, the standardized moment of the spring is obtained by the component force generated by the vertical force along the direction of the spring 2 and the moment arm from the unsprung point 22 of the spring 2 to the lower swing arm coordinate 31.

Referring to fig. 1, projection plane 6 is perpendicular to the x-axis, the vertical force vector of tire 1 at tire coordinate 11 is (0,0,1), tire coordinate 11 is (x1, y1, z1), spring coordinate 21 is (x2, y2, z2), and drop arm coordinate 31 is (x3, y3, z3), then the direction vector from tire coordinate 11 to drop arm coordinate 31 is the difference between tire coordinate 11 and drop arm coordinate 31, i.e.: (x1-x3, y1-y3, z1-z 3).

In step one, tire normalized moments (Vx1, Vy1, Vz1) are obtained from a vertical force vector (0,0,1) of the tire 1 at the tire coordinates 11 and a direction vector (x1-x3, y1-y3, z1-z3) of the tire coordinates 11 to the lower swing arm coordinates 31 as follows: (y1-y3) × 1- (z1-z3) × 0, (x1-x3) × 1- (z1-z3) × 0, 0), after simplification, (y1-y3, x1-x3, 0).

Since the projection plane 6 is perpendicular to the x-axis, x1 x2 x3, so (Vx1, Vy1, Vz1) is further simplified: (y1-y3, 0, 0), namely Vx 1-y 1-y3, Vy 1-0, and Vz 1-0.

Alternatively, (x1, y1, z1) is the center coordinate of the ground contact point of the tire 1, (x2, y2, z2) is the upper point coordinate of the spring 2, and (x3, y3, z3) is the coordinate of the hinge of the lower swing arm 3 with the tire 1, that is, the inner point coordinate of the lower swing arm 3, as shown in fig. 1.

Further, in the projection plane 6, the angle between the damper 4 and the vertical line is α, the arrangement angle between the spring 2 and the damper 4 is β, and the force direction vector of the spring 2 is (x3, sin (α + β), cos (α + β)).

Further, the component force (Vx3, Vy3, Vz3) in the direction of spring 2 generated by the vertical force of the ground contact point of tire 1 is:

further, the length of spring 2 is L, and the direction vector (Vx4, Vy4, Vz4) from the unsprung point 22 of spring 2 to the lower swing arm coordinate 31 is the difference between the unsprung point 22 coordinate and the lower swing arm coordinate 31, namely: (x2-x3, y2+ L sin (α + β) -y3, z2+ L cos (α + β) -z 3). Since the projection plane 6 is perpendicular to the x-axis, the unsprung point 22 is the same x-coordinate as the spring coordinate 21, and the x-coordinate of Vx4 is 0, so (Vx4, Vy4, Vz4) is further reduced to (0, y2+ L sin (α + β) -y3, z2+ L cos (α + β) -z 3).

The component forces (Vx3, Vy3, Vz3) in the direction of spring 2, which are generated by the vertical force of the ground contact point of tire 1, and the directional vectors (Vx4, Vy4, Vz4) of unsprung point 22 to lower swing arm coordinate 31, the spring normalized moments (Vx2, Vy2, Vz2) can be obtained as follows: (Vy3 Vz4-Vz3 Vy4, Vx3 Vz4-Vz3 Vx4, Vx3 Vy4-Vy3 Vx 4). That is to say:

the mathematical model obtained after superimposing the tire normalized moment and the spring normalized moment is (Vx1+ Vx2, Vy1+ Vy2, Vz1+ Vz 2). Namely:

further, when Vx1+ Vx2 is smaller, the lateral compensation moment of spring 2 on shock absorber 4 is larger, and the influence of the lateral force of the vehicle body on shock absorber 4 is smaller. After the lower swing arm coordinate 31, the spring coordinate 21, the tire coordinate 11 and the length L of the spring 2 are all determined, the variable in Vx1+ Vx2 is only the arrangement angle beta, and the lateral compensation moment of the spring 2 on the shock absorber 4 can be adjusted by adjusting the arrangement angle beta.

Further, through the size of reasonable adjustment arrangement angle beta, can ensure that the lateral compensation moment of spring 2 to bumper shock absorber 4 is the biggest to furthest reduces the friction of bumper shock absorber 4, and then reduces the influence of automobile body lateral force to bumper shock absorber 4. By adjusting the angle of the spring support, the optimal arrangement angle beta value of the spring 2 and the shock absorber 4 can be kept.

The calculation method of the mathematical model of the invention takes the inner point of the swing arm 3 as reference, respectively calculates the moment arms generated by the vertical force of the tire 1 and the force of the spring 2, and directly controls the lateral compensation moment provided by the spring 2 by introducing the parameter of the arrangement angle beta between the spring 2 and the shock absorber 4 under the premise of determining the angle alpha of the shock absorber 4, thereby reducing the friction of the shock absorber 4 and reducing the influence of the lateral force of the vehicle body on the shock absorber 4.

In other words, determination of the arrangement angle β between the spring 2 and the absorber 4 is guided in a mathematical model to complete the design of the macpherson suspension so that the influence of the body side force on the absorber 4 is small.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example" or "some examples" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A method for adjusting the spring arrangement angle in a Macpherson suspension, characterized in that the outer side of the Macpherson suspension is connected with a tire and comprises: the adjusting method comprises the following steps of:

establishing an xyz coordinate system and designating a projection plane;

in the projection plane, a mathematical model is established based on a lower swing arm coordinate of the lower swing arm, a spring coordinate of the spring, a tire coordinate of the tire, and an arrangement included angle between the spring and the shock absorber, and the mathematical model reflects the lateral compensation moment of the spring to the shock absorber.

2. The adjustment method for the spring arrangement angle in the McPherson suspension as claimed in claim 1, wherein the step of establishing said mathematical model comprises:

3. The McPherson suspension spring arrangement angle adjusting method according to claim 2, wherein in the step one, the tire standardized moment is obtained by a vertical force of the tire at the tire coordinate, and a moment arm from the tire coordinate to the lower swing arm coordinate;

4. The McPherson suspension spring arrangement angle adjusting method according to claim 2 or 3, wherein the projection plane is perpendicular to the x-axis, the vertical force vector of the tire at the tire coordinate is (0,0,1), the tire coordinate is (x1, y1, z1), the spring coordinate is (x2, y2, z2), the lower swing arm coordinate is (x3, y3, z3), the direction vector of the tire coordinate to the lower swing arm coordinate is: (x1-x3, y1-y3, z1-z3), in the step one, obtaining the tire normalized torque (Vx1, Vy1, Vz1) as: (y1-y3, x1-x3, 0).

5. The McPherson suspension spring arrangement angle adjusting method according to claim 4, wherein (x1, y1, z1) is a grounding point center coordinate of the tire, (x2, y2, z2) is an upper point coordinate of the spring, and (x3, y3, z3) is a coordinate of a hinge point of the lower swing arm with the tire.

6. The McPherson suspension spring arrangement angle adjusting method according to claim 5, wherein in the projection plane, the angle between the shock absorber and the vertical line is α, the angle between the spring and the shock absorber is β, the force direction vector of the spring is (x3, sin (α + β), cos (α + β)), and the component force (Vx3, Vy3, Vz3) generated by the vertical force of the grounding point along the spring direction is:

7. the adjustment method of the spring arrangement angle in Mcpherson suspension according to claim 6, wherein the length of the spring is L, and the direction vector (Vx4, Vy4, Vz4) from the lower point of the spring to the lower swing arm coordinate is: (x2-x3, y2+ L sin (α + β) -y3, z2+ L cos (α + β) -z 3).

8. The Mcpherson suspension spring setting angle adjusting method according to claim 7, wherein the spring normalized torque (Vx2, Vy2, Vz2) is obtained from (Vx3, Vy3, Vz3) and (Vx4, Vy4, Vz 4): (Vy3 Vz4-Vz3 Vy4, Vx3 Vz4-Vz3 Vx4, Vx3 Vy4-Vy3 Vx 4).

9. The Mcpherson suspension spring arrangement angle adjusting method according to claim 8, wherein the mathematical model is (Vx1+ Vx2, Vy1+ Vy2, Vz1+ Vz2) after the tire normalized torque and the spring normalized torque are superimposed.

10. The method for adjusting the angle of arrangement of the springs in the McPherson suspension according to claim 9, wherein the lateral compensation moment of the springs on the shock absorber is larger when Vx1+ Vx2 is smaller.