CN215474291U

CN215474291U - X-arm for vehicle air suspension

Info

Publication number: CN215474291U
Application number: CN202120837029.0U
Authority: CN
Inventors: 崔莹莹; 李强; 魏俊春; 韩政臣
Original assignee: Jiangsu Tangchen Automobile Parts Co Ltd
Current assignee: Jiangsu Tangchen Automobile Parts Co Ltd
Priority date: 2021-04-22
Filing date: 2021-04-22
Publication date: 2022-01-11
Anticipated expiration: 2031-04-22

Abstract

The invention relates to an X-arm for a vehicle air suspension, characterized in that: including the body, the integrated into one piece has on the body: the axle connecting arms extend outwards from the body and are symmetrically arranged, the beam connecting arms extend outwards from the body and are symmetrically arranged, and the two axle connecting arms and the two beam connecting arms are arranged back to back on a symmetrical axis to form an X shape or an H shape; in the direction extending outwards from the body, the cross sections of the beam connecting arm and the axle connecting arm are gradually reduced; the axle connecting end of the axle connecting arm is provided with a first central through hole, the beam connecting end of the beam connecting arm is provided with a second central through hole, and the first central through hole and the second central through hole are internally provided with a variable-rigidity spherical hinge or a variable-rigidity rubber bushing. The invention has the advantages that: the stress effect is good, and the structure is stable; the variable-rigidity spherical hinge can provide better force transmission effect and is beneficial to stable work of a vehicle.

Description

X-arm for vehicle air suspension

Technical Field

The invention relates to an X-arm for a vehicle air suspension.

Background

Currently, the rear suspension system of mainstream heavy trucks mainly has an air suspension system and a balance suspension system, both of which are matched with a thrust rod, wherein the upper thrust rod generally adopts a V-shaped thrust rod or an I-shaped straight thrust rod.

An air suspension system is gradually one of the mainstream configurations of a chassis of a heavy truck due to light weight and good comfort, a V-shaped thrust rod is generally used as an upper thrust rod of the air suspension system, the V-shaped thrust rod transmits a longitudinal force and a lateral force of a driving force and a braking force between a vehicle frame and an axle, and an air spring has low rigidity and weak anti-rolling capability, so that a transverse stabilizer bar needs to be additionally arranged to improve the rolling restraining capability of a vehicle. The I-shaped straight thrust rod can only transmit longitudinal forces such as driving force, braking force and the like between the vehicle frame and the vehicle axle, cannot bear lateral force, has no anti-roll capability, and must be additionally provided with the transverse stabilizer rod, but the anti-roll capability of the transverse stabilizer rod is still poor.

Furthermore, the connection of the axle and the cross-beam does not allow for stiffness adjustment and variation at the connection, which makes force transmission between the X-arm and the axle and the cross-beam problematic.

Disclosure of Invention

The invention aims to provide an X-shaped arm for a vehicle air suspension, which is light in weight and stable and reliable in structure.

In order to solve the technical problems, the technical scheme of the invention is as follows: an X-shaped arm for a vehicle air suspension is characterized in that: including the body, the integrated into one piece has on the body:

the pair of axle connecting arms extend outwards from the body and are symmetrically arranged, and one ends of the axle connecting arms far away from the body are axle connecting ends;

the pair of beam connecting arms extend outwards from the body and are symmetrically arranged, and one ends of the beam connecting arms, far away from the body, are beam connecting ends;

the symmetrical axis of the axle connecting arms is superposed with the symmetrical axis of the beam connecting arms, and the two axle connecting arms and the two beam connecting arms are arranged back to back on the symmetrical axis to form an X shape or an H shape;

the axle connecting arm and the beam connecting arm simultaneously meet the following conditions:

the cross section of the beam connecting arm is gradually reduced in the direction extending outwards from the body; the cross section of the axle connecting arm is gradually reduced in the direction extending outwards from the body; k_{Outside bridge}＜K_{In the bridge}，K_{Outside beam}＜K_{In the beam}，K_{In the bridge}＞K_{In the beam}；K_{Outside beam}Is the mean curvature of the profile line of the beam connecting arm, K_{Outside bridge}The average curvature of the profile line of the axle connecting arm; k_{In the beam}Mean curvature of inner profile line of connecting arm of cross beam, K_{In the bridge}Is the mean curvature of the inner profile line of the axle linkage arm; lightening grooves are formed in the surfaces of the axle connecting arm and the cross beam connecting arm; h_{Master and slave}＜H_{Bridge with a bridge body}＜H_BeamAnd H is_Beam＝1.1-1.3H_{Bridge with a bridge body}，H_{Master and slave}Is the width of the body in a direction perpendicular to the axis of symmetry, H_{Bridge with a bridge body}The distance between the axle connections of the two axle connecting arms, H_BeamThe distance between the beam connecting ends of the two beam connecting arms is defined as the distance between the beam connecting ends of the two beam connecting arms;

the axle connecting end of the axle connecting arm is provided with a first central through hole, the beam connecting end of the beam connecting arm is provided with a second central through hole, and the first central through hole and the second central through hole are internally provided with a variable-rigidity spherical hinge or a variable-rigidity rubber bushing.

Preferably, in the extending direction from the body to the connecting end of the cross beam, the outer contour of the cross beam connecting arm is sequentially provided with at least a first contour and a second outer arc contour, and the curvature of the first contour is denoted as K_{Beam outer 1}The curvature of the second outer arc-shaped profile is denoted as K_{Outer beam 2}，K_{Beam outer 1}＜K_{Outer beam 2}；

In the extending direction from the body to the axle connecting end, the outer contour of the axle connecting arm is sequentially provided with at least a third contour and a fourth outer arc-shaped contour, and the curvature of the third contour is marked as K_{Bridge outer 1}Of 1 atThe curvature of the four outer arc-shaped profiles is denoted as K_{Outside bridge 2}，K_{Bridge outer 1}＜K_{Outside bridge 2}。

Preferably, the first and second liquid crystal materials are,

preferably, the inner contour lines of the two beam connecting arms and the inner contour lines of the two axle connecting arms are in smooth transition through inner arcs; the outer contour lines of the beam connecting arms and the outer contour lines of the axle connecting arms are in smooth transition through inner arcs.

Preferably, the lightening groove extends from the outer side surface of one axle link arm to penetrate to the outer side surface of the other axle link arm.

Preferably, the variable-rigidity spherical hinge comprises a rubber body, a check ring and a first connecting shaft, the rubber body is fixed in the middle of the first connecting shaft, and the check ring is sleeved on the first connecting shaft and abuts against two ends of the rubber body.

Preferably, the outer surface of the rubber body is of a circular ring structure, and concave parts are arranged at the top and the bottom of the rubber body.

The invention has the advantages that:

the axle connecting arm and the two cross beam connecting arms are arranged back to back on the symmetrical axis to form a shape similar to X or H, the axle end of the thrust rod adopts two-point connection, the driving force, the longitudinal force of the braking force and the lateral force of turning between the frame and the axle can be transmitted, the anti-roll capability is higher, the turning stability of the vehicle is improved, meanwhile, the transverse stabilizing rod and related parts thereof can be eliminated, the number of parts is reduced, and the weight of the whole vehicle is reduced. After the axle connecting arm and the cross beam connecting arm are subjected to the optimization design of the molded lines and the cross sections, the structural strength and the stability can be greatly improved, and the weight reduction optimization can be performed on the premise. The suspension assembly with the structure can change the connection point at the upper end of the axle into two connection points, and the two connection points are designed to be connected with the fork-shaped arm in a parallel or certain included angle manner, so that the stability of the connection of the axle is ensured, a series of parts such as a transverse stabilizer bar and a vertical connecting rod with a stabilizing effect can be removed, configuration parts are reduced, and the installation is convenient;

the variable-rigidity spherical hinge can provide better force transmission effect and is beneficial to stable work of a vehicle.

Drawings

Fig. 1 is a schematic structural view of an X-shaped arm for a vehicle air suspension according to the present invention.

FIG. 2 is a top view of the X-arm of the present invention for a vehicle air suspension.

Fig. 3 is a schematic diagram of the profile of the X-arm for a vehicle air suspension according to the present invention.

FIG. 4 is a sectional view of the profile mean curvature of the X-arm for a vehicle air suspension according to the present invention.

Fig. 5 is a schematic structural diagram of the variable stiffness spherical hinge of the present invention.

FIG. 6 is a schematic diagram of the front force condition of the X-arm for a vehicle air suspension according to an embodiment of the present invention.

FIG. 7 is a schematic diagram of the force applied to the back of the X-arm of the air suspension for a vehicle according to the embodiment of the present invention.

Fig. 8 is a schematic diagram of the front force condition of the V-push in the conventional V-push and stabilizer bar scheme.

FIG. 9 is a schematic diagram of a conventional unoptimized H or X arm front force condition.

FIG. 10 is a schematic view of the backside force of a conventional non-optimized H or X arm.

Fig. 11 is a schematic diagram of the front force condition of a traditional C-shaped section mouth-shaped arm.

FIG. 12 is a schematic view of a conventional C-section mouthpiece arm under a force applied to the back surface.

Fig. 13 is a schematic diagram of the front stress situation of the conventional H-shaped hollow arm.

Fig. 14 is a schematic diagram of the force applied to the back of the conventional H-shaped hollow arm.

Fig. 15 is a schematic diagram of the front stress condition of the traditional mouth-shaped hollow arm.

Fig. 16 is a schematic diagram of the force applied to the back of the conventional mouth-shaped hollow arm.

Detailed Description

As shown in fig. 1 to 4, the X-arm 1 for a vehicle air suspension of the present invention comprises a body 11, on which body 11 are integrally formed:

a pair of axle connecting arms 12 extending outwards from the body 11 and symmetrically arranged, wherein one end of each axle connecting arm 12 far away from the body 11 is an axle connecting end; the axle connecting end is provided with a mounting hole for connecting an axle;

a pair of beam connecting arms 13 which extend outwards from the body 11 and are symmetrically arranged, wherein one end of each beam connecting arm 13, which is far away from the body 11, is a beam connecting end; the beam connecting end is provided with a mounting hole for connecting with the beam;

the symmetry axis of the axle connecting arms 12 is superposed with the symmetry axis of the beam connecting arms 13, and the two axle connecting arms 12 and the two beam connecting arms 13 are arranged in a back direction on the symmetry axis to form an X shape or an H shape;

the axle connecting arm 12 and the beam connecting arm 13 simultaneously meet the following conditions:

(1) the cross-beam connecting arm 13 has a cross section gradually decreasing in a direction extending outward from the body; the cross section of the axle connecting arm is gradually reduced in the direction extending outwards from the body;

(2) as shown in FIGS. 2 and 3, K_{Outside bridge}＜K_{In the bridge}，K_{Outside beam}＜K_{In the beam}，K_{In the bridge}＞K_{In the beam}；

K_{Outside beam}Is an outer contour L of a beam connecting arm_{Outside beam}Average curvature of, K_{Outside bridge}Is the outer contour L of the axle connecting arm_{Outside bridge}Average curvature of (d);

K_{in the beam}Is an inner profile L of a beam connecting arm_{In the beam}Average curvature of, K_{In the bridge}Is an inner profile line L of an axle connecting arm_{In the bridge}Average curvature of (d);

(3) at least one lightening groove 14 is formed on the surfaces of the axle connecting arm 12 and the beam connecting arm 13;

(4)H_{master and slave}＜H_{Bridge with a bridge body}＜H_BeamAnd H is_Beam＝1.1-1.3H_{Bridge with a bridge body}，

H_{Master and slave}Is the width of the body in the direction perpendicular to the axis of symmetry,

H_{bridge with a bridge body}The distance between the axle connecting ends of the two axle connecting arms,

H_beamThe distance between the beam connecting ends of the two beam connecting arms.

As a more specific embodiment of the present invention, as shown in FIG. 3:

the outer profile L of the beam connecting arm 13 in the direction extending from the body to the beam connecting end_{Outside beam}Having at least a first profile and a second outer arcuate profile in sequence, the curvature of the first profile being denoted K_{Beam outer 1}The curvature of the second outer arc-shaped profile is denoted as K_{Outer beam 2}，K_{Beam outer 1}＜K_{Outer beam 2}；

The outer contour L of the axle connecting arm 12 in the direction extending from the body to the axle connecting end_{Outside bridge}Having at least a third profile and a fourth, outer arcuate profile in that order, the curvature of the third profile being denoted K_{Bridge outer 1}And the curvature of the fourth outer arcuate profile is denoted K_{Outside bridge 2}，K_{Bridge outer 1}＜K_{Outside bridge 2}。

Preferably, referring to fig. 1, the axle connecting end of the axle connecting arm is provided with a first central through hole, the beam connecting end of the beam connecting arm is provided with a second central through hole, and the first central through hole and the second central through hole are provided with a variable stiffness ball joint or a variable stiffness rubber bushing.

Preferably, the relief groove extends from the outboard side of one axle link arm and through to the outboard side of the other axle link arm, see FIG. 1.

Preferably, referring to fig. 5, the variable stiffness ball joint includes a rubber body 32, a retainer 322 and a first connecting shaft 33, wherein the rubber body 32 is fixed at the middle part of the first connecting shaft 33, and the retainer 322 is sleeved on the first connecting shaft and abuts against and is connected to two ends of the rubber body 32. The outer surface of the rubber body 32 has a circular ring structure, and the top and bottom thereof are provided with concave portions 321. Preferably, the number of the concave portions 321 is two at the top and two at the bottom. The recess 321 is preferably oval. The two concave parts at the top or the bottom are arranged in parallel.

Preferably, the concave portion 321 is disposed at a position relatively deviated from the top center or the bottom center of the rubber body.

This embodiment is preferable

So as to provide better stress effect when being stressed.

In order to improve the stress effect, the inner contour line L of the connecting arm of the two cross beams_{In the beam}Inner contour L of connecting arms of two axles_{In the bridge}The two are smoothly transited through an inner arc line; outer contour L of beam connecting arm_{Outside beam}Outer contour L of the connecting arm with the axle_{Outside bridge}The two parts are smoothly transited through inner arcs.

The stress analysis of the X-shaped arm for the air suspension is as follows:

firstly, a whole vehicle model for calculating an upper thrust rod is established, a drawing surface of a sheet metal part is divided by adopting quadrilateral S4 and triangular S3 shell grids, other castings or forgings are divided by adopting tetrahedral high-order body grids, the average size of the shell grids is 8mm, the average size of the body grids is 5mm, and key positions are refined. The model calculation amount is composed of 2292570 nodes and 1602002 units.

Because the upper thrust rod is worst when the lateral force is borne under the turning working condition, the comparison and calculation are mainly carried out aiming at the lateral working condition, and the strength of the upper thrust rod and the capability of resisting the lateral deviation of the whole vehicle are calculated when the whole vehicle is loaded with 0.4G of lateral load under the full load.

The stress and side dip tests of the optimized X-shaped arm and the traditional V-push + stabilizer bar, the unoptimized H-shaped or X-shaped arm, the mouth-shaped arm with the C-shaped section, the H-shaped hollow arm and the mouth-shaped hollow arm are shown in the following table and fig. 6-16:

from the above results, it can be seen that the roll angle of the scheme 1 is the smallest of the 6 schemes, and meets the requirement that the standard is less than 6-7 degrees, and the thrust lever of the X-shaped arm can improve the turning stability of the vehicle; the maximum tensile stress of the X-shaped arm is 851MPa, which is smaller than the tensile strength 900MPa of QT900-9 used by the X-shaped arm, and the X-shaped arm structure in the scheme 1 meets the use requirement.

The strength and the rigidity of the scheme 2 meet the requirements, but compared with the scheme 1, the structure is complex, the number of parts is large, and the weight is heavy. The maximum tensile stress of the

schemes

3, 4, 5 and 6 are 1140MPa, 1148MPa, 926MPa and 987MPa respectively, the strength requirement can be met by using the QT1200-4 material, the side inclination angles at 0.4g of lateral acceleration are 6.8 degrees, 6.9 degrees, 6.3 degrees and 6.2 degrees respectively, and the requirement that the standard is less than 6-7 degrees is met.

In conclusion, the 6 schemes can meet the use requirements, but the

schemes

3, 4, 5 and 6 can meet the requirements only by using a higher-grade material QT1200-4, and compared with other schemes, the X-shaped arm thrust rod has the characteristics of high strength, light weight, good rigidity and low cost, and has obvious advantages in product competition.

Claims

1. An X-arm for a vehicle air suspension characterized by: including the body, the integrated into one piece has on the body:

(1) the cross section of the beam connecting arm is gradually reduced in the direction extending outwards from the body; the cross section of the axle connecting arm is gradually reduced in the direction extending outwards from the body;

(2)K_{outside bridge}＜K_{In the bridge}，K_{Outside beam}＜K_{In the beam}，K_{In the bridge}＞K_{In the beam}；

K_{Outside beam}Is the mean curvature of the profile line of the beam connecting arm, K_{Outside bridge}The average curvature of the profile line of the axle connecting arm;

K_{in the beam}Mean curvature of inner profile line of connecting arm of cross beam, K_{In the bridge}Is the mean curvature of the inner profile line of the axle linkage arm;

(3) lightening grooves are formed in the outer side surfaces of the pair of axle connecting arms; grooves are formed in the upper surface or the lower surface of the pair of beam connecting arms;

H_beamThe distance between the beam connecting ends of the two beam connecting arms is defined as the distance between the beam connecting ends of the two beam connecting arms;

2. An X-arm for a vehicle air suspension according to claim 1, characterized in that:

in the extending direction from the body to the connecting end of the cross beam, the outer contour of the cross beam connecting arm is sequentially provided with at least a first contour and a second outer arc contour, and the curvature of the first contour is marked as K_{Beam outer 1}The curvature of the second outer arc-shaped profile is denoted as K_{Outer beam 2}，K_{Beam outer 1}＜K_{Outer beam 2}；

In the extending direction from the body to the axle connecting end, the outer profile line of the axle connecting arm is sequentially provided with at least a third profile line and a fourth outer arc-shaped profile line, and the curve of the third profile lineThe ratio is recorded as K_{Bridge outer 1}And the curvature of the fourth outer arcuate profile is denoted K_{Outside bridge 2}，K_{Bridge outer 1}＜K_{Outside bridge 2}。

3. An X-arm for a vehicle air suspension according to claim 2, characterized in that:

4. an X-arm for a vehicle air suspension according to claim 2 or 3, characterized in that:

the inner contour lines of the two cross beam connecting arms and the inner contour lines of the two axle connecting arms are in smooth transition through inner arc lines; the outer contour lines of the beam connecting arms and the outer contour lines of the axle connecting arms are in smooth transition through inner arcs.

5. An X-arm for a vehicle air suspension according to claim 1, characterized in that: the lightening grooves are independent of the grooves, and extend to the body.

6. An X-arm for a vehicle air suspension according to claim 5, characterized in that: the relief groove extends from the outboard side of one axle link arm and through to the outboard side of the other axle link arm.

7. An X-arm for a vehicle air suspension according to claim 1, characterized in that: the variable-rigidity spherical hinge comprises a rubber body, a check ring and a first connecting shaft, wherein the rubber body is fixed in the middle of the first connecting shaft, and the check ring is sleeved on the first connecting shaft and abuts against and is connected with two ends of the rubber body.

8. An X-arm for a vehicle air suspension according to claim 7, characterized in that: the outer surface of the rubber body is of a circular ring structure, and concave parts are arranged at the top and the bottom of the rubber body.