WO2019001508A1 - 汽车复合板弹簧 - Google Patents

汽车复合板弹簧 Download PDF

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Publication number
WO2019001508A1
WO2019001508A1 PCT/CN2018/093295 CN2018093295W WO2019001508A1 WO 2019001508 A1 WO2019001508 A1 WO 2019001508A1 CN 2018093295 W CN2018093295 W CN 2018093295W WO 2019001508 A1 WO2019001508 A1 WO 2019001508A1
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WIPO (PCT)
Prior art keywords
composite
spring piece
spring
piece
leaf
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PCT/CN2018/093295
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English (en)
French (fr)
Inventor
冯以盛
王正红
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山东联美弹簧科技股份有限公司
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Publication of WO2019001508A1 publication Critical patent/WO2019001508A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F3/00—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic
    • F16F3/08—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber
    • F16F3/10—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber combined with springs made of steel or other material having low internal friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only

Definitions

  • the invention relates to an automobile composite panel spring, belonging to the field of automobile accessories.
  • Automobile leaf springs (a wide range of elastic components used in automotive suspensions) are safety components that connect axles and bodywork through different types of shock absorbers.
  • the center is fixed to the axle with riding bolts, and the other ends can pass through two lifting ears. It can be directly attached to the body or it can be mounted directly on the shock absorber.
  • most of the automobile leaf springs are manufactured by a series of complicated processes such as heat treatment of spring steel.
  • the weight of each group is about 50-500 kg, and the whole vehicle is at least four groups, and the total weight is about 200-2000 kg.
  • Lightweight (simultaneous emission reduction, ⁇ ) is a major issue in the automotive industry. If the weight of the automobile leaf spring is too heavy, it will increase fuel consumption and reduce the load of the car. Therefore, the weight reduction of the automobile leaf spring becomes a major breakthrough point.
  • variable-section leaf springs have been developed.
  • the use of variable-section leaf springs has achieved certain effects on vehicle weight reduction, usually reducing the weight by 10-20%, but because of its increased production.
  • the complexity of the process thus seriously increasing the production cost, is not easy to promote and apply.
  • non-metallic composite leaf springs have been tried in recent years instead of steel leaf springs.
  • they due to the poor wear resistance and anisotropic properties of composite materials, they generally have excellent uniaxial tensile strength, but twisting and shearing.
  • the wear and the like are inferior in strength. Therefore, when it is connected with the axle of the vehicle body and the lifting lugs of the vehicle body, it is easily damaged, and thus the vehicle has a major safety hazard, and thus has not been popularized.
  • the technical problem to be solved by the present invention is to overcome the deficiencies in the prior art and provide an automobile composite panel spring capable of ensuring overall strength and capable of reducing weight, reducing emissions, and smashing effects.
  • the automobile composite panel spring of the present invention comprises a leaf spring piece located above and at least one composite spring piece located below; the leaf spring piece and the composite spring piece are superposed on each other and connected by a fastener.
  • the composite panel spring of the invention adopts a composite structure of a leaf spring piece and a composite spring piece, and can greatly reduce the weight of the automobile leaf spring by a thick composite spring piece (usually designed to have a thickness of 20 mm to 200 mm).
  • the thin leaf spring plate (usually designed to have a thickness of 5mm ⁇ 20mm) can guarantee the other functions of the whole automobile composite plate spring, so that the car leaf spring can withstand the twisting and shearing caused by the road steering brake. Cut the equal stress to prevent the overall damage of the automobile leaf spring, and finally achieve the requirements of light weight and chassis connection strength, thus ensuring the overall requirements of weight reduction, emission reduction, load and driving safety of the automobile leaf spring.
  • the fastener is provided with a fastening bolt which passes through the center of the leaf spring piece, the composite spring piece, and is fastened by a nut.
  • a fastening bolt which passes through the center of the leaf spring piece, the composite spring piece, and is fastened by a nut.
  • the lowermost composite spring piece is fixed with a composite spring piece mounting pad at the bottom of the middle portion thereof.
  • the composite spring blade mounting pad can be in contact with the axle and the riding bolt to protect the composite spring leaf.
  • the composite spring leaf mounting pad is preferably made of carbon steel.
  • the composite spring piece mounting pad adopts a steel groove type member, and corresponding to the composite material spring piece mounting pad, a card slot is formed on the bottom and both sides of the lowermost composite material spring piece, and each card slot Together, a U-shaped groove is formed, and the composite spring piece mounting pad is fixed in the U-shaped groove from bottom to top.
  • the composite spring piece mounting pad is made of steel grooved piece, which can effectively protect the bottom surface and the two sides of the composite spring piece.
  • the composite spring piece mounting pad is stuck in the U-shaped groove to prevent the composite material.
  • the spring piece mounting pad and the composite material spring are relatively displaced to further ensure the protection effect on the composite spring piece.
  • leaf spring piece, the composite spring piece and the composite spring piece mounting pad are integrally fixed by the fastener connection from top to bottom.
  • the leaf spring piece and the composite spring piece underneath thereof are mounted with a center gasket, a leaf spring piece, a center gasket, and a composite spring piece.
  • the composite spring piece mounting pad is integrally fixed by the fastener connection from top to bottom.
  • the center gasket is mainly used to separate the leaf spring piece from the composite spring piece below it to reduce noise.
  • the center gasket is made of steel material.
  • two end wear reducing blocks are provided between the leaf spring piece and the composite spring piece below it (ie, the composite spring piece adjacent to the leaf spring piece) (ie, the reduction of the ends of the entire automotive composite plate spring) Grinding block), the two ends of the grinding block are symmetrically arranged from left to right, and the wear of the leaf spring piece to the composite spring piece can be effectively reduced by the wear block at both ends.
  • the end grinding block is made of steel material.
  • the composite spring piece is made of a glass fiber reinforced composite material or a carbon fiber reinforced composite material.
  • the composite panel spring of the invention adopts the composite structure of the leaf spring piece and the composite material spring piece, and has a reasonable structural design and remarkable effect.
  • the bump of the road surface is transmitted from the axle to the spring.
  • the high-strength composite spring piece absorbs most of the vibration by its own elasticity, it has good shock absorption performance, and the leaf spring piece is mainly connected to the vehicle body and bears a small amount of twisting and shearing caused by steering and braking. The effect of stress to ensure overall strength.
  • Embodiment 1 is a schematic structural view of Embodiment 1 of the present invention.
  • FIG. 2 is a schematic structural view of a second embodiment of the present invention.
  • Embodiment 1 is a diagrammatic representation of Embodiment 1:
  • the automobile composite panel spring comprises a leaf spring piece 2 located above and a composite spring piece 4 located below, and the leaf spring piece 2 and the composite spring piece 4 are superposed on each other and connected by a fastener.
  • the leaf spring piece 2 in this embodiment has a variable cross section, and has a thickness of 8-18 mm (the thickness is gradually reduced from the center to the both ends);
  • the composite spring piece 4 is made of a glass fiber reinforced composite material, and has a thickness of 20-65 mm.
  • a central gasket 3 and two end wear reducing blocks 5 are disposed between the leaf spring piece 2 and the composite spring piece 4, wherein the center gasket 3 (made of a steel material such as low alloy steel) is located at an intermediate position.
  • the two ends of the wear-reducing block 5 (made of steel material, such as low-alloy steel, etc.) are arranged symmetrically from left to right; the bottom of the intermediate part of the composite spring piece 4 is fixed with a composite spring piece mounting pad 6, composite material
  • the spring piece mounting pad 6 is made of a steel grooved piece (such as a channel steel), and the corresponding composite spring piece mounting pad 6 is provided with a card slot at the bottom and both sides of the lowermost composite material spring piece 4, each card slot Together, a U-shaped groove is formed, and the composite spring piece mounting pad 6 is caught in the U-shaped groove from bottom to top.
  • the fastener adopts a fastening bolt 7, and the fastening bolt 7 passes through the leaf spring piece 2, the center gasket 3, the composite spring piece 4 and the composite spring piece from the center position of the automobile composite plate spring from top to bottom.
  • the pad 6 is installed and fastened by the nut 1.
  • the composite panel spring of the invention adopts a composite structure of a thin leaf spring piece 2 and a thick composite spring piece 4, and the structure design is reasonable and the effect is remarkable.
  • the bump of the road surface is
  • the high-strength composite spring piece 4 absorbs most of the vibration by its own elasticity, and has good shock absorbing performance
  • the leaf spring piece 2 mainly connects the body and bears a small amount of steering and braking.
  • the effect of torsion and shear stress is ensured to ensure the overall strength, prevent the overall damage of the automobile leaf spring, and finally achieve the requirements of light weight and chassis connection strength, thereby ensuring weight reduction, emission reduction, load and driving safety of the automobile leaf spring.
  • the weight of the glass fiber reinforced composite material is 25% of the steel, the weight of the entire set of automobile leaf springs can be further reduced by 50%-300%, and the actual test results in the laboratory show that the automobile leaf springs are maintained while maintaining the rigidity.
  • the weight has been reduced from 29.6kg to the current 10.5kg; the fatigue strength has been increased from no more than 650MPa to more than 1000MPa; the fatigue life has increased from 80,000 to 200,000 times.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the leaf spring piece 2 of the composite spring of the automobile has an equal section and has a thickness of 12 mm; the composite spring piece 4 is made of a carbon fiber reinforced composite material having a thickness of 20-65 mm, and other structures are the same as those of the first embodiment. .
  • the weight of the carbon fiber composite material is 22% of the steel, the weight of the whole set of automobile leaf springs can be further reduced by 50%-320%, and the actual test results of the laboratory show that the weight of the automobile leaf spring is maintained while maintaining the rigidity. From 29.6kg to the current 10.3kg; fatigue strength increased from no more than 650MPa to more than 1000MPa; fatigue life increased from 80,000 to 200,000 times.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)

Abstract

一种汽车复合板弹簧，包括位于上方的一钢板弹簧片(2)和位于下方的至少一片复合材料弹簧片(4)；钢板弹簧片(2)和复合材料弹簧片(4)上下叠加且通过紧固件连接为一体。当路面的颠簸由车轴传向弹簧时，高强度的复合材料弹簧片通过其自身弹性把绝大部分震动吸收，起到良好的减震性能，而钢板弹簧片主要起连接车身并承受少量的转向、刹车造成的扭转、剪切应力的作用，从而保证整体强度。

Description

汽车复合板弹簧 技术领域
本发明涉及一种汽车复合板弹簧，属于汽车配件领域。
背景技术
汽车板弹簧(汽车悬架中应用比较广泛的弹性元件)是通过不同类型的减震器连接车轴和车身的安全部件，其中心用骑马螺栓固定在车轴上，另两端既可以通过两吊耳直接连接在车身上，也可以直接安装在减震器上。目前绝大部分汽车板弹簧均用弹簧钢经热处理等一系列复杂工艺制造而成，其重量每组在50-500公斤左右，整车至少四组，总重高达200-2000公斤左右，但因轻量化(同时减排，増荷)是汽车行业的重大课题，若汽车板弹簧重量太重会增加油耗，并且降低汽车的装载量，因此汽车板弹簧的减重成为一个主要攻关点。
对此，国内外进行了大量研究，研发出了变截面板簧，采用变截面板簧对汽车减重的确取得了一定的效果，通常可以减少10-20％的重量，但由于其增加了生产工艺的复杂性，因此严重提高了生产成本，不便于推广应用。
国外，近年来一直尝试采用非金属复合材料板簧代替钢制板簧，但由于复合材料具有耐磨性差、性能各向异性等特点，通常其单向拉伸强度极好，但扭转、剪切、磨损等强度差，因此，在与车轴与车体的吊耳连接时，很容易损坏，从而使汽车存在重大安全隐患，因此也一直无法推广使用。
发明内容
本发明要解决的技术问题是：克服现有技术中的不足，提供一种既能够保证整体强度、又能够起到减重、减排、増荷效果的汽车复合板弹簧。
本发明所述的汽车复合板弹簧，包括位于上方的一钢板弹簧片和位于下方的至少一片复合材料弹簧片；钢板弹簧片和复合材料弹簧片上下叠加且通过紧固件连接为一体。
本发明所述的汽车复合板弹簧采用钢板弹簧片和复合材料弹簧片的复合结构，既能够通过厚的复合材料弹簧片(通常设计厚度为20mm～200mm)来大幅度降低汽车板弹簧的重量、保证强度及疲劳寿命，又能够通过薄的钢板弹簧片(通常设计厚度为5mm～20mm)来保证整体汽车复合板弹簧的其他功能，使汽车板弹簧能够承受因路面转向刹车而造成的扭转、剪切等应力，防止汽车板弹簧整体损坏，最终达到轻量化及底盘连接强度的要求，从而保证汽车板弹簧的减重、减排、増荷及行车安全的整体要求。
优选的，所述的紧固件采用紧固螺栓，紧固螺栓从钢板弹簧片、复合材料弹簧片的中 心位置穿过，并通过螺母紧固。通过在中心位置对汽车复合板弹簧进行连接紧固，能够快速将钢板弹簧片、复合材料弹簧片进行固定。为保证连接强度，紧固螺栓采用碳钢材料制成。
优选的，位于最下方的复合材料弹簧片，其中间部位的底部固定有复合材料弹簧片安装护垫。将整个汽车复合板弹簧安装在汽车的底盘上时，复合材料弹簧片安装护垫可以与车轴及骑马螺栓接触，以保护复合材料弹簧片。在实际应用时，复合材料弹簧片安装护垫优选碳钢材质。
优选的，所述的复合材料弹簧片安装护垫采用钢制槽型件，对应复合材料弹簧片安装护垫在最下方的复合材料弹簧片的底部和两侧均设开设卡槽，各卡槽共同形成一U型槽，复合材料弹簧片安装护垫自下而上固定在U型槽中。复合材料弹簧片安装护垫采用钢制槽型件，能够对复合材料弹簧片的底面和两侧面进行有效防护，同时，将复合材料弹簧片安装护垫卡在U型槽中，能够防止复合材料弹簧片安装护垫与复合材料簧片发生相对位移，进一步保证对复合材料弹簧片的防护效果。
进一步优选的，钢板弹簧片、复合材料弹簧片和复合材料弹簧片安装护垫自上而下通过所述的紧固件连接固定为一体。
优选的，所述的钢板弹簧片和其下方的复合材料弹簧片(即与钢板弹簧片相邻的复合材料弹簧片)之间安装中心垫片，钢板弹簧片、中心垫片、复合材料弹簧片和复合材料弹簧片安装护垫自上而下通过所述的紧固件连接固定为一体。中心垫片主要用于将钢板弹簧片和其下方的复合材料弹簧片进行分隔，降低噪音。其中，中心垫片采用钢铁材料制成。
优选的，在钢板弹簧片和其下方的复合材料弹簧片(即与钢板弹簧片相邻的复合材料弹簧片)之间设置两个端部减磨块(即位于整个汽车复合板弹簧两端的减磨块)，两端部减磨块一左一右对称设置，通过两端部减磨块能够有效减少钢板弹簧片对复合材料弹簧片的磨损。其中，端部减磨块采用钢铁材料制成。
优选的，所述的复合材料弹簧片采用玻璃纤维增强复合材料或者碳纤维增强复合材料制成。
本发明与现有技术相比所具有的有益效果是：
1、本发明所述的汽车复合板弹簧采用钢板弹簧片和复合材料弹簧片的复合结构，结构设计合理、效果显著，当汽车复合板弹簧安装在汽车底盘上、路面的颠簸由车轴传向弹簧时，高强度的复合材料弹簧片通过其自身弹性把绝大部分震动吸收了，起到良好的减震性能，而钢板弹簧片主要起连接车身并承受少量的转向、刹车造成的扭转、剪切应力的作用，从而保证整体强度。
2、由于复合材料的重量较轻，通常仅为钢的25％左右，因此可以减轻整体汽车板弹簧的重量，从而其减重、减排、増荷的效果极为显著。
附图说明
图1是本发明实施例一的结构示意图；
图2是本发明实施例二的结构示意图。
图中：1、螺母；2、钢板弹簧片；3、中心垫片；4、复合材料弹簧片；5、端部减磨块；6、复合材料弹簧片安装护垫；7、紧固螺栓。
具体实施方式
下面结合附图对本发明的实施例做进一步描述：
实施例一：
如图1所示，本汽车复合板弹簧包括位于上方的一钢板弹簧片2和位于下方的一片复合材料弹簧片4，钢板弹簧片2和复合材料弹簧片4上下叠加且通过紧固件连接为一体。本实施例中的钢板弹簧片2为变截面，其厚度为8-18mm(由中心向两端厚度逐渐减小)；复合材料弹簧片4采用玻璃纤维增强复合材料，其厚度为20-65mm。
钢板弹簧片2与复合材料弹簧片4之间设有中心垫片3和两个端部减磨块5，其中，中心垫片3(采用钢铁材料制成，如低合金钢等)位于中间位置，两端部减磨块5(采用钢铁材料制成，如低合金钢等)一左一右对称设置；复合材料弹簧片4中间部位的底部固定有复合材料弹簧片安装护垫6，复合材料弹簧片安装护垫6采用钢制槽型件(如槽钢)，对应复合材料弹簧片安装护垫6在最下方的复合材料弹簧片4的底部和两侧均设开设卡槽，各卡槽共同形成一U型槽，复合材料弹簧片安装护垫6自下而上卡在U型槽中。
其中，紧固件采用紧固螺栓7，紧固螺栓7从汽车复合板弹簧的中心位置自上而下依次穿过钢板弹簧片2、中心垫片3、复合材料弹簧片4和复合材料弹簧片安装护垫6，并通过螺母1紧固。
本发明所述的汽车复合板弹簧采用薄的钢板弹簧片2和厚的复合材料弹簧片4的复合结构，结构设计合理、效果显著，当汽车复合板弹簧安装在汽车底盘上、路面的颠簸由车轴传向弹簧时，高强度的复合材料弹簧片4通过其自身弹性把绝大部分震动吸收了，起到良好的减震性能，而钢板弹簧片2主要起连接车身并承受少量的转向、刹车造成的扭转、剪切应力的作用，从而保证整体强度，防止汽车板弹簧整体损坏，最终达到轻量化及底盘连接强度的要求，从而保证汽车板弹簧的减重、减排、増荷及行车安全的整体要求。
由于玻璃纤维增强复合材料重量为钢的25％，所以整套汽车板弹簧的重量可以进一步减少50％-300％，而且通过实验室实际测试结果显示，在保持刚度不变的情况下，汽车板 弹簧重量从29.6kg减少到现在的10.5kg；疲劳强度从不超过650MPa提高到1000MPa以上；疲劳寿命从8万次提高到20万次。
实施例二：
如图2所示，本汽车复合板弹簧的钢板弹簧片2为等截面，其厚度为12mm；复合材料弹簧片4采用碳纤维增强复合材料，其厚度为20-65mm，其他结构与实施例一相同。
由于碳纤维材质复合材料重量为钢的22％，所以整套汽车板弹簧的重量可以进一步减少50％-320％，而且通过实验室实际测试结果显示，在保持刚度不变的情况下，汽车板弹簧重量从29.6kg减少到现在的10.3kg；疲劳强度从不超过650MPa提高到1000MPa以上；疲劳寿命从8万次提高到20万次。

Claims (10)

  1. 一种汽车复合板弹簧，其特征在于：包括位于上方的一钢板弹簧片(2)和位于下方的至少一片复合材料弹簧片(4)；钢板弹簧片(2)和复合材料弹簧片(4)上下叠加且通过紧固件连接为一体。
  2. 根据权利要求1所述的汽车复合板弹簧，其特征在于：所述的紧固件采用紧固螺栓(7)，紧固螺栓(7)从钢板弹簧片(2)、复合材料弹簧片(4)的中心位置穿过，并通过螺母(1)紧固。
  3. 根据权利要求1所述的汽车复合板弹簧，其特征在于：位于最下方的复合材料弹簧片(4)，其中间部位的底部固定有复合材料弹簧片安装护垫(6)。
  4. 根据权利要求3所述的汽车复合板弹簧，其特征在于：所述的复合材料弹簧片安装护垫(6)采用钢制槽型件，对应复合材料弹簧片安装护垫(6)在最下方的复合材料弹簧片(4)的底部和两侧均设开设卡槽，各卡槽共同形成一U型槽，复合材料弹簧片安装护垫(6)自下而上固定在U型槽中。
  5. 根据权利要求3或4所述的汽车复合板弹簧，其特征在于：钢板弹簧片(2)、复合材料弹簧片(4)和复合材料弹簧片安装护垫(6)自上而下通过所述的紧固件连接固定为一体。
  6. 根据权利要求1～4中任一所述的汽车复合板弹簧，其特征在于：所述的钢板弹簧片(2)和其下方的复合材料弹簧片(4)之间安装中心垫片(3)，钢板弹簧片(2)、中心垫片(3)、复合材料弹簧片(4)和复合材料弹簧片安装护垫(6)自上而下通过所述的紧固件连接固定为一体。
  7. 根据权利要求6所述的汽车复合板弹簧，其特征在于：所述的中心垫片(3)采用钢铁材料制成。
  8. 根据权利要求1～4中任一所述的汽车复合板弹簧，其特征在于：在钢板弹簧片(2)和其下方的复合材料弹簧片(4)之间设置两个端部减磨块(5)，两端部减磨块(5)一左一右对称设置。
  9. 根据权利要求8所述的汽车复合板弹簧，其特征在于：所述的端部减磨块(5)采用钢铁材料制成。
  10. 根据权利要求1所述的汽车复合板弹簧，其特征在于：所述的复合材料弹簧片(4)采用玻璃纤维增强复合材料或者碳纤维增强复合材料制成。
PCT/CN2018/093295 2017-06-30 2018-06-28 汽车复合板弹簧 WO2019001508A1 (zh)

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