RU2340467C1 - Vehicle suspension on trailing arms - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: suspension of vehicle consists of trailing arms. Each of trailing arms is made with variable section in vertical plane up to rectangular section before its inset with beam axle of vehicle. The said arm is divided by vertical notch into two symmetrical parts from point of its pinning to vehicle frame and place of its attachment to mentioned vehicle beam axle with possibility to vary ratio between thickness and height of trailing arm section and width of notch.

EFFECT: design simplicity due to suspension stabiliser elimination, high rigidity of suspension trailing arm while its weight and dimensional parameters are equal to the same parameters of known arms, more durable operation of suspension pneumatic element and suspension survivability under destruction of one of the trailing arm front parts.

5 dwg

Description

The invention relates to the field of automotive industry, to suspensions for the continuous axis of vehicles, mainly when using air springs as an elastic suspension element.

A known vehicle suspension (application No. 830630) with elastic arms, the front parts of which are made in the form of leaf springs, stretched forward along the frame of the vehicle and pivotally mounted to the frame at the height of the center of the continuous axis. The elastic element of the suspension, made in the form of air springs, is located between the frame of the vehicle and the bracket fixed from the bottom of the continuous axis.

The disadvantages of this suspension are:

- complexity due to the presence of a composite longitudinal arm, which includes two parts: the elastic part of the lever, made in the form of a quarter-elliptic spring, mounted on top of the continuous axis and the bracket, fixed on the bottom of the continuous axis;

- the presence of compliance of the front of the elastic levers, which are made in the form of leaf springs, which leads to different angular twists of the continuous beam, which in turn causes increased wear of the shell of the air spring due to the distortion of the piston.

Also known is the suspension for the continuous axis of the vehicle (the book "Pneumatic and hydropneumatic suspensions" by Ya.M. Pevzner and AM Gorelik, ed. MASHGIZ, 1963, p. 247), consisting of longitudinal flat levers that are rigidly connected in the area between the front the hinged point of attachment to the vehicle frame and the rear end, on which the air spring is mounted, resting on the vehicle frame, with a continuous axle of the vehicle. To compensate for the bending of the flat levers from the action of the lateral force and, as a result, the displacement of the continuous axis of the vehicles, a side reaction rod is installed between the frame and the continuous axis. This design eliminates the twist of the continuous beam of the vehicle, however, it has the following disadvantages:

- due to the fact that the longitudinal arms are made flat, the use of a transverse reaction rod was required in the longitudinal plane;

- when one of the longitudinal levers is destroyed in the section between the front hinge point of attachment to the vehicle frame and the section of rigid connection with the continuous axis, the vehicle loses its ability to move (mobility).

The technical task is to simplify the design of the suspension, increase the durability of the air springs and ensure the mobility of the vehicle when destroying part of the front section of the longitudinal suspension arm. Increased torsion stiffness without stabilizer.

The technical result is achieved by the implementation of levers of variable cross section with a significant increase in its bending stiffness, which reduces the movement of the base of the air springs, and divided by a vertical cut along the length into two symmetrical parts ensures the mobility of the vehicle when one of them breaks down.

The use of a section of the longitudinal suspension arms with increased bending stiffness precludes the use of a side roll stabilizer.

Description of graphic images:

figure 1 shows the suspension of a vehicle with trailing arms - side view;

figure 2 shows the suspension of the vehicle with trailing arms - top view;

figure 3 shows a cross section of a longitudinal arm;

figure 4 shows a cross section of the suspension arm of an analog made of a leaf spring;

figure 5 shows embodiments of the cuts of the longitudinal suspension arm.

The vehicle suspension (Figs. 1 and 2) consisting of longitudinal elastic levers 1, the front part 1a of which is divided by a vertical longitudinal cut No. 1b (Fig. 2) from the point of hinging to the frame 2 and the place of termination to the continuous axis of the vehicle.

The sealing of the longitudinal lever to the continuous axis 3 of the vehicle consists of a lining of the lever 4 and stepladders 5, fastening nuts 6 to the lining of the stepladders 7. At the end of the lever 1, an air spring 8 is installed, resting on the tie-rod 9.

Figure 3 presents a section of the front of the longitudinal suspension arm in comparison with the section of the lever made of the leaf spring of figure 4.

Taking the thickness of the section of FIG. 3 equal to H, the height of the section of FIG. 4 equal to B, we assume that the height of the section of FIG. 3 is 10B, and for the weight parameters of the lever and spring to be equal, the width of the section of FIG. 4 should be 10H.

The moment of inertia, which determines the bending stiffness in the vertical plane for the cross section of figure 3, is equal to:

In turn, the moment of inertia, which determines the bending stiffness in the vertical plane for the cross section of figure 4, is equal to:

Thus, when the weight and overall parameters are equal, the lever according to the proposed solution has 100 times greater rigidity.

Obviously, to obtain the necessary parameters of torsional stiffness, the cross-sectional dimensions can vary along the length of the front of the lever.

The most loaded and responsible from the point of view of safety and mobility of the vehicle is the front of the lever. The division of this section into two symmetrical halves ensures the preservation of the survivability of the vehicle in case of failure of one of them.

Vertical cut 1b of the front of the longitudinal suspension arm 1a can be performed on a length L from the point of hinging to the frame and to the point between the seal and hinging in accordance with (see Fig. 5), in order to obtain the necessary torsional rigidity of the suspension, this allows Avoid using side roll stabilizer.

Claims (1)

Vehicle suspension on longitudinal arms, characterized in that each longitudinal arm is made with a variable cross-section in a vertical plane to a rectangular cross-section before it is sealed with a continuous axis of the vehicle and is divided by a vertical cut along the length into two symmetrical parts from the hinge point to the vehicle frame and the place of its termination to the specified continuous axis of the vehicle with the possibility of varying the ratio between the thickness and height of the longitudinal growl section hectares and the width of the cut.

Images