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Help me talk about the structural characteristics of independent suspension and dependent suspension, thank you.
Independent suspension means that the wheels on each side are suspended under the frame or body respectively through elastic suspension. Its advantages are: light weight, reducing the impact on the car body and improving the ground adhesion of the wheels; Soft springs with lower stiffness can be used to improve the comfort of the car; It can reduce the position of the engine and the center of gravity of the car, thus improving the driving stability of the car; The left and right wheels jump independently, which can reduce the inclination and vibration of the car body. However, the independent suspension has some disadvantages, such as complex structure, high cost and inconvenient maintenance. Modern cars mostly use independent suspension. According to the different structural forms, independent suspension can be divided into transverse arm suspension, longitudinal arm suspension, multi-link suspension, candle suspension and McPherson suspension.
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Independent wheel suspension
The structural feature of dependent suspension is that the wheels on both sides are connected by an integral frame, and the wheels and axles are suspended under the frame or body through elastic suspension. Non-independent suspension has the advantages of simple structure, low cost, high strength, convenient maintenance and little change in front wheel alignment during driving. However, due to its poor comfort and handling stability, it is basically no longer used in modern cars, and is mostly used in trucks and buses.
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Special topic of automobile suspension system: illustrate various independent suspensions with examples.
The left and right wheels of the independent suspension are not connected by the whole axle, but are connected with the frame (or car body) through the suspension respectively, and each wheel can move up and down independently. The front suspension of cars and trucks with load less than 1t is widely used, and the rear suspension of cars is also increasing. Some front wheels of off-road vehicles, mining vehicles and buses also use independent suspensions.
According to the different structural characteristics of the guiding mechanism, independent suspension can be divided into: double wishbone, single wishbone, longitudinal arm, single diagonal arm, multi-link and strut (rod) link (swing arm) and so on. At present, there are three widely used forms: (1) double cross arm type, (2) sliding column connecting rod type and (3) inclined single arm type. According to the different elastic elements, it can be divided into spiral spring, leaf spring, torsion bar spring and gas spring. Use more coil springs.
Double wishbone (double fork) independent suspension
As shown in figure 1, it is a double wishbone independent suspension. The lengths of the upper and lower arms are different. If the length ratio is appropriate, the angle and track distance between the wheel and the kingpin will not change much. This kind of independent suspension is widely used in front wheels of automobiles. The arm of the double wishbone is made into an A shape or a V shape, as shown in Figure 2. The upper and lower V-shaped swing arms of the V-shaped arm are respectively installed at a certain distance on the wheel, and the other end is installed on the frame.
Unequal arm double cross arm The upper arm is shorter than the lower arm. When the car wheel moves up and down, the arc of the upper arm is smaller than that of the lower arm. This will make the upper part of the tire move slightly inside and outside, and the bottom has little effect. This structure is conducive to reducing tire wear and improving the riding comfort and directional stability of the vehicle.
Sliding column swing arm independent suspension (McPherson type or strut type, etc.). )
This kind of suspension is widely used in automobiles at present. As shown in figure 3. The strut swing arm suspension takes the shock absorber as the strut to guide the wheel to jump, and the spiral spring is integrated with it. This suspension removes the upper arm of the double wishbone and is supported by rubber, allowing the upper end of the sliding column to do a little angular displacement. The large internal space is beneficial to the layout of the engine and reduces the center of gravity of the car. When the wheel moves up and down, the angle of the kingpin axis will change because the fulcrum at the lower end of the shock absorber swings with the transverse swing arm. The above problems can be solved by reasonably adjusting the design and layout of the bar system.
Front suspension of FAW Audi 100 car. The cylindrical shock absorber is installed in the strut cylinder, which is rigidly connected with the steering knuckle. The coil spring is installed in the bearing seat at the upper end of the strut barrel and steering knuckle assembly. The upper end of the spring is supported in the front spring seat connected with the vehicle body through a buffer pad, and the lower end of the strut tube is connected with the transverse swing arm of the suspension through a ball hinge. When the wheel moves up and down, the strut cylinder and steering knuckle assembly move along the axis of the shock absorber piston, and at the same time, the lower fulcrum of the strut cylinder swings with the transverse swing arm.
Inclined single-arm independent suspension
This suspension is shown in Figure 4. This suspension is a compromise between single wishbone and single trailing arm independent suspension (as shown in the figure below). Its swing arm swings around an axis with a certain angle with the longitudinal axis of the automobile, and choosing a suitable angle can meet the requirements of automobile handling stability. This kind of suspension is suitable for rear suspension.
Multi-bar independent suspension
Helical springs are mostly used in independent suspension, so it is necessary to add guiding devices to lateral force, vertical force and longitudinal force, that is, to adopt bars to bear and transmit these forces. Therefore, in order to reduce the weight and simplify the structure, some cars adopt multi-link suspension. As shown in fig. 5. The upper connecting rod 9 is connected with the vehicle body (or frame) through the bracket 1 1, and the outer end of the upper connecting rod 9 is connected with the third connecting rod 7. Rubber vibration isolation sleeves are installed at both ends of the upper rod 9. The lower end of the third connecting rod 7 is connected with the steering knuckle through a heavy thrust bearing. The lower connecting rod 5 is the same as the common lower swing arm, and the inner end of the lower connecting rod 5 is connected with the front cross beam through a rubber vibration isolation sleeve. The ball hinge connects the outer end of the lower connecting rod 5 with the steering knuckle. The main pin of the multi-bar yarn front suspension system extends from the lower ball hinge to the upper bearing, which is independent of the upper connecting rod and the third connecting rod. Multi-bar suspension system has good handling stability and can reduce tire wear. The shock absorber and coil spring of this suspension do not rotate along the steering knuckle like McPherson suspension. As shown in fig. 5.
1- Front suspension beam 2- Front stabilizer 3- Pull rod bracket 4- Adhesive pull rod 5- Lower connecting rod 6- Hub steering knuckle assembly 7- Third connecting rod 8- Shock absorber 9- Upper connecting rod 10- helical spring1-Upper connecting rod bracket1.
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Special topic of automobile suspension knowledge: dependent suspension
Dependent suspension has a simple structure and is widely used in front and rear suspensions of vans and buses. The rear suspension of some cars also adopts dependent suspension.
Leaf spring suspension
Leaf spring is used as elastic element of dependent suspension. Because it also acts as a guide mechanism, the suspension system is greatly simplified. As shown in the figure below. This kind of suspension is widely used in front and rear suspension of freight cars. In the middle of it, the leaf spring is fixed on the shaft with a U-bolt. The front end of the suspension is a fixed hinge, also called dead ear. The leaf spring pin connects the leaf spring front ear and the leaf spring front bracket, and a bushing is installed in the leaf spring front ear hole to reduce friction. The rear ear plate is connected with the rear ear plate and the ear plate frame through leaf spring ear plate pins, and the rear end can swing freely to form a movable ear plate. When the frame is deformed by the impact spring, the distance between the two lugs may change.
In order to improve the ride comfort of the car, some light trucks use the secondary spring under the main spring to realize the leaf spring with gradual stiffness. For example, the Iveco rear suspension introduced by Nanjing Automobile Industry Corporation. Its main spring consists of four (or three) pieces with a thickness of 9mm and two (or three) pieces with a thickness of 15mm, which constitute several types of leaf springs with gradually changing stiffness. Under the condition of small load, only the main spring works, but when the load increases to a certain value, the main spring contacts with the auxiliary spring, the suspension stiffness increases and the spring characteristics become nonlinear. When all the auxiliary springs work, the spring characteristics become linear again. The characteristic of this suspension is that the secondary spring works gradually with the increase of load, so the stiffness of the suspension changes smoothly and the ride comfort of the car is improved.
Spiral spring rigid shaft suspension
As the spiral spring as an elastic element can only bear vertical load, its suspension system should be equipped with guiding mechanism and shock absorber.
Air spring related suspension
When the car is running, the stiffness of suspension is required to change due to the change of load and road surface. When the car is empty, the body is raised, and when it is full, the body pressure is very low, which will hit the bumper. Therefore, different requirements are put forward for different types of cars. Mines and large buses require little change in body height when empty and full. For cars, it is required to reduce the height of the car body and improve the speed of driving on good roads; Improving the car body on bad roads can increase the passing capacity. Therefore, it is required that the height of the car body can be adjusted according to the use requirements. Air spring dependent suspension can meet the requirements.
As shown in the figure below. The upper and lower ends of the airbag air spring 5 are respectively fixed on the frame and the axle. The compressed air generated by the compressor 1 enters the gas storage tank 8 through the oil-water separator 10 and the pressure regulator 9. The pressure regulator can keep the compressed air in the air storage tank at a certain pressure. The gas storage tank 8 is communicated with two air springs through pipelines. The air pressure in the air storage tank and air spring is controlled by the height regulating valve 3 of the car body, and the air spring only bears vertical load, so a shock absorber must be added, and its longitudinal force and lateral force and torque are transmitted by the longitudinal thrust rod and lateral thrust rod in the suspension.
1. compressor; 2.7. Air filter; 3. Body height control valve; 4. Control lever; 5. Air spring; 6. Gas storage tank; 8. Gas storage tank; 9. Pressure regulator; 10. Oil-water separator
Air spring related suspension
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