The design method of the gap between the straight section of the end and the auxiliary spring of the oblique line type few-leaf main spring

Abstract

The invention relates to a method for designing gaps of end straight sections of diagonal few-leaf main springs and auxiliary springs, and belongs to the technical field of suspension steel plate springs. The method includes determining endpoint deformation coefficients of the various main springs and deformation coefficients G<x-CD> of contact points of the end straight sections of the N main springs and the auxiliary springs according to structure sizes and elastic modulus of the various diagonal variable-section main springs; acquiring endpoint force F<N> of the N main springs according to acting load of the auxiliary springs and the endpoint deformation coefficients of the various main springs; designing the main and auxiliary spring gaps between contact points of the end straight sections of the main springs and the auxiliary springs according to the thicknesses h<2> of roots of the N main springs, the endpoint force F<N> and the deformation coefficients G<x-CD>. The method has the advantages that as known from simulation verification, design values of the gaps of the end straight sections of the diagonal few-leaf variable-section main springs and the auxiliary springs can be accurately and reliably obtained by the aid of the method, and accordingly the product design level and performance and the vehicle ride comfort can be improved; the design and experiment costs can be reduced, and the product development speeds can be increased.

Description

technical field [0001] The invention relates to a vehicle suspension leaf spring, in particular to a design method for the gap between the straight section at the end and the secondary spring of an inclined-line type few-piece main spring. Background technique [0002] For a small number of variable cross-section leaf springs, in order to meet the requirements of variable stiffness, it is usually designed as the main and auxiliary springs, and through the gap between the main and auxiliary springs, it is ensured that the main and auxiliary springs contact and work together after a certain load is exceeded. Meet the design requirements of the vehicle suspension on the stiffness of the leaf spring under different load conditions. [0003] Since the first piece of the main spring with variable cross-section is subjected to complex forces, it not only bears vertical loads, but also bears torsional loads and longitudinal loads. Therefore, the end thickness of the first leaf sprin...

AI Technical Summary

Problems solved by technology

Since the calculation of the deformation at any position of the non-isomorphic slanted few-leaf leaf spring at any position is very complicated, so far, it has not been possible to provide a simple, accurate and reliable slanted-shaped few-leaf main spring with straight ends. The Design Method of the Clearance Between Section and Secondary Spring

[0004] Although some people have previously given the design method of a few inclined-line variable-section leaf springs, for example, Peng Mo and Gao Jun once gave a variable-section spring in "Automotive Engineering", 1992 (Volume 14) No. 3 The design and calculation method of the leaf spring, this method is mainly designed for the small oblique type variable cross-section leaf spring with the end isomorphic, and its shortcoming is that it cannot meet the small oblique type variable cross-section steel plate with the end non-equal structure The design requirements of the spring cannot meet the design of the gap between the main spring and the auxiliary spring at the contact point between the straight section of the end and the auxiliary spring of the main spring with a small oblique line and variable cross-section.

At present, although some people have used the ANSYS modeling and simulation method for the deformation of the non-isomorphic few-piece inclined-line variable-section main spring at the end of the straight section, but this method can only be used for the variable-section of the actual design structure. Simulation verification of the deformation of leaf springs cannot provide accurate analytical design formulas, nor can it meet the rapid development of vehicles and the development of modern CAD design software for suspension leaf springs

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