Supporting beam structure for automobile air suspension

Abstract

The invention discloses a supporting beam structure for an automobile air suspension. The structure comprises a uniform cross-section middle shaft section and the variable cross-section sections extending from two sides of the middle shaft section, the variable cross-section sections are symmetrically bent along the radial center of the middle shaft section to form the C-shaped beam structures, and a supporting structure is arranged in an inner cavity of the middle shaft section and is provided with the surface supporting faces and the supporting tables. The two surface supporting faces at least make contact with the two opposite bearing force inner walls in the inner cavity of the middle shaft section respectively, and the supporting tables on the two surface supporting faces serve as theinternal supports of the two opposite bearing force inner walls. The device has the advantages that the ratio of the cross section factor to the cross section area is larger, so that the structure ismore reasonable, the bending resistance is stronger, and the structure is more reasonable and safer; the weight is lighter due to the adoption of a reasonable decrement structure, the strength, rigidity, inherent frequency and resonance phenomenon of the beam are ensured, the general requirements are met, but also the potential safety hazards of unbalance loading, breakage and rollover easily caused by different vehicle models are solved.

Description

technical field [0001] The invention relates to an automobile air suspension structure, in particular to a support beam structure used for the automobile air suspension. Background technique [0002] According to relevant research data, the car body accounts for about 30% of the total mass of the car. If the mass of the whole car is reduced by 10%, the fuel efficiency can be increased by 8% to 12%. Therefore, "lightweight" has become a key research topic in the development of the global automobile industry. Automobile air suspension is an important safety component that bears loads in automobiles, and its strength and stiffness requirements are very high. The existing automobile air suspension There are various structural forms, especially the patent No. 200720037500.8 proposed by the inventor in 2007, which is named as a utility model patent for suspension beams used in automobile air suspensions. The pieces are tailor-welded into a hollow rectangular beam, including the c...

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Problems solved by technology

[0003] After years of actual use, it is found that this structure still has the following problems: On the one hand, although the strength and rigidity of the automobile air suspension of this structure have been improved, in order to make it have sufficient supporting strength and rigidity, the thickness of its body material is too thick ( Its thickness is generally 7-8mm), and the total weight of the finished beam after tailor welding is > 110kg. It can be seen that the total weight is heavy and cannot meet the actual requirements of lightweight, which creates a support stiffness, strength requirements and light weight. The contradictory points of quantitative requirements, so even after years of technological development, there is still no way to come up with a good solution. According to data, in recent years, several domestic manufacturers have tried to use 6mm high-strength steel 610L or even ultra-high-strength steel. The high-strength steel 700L has been tested many times, and finally failed due to the sudden fracture of the fatigue strength within 100,000 times; Therefore, the material of the suspension beam must have good comprehensive properties such as strength, toughness, weldability, and cold forming; and because the intersection point (concentrated load) of the airbag center distance and eccentricity distance of the suspension beam of the air suspension beam varies according to different models, The concentrated load point also changes accordingly. In the current situation of more than ten years, nearly 90% of the airbag center distances and eccentric distances of the vehicle models are relatively small. For example, the above-mentioned published patents can no longer meet the general requirements. The included angles between the transition zone and the transition zone on both sides are small (45º and 49º). When the intersection of the two distances changes, the concentrated load has deviated to the edge of the beam, especially because the inner radius of the beam is small (10mm), and the outer layer Excessive tensile deformation of the material will cause the tensile stress to reach or exceed the tensile strength of the material and cause potential safety hazards of fracture; It belongs to the cantilever type beam and the concentrated load is at both ends. Its bending normal stress is distributed in a straight line, and the maximum value occurs on the upper and lower edges of the beam. The shear stress is distributed in a parabola, and the maximum value occurs on the central axis. Its bending resistance Strength is not guaranteed

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