A method for optimizing the structure of an air compressor suction valve plate of an automobile suspension system

Abstract

The application belongs to the technical field of compressors and discloses a structure optimization method for an air suction valve plate of an air compressor of an automobile suspension system, which comprises the following steps: S1, geometric shape design of the air suction valve plate; S2, non-uniform thickness design of the air suction valve plate; S3, rotation angle design of the air suction valve plate; and S4, sealing pre-tightening force design of the air suction valve plate. Through the optimization design, the shape and size design precision of the air suction valve plate can be improved, the air suction resistance loss of the compressor can be reduced, the sealing performance, the pressure resistance and the valve gap flow area can be improved, and finally the development process of the automobile suspension system is promoted.

Description

Technical Field

[0001] This invention belongs to the field of compressor technology, and specifically relates to a method for optimizing the structure of the intake valve plate of an air compressor in an automotive suspension system. Background Technology

[0002] The most direct benefit of air suspension is adjustable vehicle height. When a car is traveling at high speed, over 60% of its power is consumed in combating wind resistance; at speeds exceeding 200 km / h, this energy consumption rises to over 85%. Vehicles equipped with air suspension can lower their ground clearance at high speeds, reducing wind resistance and thus lowering energy consumption. Compared to the metal components of traditional suspension systems, air suspension effectively reduces weight, thereby increasing the driving range of new energy vehicles.

[0003] The air compressor is the core of the air supply unit. High-pressure compressed air is generated by a single-stage reciprocating piston compressor. Piston compressors with an integrated crankshaft and connecting rod design meet the requirements of high integration and lightweight construction. However, the integrated crankshaft and connecting rod design causes the piston to exhibit lateral oscillating motion in the vertical axial direction during intake and compression, in addition to the axial motion typical of traditional piston compressors. The intake valve is a core component of the piston compressor, and the axial oscillating motion of the piston presents new challenges to its design.

[0004] During compressor operation, the valve plates are constantly opening and closing under the influence of fluid forces, continuously enduring bending and impact stresses. Excessive stress concentration or excessively rapid impact response time will shorten the valve plate life, which directly affects the compressor's reliability, system maintenance costs, and maintenance cycles. Therefore, studying the relationship between the stress on the compressor valve plates and factors such as discharge pressure, motor speed, valve plate structure, and valve plate stroke is beneficial for finding the optimal and limiting conditions for valve plate operation. Similarly, valve plate structures can be designed according to specific operating conditions to achieve a more uniform stress distribution, which is of great significance for compressor reliability research. Numerous researchers have demonstrated through countless experiments that energy loss at the valve accounts for a large proportion of the total energy loss during the compressor's entire operation. Therefore, improving the compressor's economy can be achieved by optimizing the structural parameters of the valve.

[0005] However, research on air compressors for automotive suspension systems is still relatively scarce, and research on piston compressors with lightweight integrated rocker crankshaft and connecting rod designs is even rarer. Summary of the Invention

[0006] The purpose of this invention is to provide a structural optimization method for the intake valve plate of an air compressor in an automotive suspension system. This method optimizes the design of the intake valve plate of a rocking piston air compressor, improves the shape and size design accuracy of the intake valve plate compared to existing technologies, reduces the intake resistance loss of the compressor, enhances sealing performance, pressure resistance, and valve clearance flow cross-sectional area, and ultimately promotes the development of automotive suspension systems.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A method for optimizing the structure of the intake valve plate of an air compressor in an automotive suspension system includes:

[0009] S1. Geometric design of the intake valve plate;

[0010] S2. Non-uniform thickness design of the intake valve plate;

[0011] S3, Intake valve plate rotation angle design;

[0012] S4. Intake valve plate sealing pre-tightening force design.

[0013] A further improvement of the present invention is that step S1 specifically includes the following steps:

[0014] S11: Change the geometry of the intake valve plate, conduct stress test analysis on the intake valve plate during the intake process, compare the compressive strength, intake flow resistance loss and valve gap flow cross-sectional area of ​​intake valve plates with different geometries under different piston swing motion speeds, and determine the optimal geometry of the intake valve plate.

[0015] S12: Select the optimal geometry of the intake valve plate. Starting from the top of the positioning end of the intake valve plate, establish coordinate systems along the longitudinal and transverse directions of the intake valve plate, and establish the mapping function relationship between the boundary curve l and the spatial position x. Based on the equal width design, the boundary curve l of the intake valve plate and the spatial position x satisfy the following relationship:

[0016] l=k(x-l0)+d0

[0017] l0 is the starting point x-coordinate of the boundary curve design, and d0 is the starting point y-coordinate of the boundary curve design; the boundary shape of the intake valve plate is designed starting from the position x = l0, and the part x < l0 is the positioning part of the intake valve plate;

[0018] When k > 0, the intake valve plate is designed as a positive trapezoid along the x direction; test the influence weight of different correction coefficient k values ​​on the pressure resistance, intake flow resistance loss, and valve gap flow cross-sectional area, determine the optimal k value, denoted as k0, then the intake valve plate boundary curve design that satisfies: l = k0(x-l0) + d0 is the optimal valve plate shape design.

[0019] Based on the design of a regular trapezoid, the boundary curve is changed from a straight line to a curve. At this time, the boundary curve l and the spatial position x satisfy the following relationship:

[0020] l = ax 2 +bx+c

[0021] Stress tests were conducted on intake valve plates with different curvature designs. By changing coefficients a, b, and c, the boundary curvature was optimized, and the upper and lower boundary curvature design function relationship with the best stress concentration improvement effect was obtained.

[0022] S13: After determining the optimal boundary curvature design in S12, the curvature design of the top of the intake valve plate is further optimized. The top of the intake valve plate is a circular arc design, and the top circular arc l2 and the spatial position x satisfy the following correlation:

[0023] (xm) 2 +l2 2 =R 2

[0024] m represents the location of the center of the top arc design at x = m, and R represents the radius of the top arc design. Stress tests are conducted on the intake valve plates with different curvature designs. By changing the radius R, the boundary curvature is optimized to obtain the top boundary curvature design function relationship for the optimal performance of the intake valve plate.

[0025] The boundary curve l represents the upper and lower boundaries of the intake valve plate, and the top arc l2 represents the top boundary of the intake valve plate; the optimal upper and lower boundary curves l and the optimal top arc l2 constitute the optimal geometric design of the intake valve plate.

[0026] A further improvement of the present invention is that step S2 specifically includes the following steps:

[0027] S21. Based on step S1, obtain the optimal geometric shape design of the intake valve plate. Taking the positioning point of the intake valve plate as the starting point and the longitudinal direction as the positive direction, establish a one-dimensional coordinate system. The thickness δ of the intake valve plate at position x satisfies the following functional relationship with x:

[0028] δ=f(x)

[0029] The thickness of the intake valve plate remains consistent in the lateral direction; the maximum lift h of the intake valve plate is determined by the thickness δ(x) of the valve plate, the elastic modulus E of the intake valve plate material, and the maximum internal and external pressure difference P on both sides of the intake valve plate during the intake process. in， P out Decide:

[0030] h = f(δ(x), E, ​​P) in P out )

[0031] The non-uniform thickness design δ(x) of the intake valve plate satisfies the condition that when the valve plate lift h reaches the maximum lift, the valve gap cross section and the valve seat cross section are equal.

[0032] S22. Simulate and test the intake valve plate under different piston swing speeds for different types of function mapping relationships, compare the maximum lift of the intake valve plate and the flow cross-sectional area of ​​the valve gap, and determine the optimal non-uniform thickness design.

[0033] A further improvement of the present invention is that step S3 specifically includes the following steps:

[0034] S31. Fix the intake valve plate determined in step S2 along the vertical direction of the piston connecting rod, and test the pressure resistance, intake flow resistance loss and valve gap flow cross-sectional area of ​​the intake valve plate during the intake and compression processes under different piston swing motion speeds.

[0035] S32. Using Δθ as the gradient, change the fixed angle of the intake valve plate at the top of the piston in a clockwise direction. Test and analyze the pressure resistance, intake flow resistance loss and valve gap flow cross-sectional area of ​​intake valve plates with different angle designs under different piston swing motion speeds to obtain the optimal fixed rotation angle of the valve plate.

[0036] A further improvement of the present invention is that step S4 specifically includes the following steps:

[0037] S41. The piston top intake valve base is designed with a gradually increasing height; based on the optimal geometry of the intake valve plate determined in steps S1 and S2, and the optimal fixed rotation angle of the intake valve plate determined in step S3, the angle between the inclined surface of the intake valve base and the horizontal plane is α. The inclined angle α is related to the elastic modulus E of the intake valve plate and the internal and external pressure difference P on both sides of the valve plate in the initial intake state. in P out Decide:

[0038] θ=f(E,P in P out )

[0039] The height y of the intake valve base at position x is always equal along the lateral direction of the intake valve plate; the design of the tilt angle α ensures that the preload F of the intake valve plate and the pressure F on both sides of the valve plate are constant in the initial state of intake. in F out The following relationship must be satisfied:

[0040] F+F in =F out

[0041] S42. Simulate and test the design of the intake valve base with different tilt angles α, and compare the sealing performance and intake resistance loss of the intake valve plate; the pre-tightening force that does not leak and has the minimum intake resistance loss is the optimal sealing pre-tightening force of the intake valve plate.

[0042] A further improvement of the present invention is that in step S1:

[0043] If there exists a k value that simultaneously satisfies the following three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, denoted as k0, then the intake valve plate boundary curve design that satisfies: l = k0(x-l0) + d0 is the optimal valve plate shape design.

[0044] If there is no k value that simultaneously satisfies all three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, then the optimal k value is determined based on orthogonal experiments and weighted factor analysis, denoted as k0. The valve plate boundary curve design that satisfies l=k0(x-l0)+d0 is the optimal valve plate shape design.

[0045] A further improvement of the present invention is as follows: In step S13: by changing the radius R, the pressure resistance, flow resistance loss, and valve clearance cross-sectional area of ​​the intake valve plate designed with different R values ​​are tested during actual operation. When the pressure resistance is optimal, the flow resistance loss is minimal, and the valve clearance cross-sectional area is maximized, the corresponding R value is optimal. If there is no k value that simultaneously satisfies the three conditions: optimal pressure resistance, minimal flow resistance loss, and maximized valve clearance cross-sectional area, then the optimal R value is determined according to the orthogonal experiment and weighted factor analysis method.

[0046] A further improvement of the present invention is that: in step S22: by changing the non-uniform thickness value, the cross-section of the valve gap and the cross-section of the valve seat are tested when the intake valve plate of different designs reaches the maximum lift in actual operation. If they are equal, then it is the best; thus, the optimal non-uniform thickness design of the intake valve plate is obtained.

[0047] A further improvement of this invention is as follows: In step S32: by changing Δθ, the pressure resistance, flow resistance loss, and valve clearance cross-sectional area of ​​the intake valve plate with different rotation angles are tested during actual operation. When the pressure resistance is optimal, the flow resistance loss is minimum, and the valve clearance cross-sectional area is maximum, the corresponding angle is optimal. If there is no angle that simultaneously satisfies all three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, the optimal angle is determined based on orthogonal experiments and weighted factor analysis. The optimal rotation angle design of the intake valve plate is thus obtained.

[0048] A further improvement of this invention is that, in step S42: CFD modeling is selected for computational simulation or experimental testing; during the testing or simulation process, the forces on both sides of the intake valve plate are recorded, and the results are calculated based on F+F. in =F out The preload is calculated, and the final criterion for judging whether the preload is appropriate is: no leakage and minimal loss of suction resistance.

[0049] A further improvement of this invention lies in the following: During the optimization design of the intake valve plate, the influence of the intake valve's geometric shape design, non-uniform thickness design, rotation angle design, and preload arc surface design on performance evaluation parameters (compression resistance, intake flow resistance loss, and valve gap flow cross-sectional area) shows inconsistent trends. If there is no valve plate design that simultaneously satisfies the optimal requirements for compression resistance, intake flow resistance loss, and valve gap flow cross-sectional area, then an orthogonal experiment is conducted with the intake valve's shape parameters (length, width, area), non-uniform thickness parameters, rotation angle, and the tilt angle of the preload arc surface design as independent variables, and the compression resistance, intake flow resistance loss, and valve gap flow cross-sectional area as dependent variables. The specific steps are as follows:

[0050] S101: Determine the experimental factors and levels:

[0051] In the geometric design steps of the intake valve disc, the experimental factors are: the total length of the valve disc, the boundary shape curve, the top arc curve, and the valve disc area; then, the level of each factor is determined. For example, the length of the valve disc has i levels, namely d1, d2...d... i The boundary shape curve has j horizontal levels, which are l 1-1 , l 1-2 ...l 1-i The top circular arc has a total of s horizontal segments, each consisting of l 2-1 , l 2-2 ...l 2-s The valve plate area has a total of t horizontal sections, namely S1, S2, S3, S4, S5, S6, S7, S8, S9, S1, S1, S9, S1, S1, S2, S3, S4 ...3, S4, S5, S6, S7, S8, S9, S1, S1 v ...S t ;

[0052] In the non-uniform thickness optimization design step of the valve plate, the experimental factor is the thickness of the valve plate, with i levels, namely δ1, δ2...δ i ;

[0053] In the design steps for the valve plate's rotation angle, the experimental factor is the valve plate's rotation angle, with i horizontal rotation angles, denoted as θ1, θ2...θ... i ;

[0054] In the design steps for the sealing preload of the valve plate, the experimental factor is the design tilt angle of the valve plate's preload, with i horizontal tilt angles, denoted as α1, α2...α... i ;

[0055] S2: Conduct orthogonal experiments;

[0056] S3: Based on the experimental results, conduct an analysis of variance to determine the main effects and possible interaction effects of each factor; calculate the correlation between each variable, use factor analysis to determine the influence weights, calculate the scale weights of the influencing factors, extract the factors with greater influence, combine the factor score coefficient matrix to obtain the weight expression, and finally determine the optimal design selection based on the influence weights.

[0057] Compared with the prior art, the present invention has the following beneficial effects:

[0058] This invention provides a method for structural optimization of the intake valve plate of an air compressor in an automotive suspension system, including: S1, geometric design of the intake valve plate; S2, non-uniform thickness design of the intake valve plate; S3, rotation angle design of the intake valve plate; and S4, sealing preload design of the intake valve plate. This invention provides accurate guidance for the design of intake valves by optimizing the size, shape, thickness, and installation rotation angle of the intake valve in an automotive suspension system compressor. Furthermore, it provides testing methods and data analysis methods for intake valve performance testing to verify the rationality of the design. A larger valve plate area results in a relatively lower gas flow velocity during the intake process, thus reducing intake losses. The shape design of the valve plate affects the flow path and flow pattern of the airflow during the intake process, thereby affecting intake resistance losses. This invention optimizes the shape and area of ​​the valve plate to reduce intake resistance loss. As the valve plate lift increases, the valve gap flow cross-sectional area increases, the valve gap velocity decreases, and pressure loss decreases. However, the flow coefficient decreases with increasing lift, so the reduction in pressure loss is not linearly related to the increase in valve plate lift. When the lift increases to the point where the valve gap flow area equals the valve seat cross-section, further increasing the valve plate lift becomes meaningless. This invention limits the valve plate lift using a non-uniform thickness design, ensuring it always operates at the optimal lift height, further reducing pressure loss. The rotation angle design minimizes the impact of swaying motion on airflow during intake and compression, reducing compression work. The preload tilt angle directly determines the magnitude of the preload; a smaller angle results in a smaller preload, causing gas leakage from the intake port during compression, leading to a decrease in compressor discharge volume. Through this optimized design, the shape and size design accuracy of the intake valve plate can be improved, reducing compressor intake resistance loss, enhancing sealing performance, pressure resistance, and valve gap flow cross-sectional area, ultimately promoting the development of automotive suspension systems. Attached Figure Description

[0059] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0060] Figure 1 This is a schematic diagram of the structure of the air compressor for the automotive suspension system involved in this invention;

[0061] Figure 2 This is a schematic diagram illustrating the design process of the intake valve plate boundary curve in the structural optimization method for the intake valve plate of an air compressor in an automotive suspension system according to the present invention; wherein, Figure 2 (a) is a stepped, equal-width design; Figure 2 (b) is a design with equal width; Figure 2 (c) is a stepped design; Figure 2 (d) is a curved stepped design;

[0062] Figure 3 This is a schematic diagram of the top curve design of the intake valve plate in the structural optimization method of the intake valve plate of the air compressor in the automotive suspension system of the present invention.

[0063] Figure 4 This is a schematic diagram illustrating the non-uniform thickness design of the intake valve plate in the structural optimization method for the intake valve plate of an air compressor in an automotive suspension system according to the present invention; wherein, Figure 4 (a) Design for linearly varying non-uniform thickness; Figure 4 (b) Design for non-linear, non-uniform thickness variation;

[0064] Figure 5 This is a schematic diagram illustrating the design process of the intake valve plate rotation angle in a structural optimization method for an air compressor intake valve plate in an automotive suspension system according to the present invention; wherein, Figure 5 (a) is a schematic diagram of the design when the rotation angle is 0; Figure 5 (b) is a design schematic diagram when the rotation angle is θ;

[0065] Figure 6 This is a schematic diagram illustrating the gradually increasing inclined surface design of the intake valve plate base in a structural optimization method for an air compressor intake valve plate in an automotive suspension system according to the present invention; wherein... Figure 6 (a) A top view of the design of the intake valve base with an inclination angle of θ; Figure 6 (b) A side view of the design of the intake valve base with an inclination angle of θ; Figure 6 (c) A top view of the design of a conventional intake valve base without preload; Figure 6 (d) is a side view of the design of a conventional intake valve base without preload. Detailed Implementation

[0066] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0067] The following detailed description is exemplary and intended to provide further detailed explanation of the invention. Unless otherwise specified, all technical terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention.

[0068] Please see Figure 1 The air compressor involved in this invention is a rotary piston air compressor, comprising: a compressor housing 1, a compressor cylinder 2, a crank 3, a connecting rod piston 4, and piston rings 5. The compressor housing 1 is made of metal. To achieve a lightweight and compact design, the connecting rod and piston 4 are designed as a single unit; the crank and connecting rod are also integrated, thus the piston undergoes a rocking motion during intake and compression. An intake valve 6 is located on the top of the piston; the intake valve is an automatically differential pressure driven reed valve without a lift limiter. The rocking angle θ1 of the piston's rocking motion is determined by the piston rod length and the crankshaft eccentricity.

[0069] This invention discloses a method for structural optimization of the intake valve plate of an air compressor in an automotive suspension system, comprising the following four aspects: geometric design of the intake valve plate, non-uniform thickness design of the intake valve plate, rotation angle design of the intake valve plate, and sealing preload design of the intake valve plate. The target parameters for evaluating the optimized performance of the intake valve plate are: pressure resistance, intake flow resistance loss, and valve clearance flow cross-sectional area.

[0070] S1. Geometric design of the intake valve plate, the specific steps are as follows:

[0071] S11: Change the geometry of the intake valve plate, conduct stress test analysis on the intake valve plate during the intake process, compare the compressive strength, intake flow resistance loss and valve gap flow cross-sectional area of ​​intake valve plates with different geometries under different piston swing motion speeds, and determine the optimal geometry of the intake valve plate.

[0072] In one specific implementation, the optimal geometry of the intake valve plate is determined based on the criteria of having the best pressure resistance, the least flow resistance loss, and the largest valve gap flow cross-sectional area.

[0073] S12: Select the optimal geometry of the intake valve plate. Starting from the top of the positioning end of the intake valve plate, establish coordinate systems along the longitudinal and transverse directions of the intake valve plate, and establish the mapping function relationship between the boundary curve l and the spatial position x: based on the equal width design (see...). Figure 2 (a) and Figure 2 Based on (b), the intake valve plate boundary curve l and the spatial position x satisfy the following relationship:

[0074] l=k(x-l0)+d0

[0075] l0 is the starting point x-coordinate of the boundary curve design, and d0 is the starting point y-coordinate of the boundary curve design. The boundary shape of the intake valve plate is designed starting from the position x = l0. The part x < l0 is the positioning part of the intake valve plate, which has a fixed shape and does not affect the state and performance of the intake valve plate.

[0076] When k > 0, the intake valve plate is a positive trapezoid along the x-direction (see...). Figure 2 (c) Design; Test the influence weight of different correction coefficient k values ​​on the pressure resistance, intake flow resistance loss and valve clearance flow cross-sectional area. When the pressure resistance is optimal, the flow resistance loss is minimum and the valve clearance flow cross-sectional area is maximum, the corresponding k value is optimal.

[0077] In one specific implementation, if there exists a k value that simultaneously satisfies the optimality of all three conditions, denoted as k0, then the intake valve plate boundary curve design that satisfies: l = k0(x-l0) + d0 is the optimal valve plate shape design;

[0078] If there is no optimal k value that simultaneously satisfies all three conditions, then the optimal k value is determined by orthogonal experiment and weight factor analysis, denoted as k0. The valve plate boundary curve design that satisfies l=k0(x-l0)+d0 is the optimal valve plate shape design.

[0079] Furthermore, based on the trapezoidal design, the boundary curve was changed from a straight line to a curve (see...). Figure 2 (d)), at this time the boundary curve l and the spatial position x satisfy the following relationship:

[0080] l = ax 2 +bx+c

[0081] Stress tests were conducted on intake valve plates with different curvature designs. By changing coefficients a, b, and c, the boundary curvature was optimized, and the upper and lower boundary curvature design function relationship with the best stress concentration improvement effect was obtained.

[0082] S13: Please refer to Figure 3 As shown, after determining the optimal boundary curvature design in S12, the curvature design of the top of the intake valve plate is further optimized. The top of the intake valve plate is designed as a circular arc, and the top circular arc l2 and the spatial position x satisfy the following correlation:

[0083] (xm)2+l2 2 =R 2

[0084] m represents the location of the center of the top arc design at x = m, and R represents the radius of the top arc design. Together, they determine the specific shape of the top arc design. Stress tests were conducted on intake valve plates with different curvature designs. By changing the radius R, the boundary curvature was optimized to obtain the optimal top boundary curvature design function for the intake valve plate.

[0085] In one specific implementation, by changing the radius R, the pressure resistance, air flow resistance loss, and valve clearance cross-sectional area of ​​the intake valve plate designed with different R values ​​are tested during actual operation. The optimal R value is when the pressure resistance is optimal, the flow resistance loss is minimum, and the valve clearance cross-sectional area is maximum.

[0086] Please see Figure 3 As shown, the boundary curve l represents the upper and lower boundaries of the intake valve plate, and the top arc l2 represents the top boundary of the intake valve plate. The optimal upper and lower boundary curves l and the optimal top arc l2 constitute the optimal geometric design of the intake valve plate.

[0087] S2. Non-uniform thickness design of the intake valve plate, the specific steps are as follows:

[0088] Without a lift limiter design requirement, the intake valve plate needs to incorporate a self-lift limiting design. Therefore, the intake valve plate adopts a non-uniform thickness design along the longitudinal direction. During intake, when the piston rod speed is at its maximum, the pressure difference across the intake valve plate is at its maximum, resulting in the maximum lift of the intake valve plate. The optimization steps for the non-uniform thickness design are as follows:

[0089] S21. Based on step S1, obtain the optimal geometric shape design of the intake valve plate. Taking the positioning point of the intake valve plate as the starting point and the longitudinal direction as the positive direction, establish a one-dimensional coordinate system. The thickness δ of the intake valve plate at position x satisfies the following functional relationship with x:

[0090] δ=f(x)

[0091] The thickness of the intake valve plate remains consistent in the lateral direction. The maximum lift h of the intake valve plate is determined by the plate thickness δ(x), the elastic modulus E of the intake valve plate material, and the maximum internal and external pressure difference (P) across the intake valve plate during the intake process. in P out The decision is as follows:

[0092] h = f(δ(x), E, ​​P) in P out )

[0093] The non-uniform thickness design δ(x) of the intake valve plate must satisfy the condition that when the valve plate lift h reaches the maximum lift, the valve gap cross section and the valve seat cross section are equal.

[0094] S22. Simulate and test the intake valve plate under different piston swing speeds for different types of function mapping relationships, compare the maximum lift of the intake valve plate and the flow cross-sectional area of ​​the valve gap, and determine the optimal non-uniform thickness design.

[0095] In one specific implementation, by changing the non-uniform thickness value, the cross-sections of the valve gap and the valve seat are tested to see if they are equal when the intake valve plate of different designs reaches the maximum lift during actual operation. If they are equal, then it is the best design; thus, the optimal non-uniform thickness design of the intake valve plate is obtained.

[0096] Furthermore, the key points and steps for designing the rotation angle of the intake valve are as follows: The integrated crank and connecting rod design causes the piston rod to move along the piston rod direction and perpendicular to the piston rod during intake and compression. Therefore, there is an optimal rotation angle requirement for fixing the intake valve.

[0097] S3. The design of the rotation angle of the intake valve plate is as follows:

[0098] S31. Fix the intake valve plate determined in step S2 along the vertical direction of the piston connecting rod, and test the pressure resistance, intake flow resistance loss and valve gap flow cross-sectional area of ​​the intake valve plate during the intake and compression processes under different piston swing motion speeds.

[0099] S32. Using Δθ as the gradient, change the fixed angle of the intake valve plate at the top of the piston in a clockwise direction. Test and analyze the pressure resistance, intake flow resistance loss and valve gap flow cross-sectional area of ​​intake valve plates with different angle designs under different piston swing motion speeds to obtain the optimal fixed rotation angle of the valve plate.

[0100] By changing Δθ, the pressure resistance, flow resistance loss, and valve clearance cross-sectional area of ​​the intake valve plate with different rotation angles were tested during actual operation. The angle corresponding to the optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area was obtained, thus obtaining the optimal rotation angle design for the intake valve plate.

[0101] S4. The design of the pre-tightening force for the intake valve plate sealing is as follows:

[0102] S41. The piston top intake valve base is designed with a gradually increasing height. Based on the optimal geometry of the intake valve plate determined in steps S1 and S2, and the optimal fixed rotation angle of the intake valve plate determined in step S3, the angle between the inclined surface of the intake valve base and the horizontal plane is α. The inclined angle α is related to the elastic modulus E of the intake valve plate and the internal and external pressure difference (P) on both sides of the valve plate in the initial intake state. in P out The decision is as follows:

[0103] θ=f(E,P in P out )

[0104] The height y of the intake valve base at position x is always equal along the lateral direction of the intake valve plate. The tilt angle α is designed to ensure that the preload F of the intake valve plate and the pressure (F on both sides of the valve plate) in the initial intake state are constant.in F out The following relationship must be satisfied:

[0105] F+F in =F out

[0106] S42. Simulate and test the design of intake valve base with different tilt angles (α) to compare the sealing performance of intake valve plate and intake resistance loss.

[0107] In one specific implementation, CFD modeling is selected for computational simulation or experimental testing. During the test or simulation, the forces acting on both sides of the valve plate are recorded, thereby determining the force based on F+F. in =F out The preload is calculated, and the final standard for judging whether the preload is appropriate (whether the tilt angle is optimal) is: no leakage and minimal loss of suction resistance.

[0108] Furthermore, experiments and simulations were conducted on different intake valve designs during the intake and compression processes using the controlled variable method and orthogonal experimental design. Data analysis employed response surface methodology and sensitivity analysis to screen key influencing factors, reduce the number of tests, and improve experimental efficiency.

[0109] Furthermore, to reduce testing costs, some testing work is replaced by simulation, which employs three-dimensional fluid-structure interaction simulation technology and dynamic mesh technology.

[0110] Furthermore, the influence of the geometric design, non-uniform thickness design, rotation angle design, and preload arc surface design of the throttle valve on the performance evaluation parameters (pressure resistance, suction flow resistance loss, and valve clearance flow cross-sectional area) shows inconsistent trends. Using the shape parameters (length, width, area), non-uniform thickness parameters, rotation angle, and arc surface design of the suction valve as independent variables, and pressure resistance, suction flow resistance loss, and valve clearance flow cross-sectional area as dependent variables, an orthogonal experiment was conducted. Factor analysis was used to determine the weights of the influencing indicators, and scale weights were calculated for the influencing factors. Combined with the factor score coefficient matrix, the weight expressions were obtained, and finally, the optimal design selection was determined based on the influencing weights.

[0111] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for optimizing the structure of the intake valve plate of an air compressor in an automotive suspension system, characterized in that, include: S1. Geometric design of the intake valve plate; S2. Non-uniform thickness design of the intake valve plate; S3, the rotation angle design of the intake valve plate; S4. Intake valve plate sealing pre-tightening force design; Step S2 specifically includes the following steps: S21. Based on step S1, obtain the optimal geometric shape design of the intake valve plate. Taking the positioning point of the intake valve plate as the starting point and the longitudinal direction as the positive direction, establish a one-dimensional coordinate system. The thickness δ of the intake valve plate at position x satisfies the following functional relationship with x: The thickness remains consistent in the lateral direction of the intake valve plate; the maximum lift of the intake valve plate. h Due to the thickness of the valve plate The elastic modulus of the material of the intake valve plate The maximum internal and external pressure difference on both sides of the intake valve plate during the intake process , Decide: , Non-uniform thickness design of intake valve plate Satisfy the valve plate lift h When the maximum lift is reached, the valve gap cross section and the valve seat cross section are equal; S22. Simulate and test the intake valve plate under different piston swing speeds for different types of function mapping relationships, compare the maximum lift of the intake valve plate and the flow cross-sectional area of ​​the valve gap, and determine the optimal non-uniform thickness design. Step S4 specifically includes the following steps: S41. The piston top intake valve base is designed with a gradually increasing height; based on the optimal geometry of the intake valve plate determined in steps S1 and S2, and the optimal fixed rotation angle of the intake valve plate determined in step S3, the angle between the inclined surface of the intake valve base and the horizontal plane is... tilt angle Elastic modulus of intake valve plate The pressure difference between the inside and outside of the intake valve plate during the initial intake state. , Decide: , Intake valve base at Height at position The tilt angle is always equal along the lateral direction of the intake valve plate; The design allows the intake valve plate to have a preload in the initial state of intake. Pressure on both sides of the valve plate , The following relationship must be satisfied: S42. For different tilt angles The design of the intake valve base was simulated and tested to compare the sealing performance and intake resistance loss of the intake valve plate; the preload force that is leak-free and has the least intake resistance loss is the optimal sealing preload force for the intake valve plate.

2. The method for structural optimization of the intake valve plate of an air compressor in an automotive suspension system according to claim 1, characterized in that, Step S1 specifically includes the following steps: S11: Change the geometry of the intake valve plate, conduct stress test analysis on the intake valve plate during the intake process, compare the compressive strength, intake flow resistance loss and valve gap flow cross-sectional area of ​​intake valve plates with different geometries under different piston swing motion speeds, and determine the optimal geometry of the intake valve plate. S12: Select the optimal geometry of the intake valve plate. Starting from the top of the positioning end of the intake valve plate, establish coordinate systems along the longitudinal and transverse directions of the intake valve plate, and establish boundary curves. Spatial location The mapping function relationship: Based on the equal width design, the intake valve plate boundary curve at this time Spatial location The following relationship must be satisfied: l 0 is the starting x-coordinate of the boundary curve design. The starting ordinate of the boundary curve; from x= l The design of the intake valve plate boundary shape begins at position 0, where x < l The 0 part is the positioning part of the intake valve plate; when At that time, the intake valve plate was designed as a positive trapezoid along the x-direction; different correction coefficients were tested. The design considers the influence weights of pressure resistance, intake flow resistance loss, and valve clearance cross-sectional area to determine the optimal value of k, denoted as k0, which satisfies the following: The intake valve plate boundary curve is designed to be the optimal valve plate shape design; Based on the design of a regular trapezoid, the boundary curve is changed from a straight line to a curve. At this time, the boundary curve... Spatial location The following relationship must be satisfied: Stress tests were conducted on intake valve plates with different curvature designs. By changing coefficients a, b, and c, the boundary curvature was optimized, and the upper and lower boundary curvature design function relationship with the best stress concentration improvement effect was obtained. S13: After determining the optimal boundary curvature design in S12, the curvature design of the top of the intake valve plate is further optimized. The top of the intake valve plate is designed as a rounded arc. Spatial location Satisfy the following associations: m represents the location of the center of the top arc design at x=m, and R represents the radius of the top arc design. Stress tests are conducted on the intake valve plates with different curvature designs. By changing the radius R, the boundary curvature is optimized to obtain the top boundary curvature design function relationship for the optimal performance of the intake valve plate. Boundary curve The upper and lower boundaries of the intake valve plate, with a rounded top. The top boundary of the intake valve plate; the optimal upper and lower boundary curves. And the best top arc This constitutes the optimal geometric design of the intake valve plate.

3. The method for structural optimization of the intake valve plate of an air compressor in an automotive suspension system according to claim 1, characterized in that, Step S3 specifically includes the following steps: S31. Fix the intake valve plate determined in step S2 along the vertical direction of the piston connecting rod, and test the pressure resistance, intake flow resistance loss and valve gap flow cross-sectional area of ​​the intake valve plate during the intake and compression processes under different piston swing motion speeds. S32. Using Δθ as the gradient, change the fixed angle of the intake valve plate at the top of the piston in a clockwise direction. Test and analyze the pressure resistance, intake flow resistance loss and valve gap flow cross-sectional area of ​​intake valve plates with different angle designs under different piston swing motion speeds to obtain the optimal fixed rotation angle of the valve plate.

4. The method for optimizing the structure of the intake valve plate of an air compressor in an automotive suspension system according to claim 2, characterized in that, In step S1: If there exists a k value that simultaneously satisfies all three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, denoted as k0, then the following conditions are met: The intake valve plate boundary curve is designed to be the optimal valve plate shape design; If there is no k value that simultaneously satisfies all three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, then the optimal k value, denoted as k0, is determined based on orthogonal experiments and weighted factor analysis. The valve plate boundary curve is designed to be the optimal valve plate shape design.

5. The method for optimizing the structure of the intake valve plate of an air compressor in an automotive suspension system according to claim 2, characterized in that, In step S13: By changing the radius R, test the pressure resistance, flow resistance loss, and valve clearance cross-sectional area of ​​the intake valve plate designed with different R values ​​during actual operation. The optimal R value is when the pressure resistance is optimal, the flow resistance loss is minimum, and the valve clearance cross-sectional area is maximum. If there is no k value that simultaneously satisfies all three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, then the optimal R value is determined based on orthogonal experiments and weighted factor analysis.

6. The method for optimizing the structure of the intake valve plate of an air compressor in an automotive suspension system according to claim 1, characterized in that, In step S22: By changing the non-uniform thickness value, test whether the valve gap cross section and valve seat cross section are equal when the intake valve plate of different designs reaches the maximum lift during actual operation. If they are equal, it is the best; obtain the best non-uniform thickness design of the intake valve plate.

7. The method for structural optimization of the intake valve plate of an air compressor in an automotive suspension system according to claim 3, characterized in that, In step S32: By changing Δθ, test the pressure resistance, flow resistance loss, and valve clearance cross-sectional area of ​​the intake valve plate with different rotation angles during actual operation. The angle corresponding to the optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area is the best. If there is no angle that simultaneously satisfies all three conditions: optimal pressure resistance, minimum flow resistance loss, and maximum valve clearance cross-sectional area, then determine the optimal angle based on orthogonal experiments and weighted factor analysis. The optimal rotation angle design of the intake valve plate is obtained.

8. The method for structural optimization of the intake valve plate of an air compressor in an automotive suspension system according to claim 1, characterized in that, In step S42: Select CFD modeling for computational simulation or conduct experimental testing; record the forces on both sides of the intake valve plate during the test or simulation, based on... The preload is calculated, and the final criterion for judging whether the preload is appropriate is: no leakage and minimal loss of suction resistance.

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