Brake hose path design method

Abstract

The invention belongs to the technical field of automobile manufacturing, and discloses a brake hose path design method. The brake hose path design method comprises the following steps: calculating a motion envelope of an installed front suspension; after the various front suspensions are all calculated, the multiple motion envelopes are overlapped, and a universal envelope is obtained; a brake hose is arranged and passes through a first fixing position, a second fixing position and a third fixing position, the first fixing position is located on the automobile body on the right side of the front suspension, the second fixing position is located on the auxiliary frame support, and the third fixing position is located on the steering knuckle support; and judging whether the path of the brake hose interferes with the general envelope or not, and if yes, adjusting the path of the brake hose. The brake hose path design method can be suitable for various front suspensions at the same time, the workload of brake hose design is remarkably reduced, the efficiency of brake hose design is improved, and the cost of brake hose design is reduced.

Description

Technical Field

[0001] This invention relates to the field of automobile manufacturing technology, and in particular to a method for designing brake hose paths. Background Technology

[0002] Brake hoses are a core component of a vehicle's braking system, primarily responsible for transmitting brake fluid to convert it into braking force. Their performance directly determines braking effectiveness and driving safety. During the vehicle design phase, to ensure the braking system's high efficiency, stability, and reliability, the extension path of the brake hoses must be precisely planned. Crucially, this path must maintain a safe distance from the vehicle's front suspension to avoid contact with the suspension due to vibration or deformation, and must be adapted to the dynamic movement characteristics of the front suspension.

[0003] In existing technologies, commonly used front suspensions mainly include double wishbone suspensions and CDC (Continuous Damping Control) suspensions. Due to significant differences in structural characteristics, motion envelope, and spatial constraints among different front suspensions, the extension path of the brake hoses in the front suspension area requires specific design. Currently, the industry generally adopts a "one suspension, one path" design model. This results in the same vehicle model, when equipped with different front suspension models at different configuration levels, requiring repeated processes such as 3D modeling, front suspension condition simulation, and rigorous off-road testing. This not only significantly increases the workload and cost of vehicle development but also significantly reduces production efficiency.

[0004] Therefore, there is an urgent need for a brake hose path design method to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide a brake hose path design method that is applicable to multiple front suspensions, significantly reducing the workload of brake hose design, improving the efficiency of brake hose design, and reducing the cost of brake hose design.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] A brake hose path design method is provided, applicable to various front suspensions, including the following steps:

[0008] S1. Select a front suspension to install on the vehicle model and calculate the motion envelope of the installed front suspension.

[0009] S2. After the motion envelopes of various applicable front suspensions have been calculated, the multiple motion envelopes are superimposed to obtain a universal envelope.

[0010] S3. Arrange the brake hose and make the brake hose pass through the first fixed position, the second fixed position and the third fixed position. The first fixed position is located on the right side of the vehicle body of the front suspension, the second fixed position is located on the subframe bracket and the third fixed position is located on the steering knuckle bracket.

[0011] S4. Determine whether the brake hose path interferes with the universal envelope. If yes, adjust the brake hose path between the first fixed position and the second fixed position and / or between the second fixed position and the third fixed position. If no, the brake hose path design is complete.

[0012] Optionally, in step S4, if the path of the brake hose interferes with the universal envelope, the bending angle of the brake hose at the second fixed position and / or the extension direction of the brake hose at the third fixed position are adjusted.

[0013] Optionally, the following steps may be included after step S4:

[0014] S5. Calculate the design length of the brake hose.

[0015] Optionally, step S5 specifically includes the following steps:

[0016] S51. Calculate the total deformation of the brake hose for each applicable front suspension when it is under its respective extreme working conditions.

[0017] S52. Compare the values ​​of each total deformation to determine the maximum total deformation value of the brake hose;

[0018] S53. Add the static length of the brake hose to the maximum total deformation value to obtain the design length of the brake hose.

[0019] Optionally, the design length of the brake hose also includes a design margin. In step S53, the design margin, the static length, and the maximum total deformation value are added together.

[0020] Optionally, the brake hose includes a first section and a second section connected together, the first section being located between a first fixed position and a second fixed position, and the second section being located between a second fixed position and a third fixed position;

[0021] In step S51, the partial deformation of the first pipe segment and the partial deformation of the second pipe segment are calculated, and the partial deformation of the first pipe segment and the partial deformation of the second pipe segment are added together to obtain the total deformation.

[0022] In step S53, the static length of the first pipe segment, the static length of the second pipe segment, and the maximum total deformation value are added together.

[0023] Optionally, in step S4, if the path of the brake hose does not interfere with the universal envelope, it is determined whether the distance between the brake hose and the universal envelope is not less than the second preset distance. If yes, the brake hose path design is completed; if no, the path of the brake hose between the first fixed position and the second fixed position and / or between the second fixed position and the third fixed position is adjusted.

[0024] Optionally, the front suspension can form limit motion boundary parameters under various road conditions;

[0025] Step S1 specifically includes the following steps: Select a front suspension to install on the vehicle model, input the limit motion boundary parameters of the installed front suspension in the 3D software, and calculate the motion envelope of the front suspension based on the limit motion boundary parameters.

[0026] Optionally, the front suspension includes a double wishbone suspension and a CDC suspension. The double wishbone suspension includes upper and lower wishbones and a control actuator. The limit motion boundary parameters of the double wishbone suspension include at least the maximum bounce travel, the maximum swing angle of the upper and lower wishbones, and the maximum extension and retraction travel of the control actuator. The limit motion boundary parameters of the CDC suspension include at least the maximum bump travel and the maximum dynamic displacement of the damping adjustment component of the CDC suspension.

[0027] Optionally, step S2 specifically includes the following steps:

[0028] S21. Superimpose the motion envelopes of multiple front suspensions to obtain the total envelope;

[0029] S22. Extend outwards along the boundary of the total envelope by a first preset distance to obtain a universal envelope.

[0030] Optionally, in steps S3 and S4, the bending radius of the brake hose is not less than a preset radius.

[0031] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0032] This invention provides a brake hose path design method. By calculating the motion envelope of the front suspension, the maximum space occupied by that type of front suspension during use can be obtained. Furthermore, by superimposing the motion envelopes of various front suspensions, a universal envelope is obtained that includes not only the common area occupied by each front suspension during use, but also the specific area occupied by each front suspension during use. In other words, the universal envelope can encompass the motion boundaries of multiple front suspensions. Since none of the front suspensions occupy the vehicle body on their right side, placing the first fixing position of the brake hose at this location ensures that the brake hose will not interfere with the front suspension. The subframe bracket is a load-bearing structure used in multiple front suspensions. Placing the second fixing position of the brake hose at this location not only avoids interference between the brake hose and the front suspension, but also serves as a transition point for the brake hose connecting the vehicle body and the caliper, thus buffering displacement during driving. The steering knuckle bracket is located near the brake on the steering knuckle. Placing the third fixing position of the brake hose at this location can compensate for deviations in the brake hose among various front suspensions. By fixing the brake hose at the first, second, and third fixed positions, interference between the brake hose and various front suspensions can be effectively avoided, ensuring the universality of the brake hose extension path for multiple front suspensions. In step S3, by checking the interference between the brake hose extension path and the universal envelope, interference between the brake hose and the motion boundaries of various front suspensions during motion can be effectively prevented, eliminating the risk of dynamic interference and ensuring that the designed brake hose extension path is applicable to multiple front suspensions. This further improves the universality of the brake hose extension path and ensures the safety of the brake hose during use. Compared with the prior art, the brake hose arranged using the brake hose path design method provided by this invention can be applied to multiple front suspensions simultaneously, eliminating the need for repeated simulations, significantly reducing the workload of brake hose design, improving the efficiency of brake hose design, and reducing the cost of brake hose design. Attached Figure Description

[0033] Figure 1 A first flowchart of the brake hose path design method provided by the present invention;

[0034] Figure 2 This is a second flowchart of the brake hose path design method provided by the present invention;

[0035] Figure 3 A schematic diagram of the fixed position of the brake hose path design method provided by the present invention.

[0036] In the picture:

[0037] 1. Front suspension; 21. First fixed position; 22. Second fixed position; 3. Brake hose; 4. Body; 5. Steering knuckle. Detailed Implementation

[0038] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0039] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0040] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0041] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0042] like Figures 1 to 3 As shown, this embodiment provides a brake hose path design method that can be applied to multiple front suspensions 1, significantly reducing the workload of brake hose 3 design, improving the efficiency of brake hose 3 design, and reducing the cost of brake hose 3 design.

[0043] See Figure 1 and Figure 3 This brake hose path design method is applicable to various front suspensions 1, and includes the following steps:

[0044] S1. Select a front suspension 1 to install on the vehicle model, and calculate the motion envelope of the installed front suspension 1.

[0045] S2. After the motion envelopes of the various applicable front suspensions 1 have been calculated, the multiple motion envelopes are superimposed to obtain a universal envelope.

[0046] S3. Arrange the brake hose 3 and make the brake hose 3 pass through the first fixing position 21, the second fixing position 22 and the third fixing position. The first fixing position 21 is located on the right side of the vehicle body 4 of the front suspension, the second fixing position 22 is located on the subframe bracket, and the third fixing position is located on the steering knuckle bracket.

[0047] S4. Determine whether the path of the brake hose 3 interferes with the universal envelope. If yes, adjust the path of the brake hose 3 between the first fixed position 21 and the second fixed position 22 and / or between the second fixed position 22 and the third fixed position. If no, the path design of the brake hose 3 is complete.

[0048] The brake hose path design method provided in this embodiment calculates the motion envelope of the front suspension 1 to obtain the maximum space occupied by the front suspension 1 during use. Furthermore, by superimposing the motion envelopes of various front suspensions 1, a universal envelope is obtained that includes not only the common area occupied by various front suspensions 1 during use, but also the specific area occupied by each front suspension 1 during use. In other words, the universal envelope encompasses the motion boundaries of various front suspensions 1. Since none of the various front suspensions 1 occupy the vehicle body 4 located on their right side, placing the first fixing position 21 of the brake hose 3 at this location ensures that the brake hose 3 will not interfere with the front suspension 1. The subframe bracket is a load-bearing structure used by various front suspensions 1. Placing the second fixing position 22 of the brake hose 3 at this location not only avoids interference between the brake hose 3 and the front suspension 1, but also serves as a transition point connecting the brake hose 3 to the vehicle body 4 and the caliper, thus buffering displacement during driving. The steering knuckle bracket is located near the brake on the steering knuckle. Setting the third fixing position of the brake hose 3 at this location compensates for deviations of the brake hose 3 across various front suspensions 1. By fixing the brake hose 3 at the first fixing position 21, the second fixing position 22, and the third fixing position, interference between the brake hose 3 and various front suspensions 1 can be effectively avoided, ensuring the universality of the brake hose 3's extension path for various front suspensions 1. In step S3, by checking the interference between the brake hose 3's extension path and the universal envelope, interference between the brake hose 3 and the motion boundaries of various front suspensions 1 under motion conditions can be effectively prevented, eliminating the risk of dynamic interference and ensuring that the designed extension path of the brake hose 3 is applicable to various front suspensions 1. This further improves the universality of the brake hose 3's extension path and ensures the safety of the brake hose 3 during use. Compared with the prior art, the brake hose 3 arranged using the brake hose path design method provided in this embodiment can be simultaneously applied to various front suspensions 1 without repeated simulations, significantly reducing the workload of brake hose 3 design, improving the efficiency of brake hose 3 design, and reducing the cost of brake hose 3 design.

[0049] For example, compared with the prior art, the design cycle of the brake hose 3 can be shortened by about 40% by using the brake hose path design method provided in this embodiment.

[0050] For example, some models of the designed vehicle use a double wishbone suspension, while others use a CDC suspension. The double wishbone suspension includes an air spring, and the CDC suspension includes a matching spring. Both the air spring and the matching spring can be fixed to the right side of the vehicle body 4, thus the brake hose 3 fixed to the first fixing position 21 can effectively avoid the double wishbone suspension and the CDC suspension. The shock absorbers of both the double wishbone suspension and the CDC suspension can be supported by a subframe bracket. The subframe bracket is used to bear the vertical and lateral forces transmitted by the shock absorbers and can serve as a transition node between the brake hose 3 and the vehicle body 4 and the caliper, thus buffering the displacement generated by the front suspension 1 during movement. Therefore, the brake hose 3 fixed to the second fixing position 22 can effectively avoid the double wishbone suspension and the CDC suspension.

[0051] Furthermore, between the first fixed position 21 and the second fixed position 22, the brake hose 3 extends along the connection surface between the longitudinal beam of the vehicle body 4 and the subframe to avoid the movement area of ​​the double wishbone suspension actuator, the movement area of ​​the CDC suspension battery pack, and the movement area of ​​the CDC suspension hydraulic lines; between the second fixed position 22 and the third fixed position, the brake hose 3 extends along the side of the shock absorber of the front suspension 1 to the steering knuckle 5, with the overall path conforming to the static contour of the vehicle chassis.

[0052] In this embodiment, steps S1, S2, S3, and S4 are all performed in 3D software. Before step S1, the following steps are also included:

[0053] S0. Create a 3D vehicle model of the designed vehicle in 3D software.

[0054] For example, 3D software includes, but is not limited to, CATIA and UG.

[0055] In this embodiment, some models of the designed vehicle use a double wishbone suspension, while others use a CDC suspension. In step S1, the motion envelope of the double wishbone suspension includes, but is not limited to, the bounce trajectory, the range of motion of key hard points, and the range of wheel attitude changes. The CDC suspension includes a shock absorber, hydraulic lines, a battery pack, sensors, and an electronic control unit. In step S1, the motion envelope of the CDC suspension includes, but is not limited to, the maximum travel space of the shock absorber during compression and rebound, the maximum travel space of the hydraulic lines, the maximum travel space of the battery pack, the installation position and monitoring range of the sensors, the computational logic space of the electronic control unit, and the damping adjustment range.

[0056] For example, the designed vehicle is a Hongqi H7 / 9 series mid-to-large-sized vehicle.

[0057] Optionally, under various road conditions, the front suspension 1 forms limit motion boundary parameters. Step S1 specifically includes the following steps: selecting a front suspension 1 to install on the vehicle model, inputting the limit motion boundary parameters of the installed front suspension 1 into the 3D software, and calculating the motion envelope of the front suspension 1 based on the limit motion boundary parameters. This operation ensures that the calculated motion envelope is applicable to various road conditions, which helps improve the applicability of the brake hose 3 path in various road conditions and ensures the safety of the brake hose 3 in various road conditions.

[0058] Specifically, during the vehicle testing phase, the vehicle's motion under various road conditions will be tested. At this time, the limit motion boundary parameters of the front suspension 1 installed on the vehicle under various road conditions can be obtained. Subsequently, in step S1, the measured limit motion boundary parameters are input into the 3D software, and the calculated motion envelope can be the maximum motion envelope of the front suspension 1 under various road conditions.

[0059] For example, road conditions include, but are not limited to, smooth paved roads, unpaved roads, undulations and slopes, obstacles and ditches, slippery roads, high and low temperature environments, and dynamic driving scenarios. Preferably, multiple road conditions include all road conditions used by the vehicle.

[0060] In this embodiment, the front suspension 1 includes a double wishbone suspension and a CDC suspension. The double wishbone suspension includes upper and lower wishbones and a control actuator. The limit motion boundary parameters of the double wishbone suspension include at least the maximum bounce travel, the maximum swing angle of the upper and lower wishbones, and the maximum extension and retraction travel of the control actuator. The limit motion boundary parameters of the CDC suspension include at least the maximum bump travel and the maximum dynamic displacement of the damping adjustment component of the CDC suspension.

[0061] In some embodiments, the limit motion boundary parameters of the double wishbone suspension also include wheel camber angle, wheel toe angle, track width variation, roll center height, spring stiffness, and shock absorber damping coefficient.

[0062] For example, the maximum travel of the double wishbone suspension is -40mm to +50mm, the maximum swing angle of the upper and lower wishbones is -10° to +10°, and the maximum extension and retraction of the control actuator is 20mm.

[0063] In some embodiments, the limit motion boundary parameters of the CDC suspension also include adjustment frequency, response time, damping adjustment range, operating mode, sensor type and number, control logic, fault diagnosis and protection mechanism, solenoid valve type, energy consumption and efficiency, system integration and coordination capabilities, etc.

[0064] For example, the maximum bump travel of the CDC suspension is -30mm to +50mm, and the maximum dynamic displacement of the damping adjustment component is -8mm to +8mm.

[0065] Optionally, see Figure 2 Step S2 specifically includes the following steps:

[0066] S21. The motion envelopes of multiple front suspensions 1 are superimposed to obtain a total envelope. The total envelope not only includes the common area occupied by various front suspensions 1 during use, but also includes the specific area occupied by various front suspensions 1 during use, that is, it includes the motion boundaries of multiple front suspensions 1, effectively avoiding the risk of missing the boundary of a certain front suspension 1, eliminating the possibility of dynamic interference between the brake hose 3 and multiple front suspensions 1, improving the safety of the brake hose 3 and the front suspension 1 during use, and ensuring the reliability of the vehicle braking system.

[0067] Specifically, by superimposing the motion envelopes of multiple front suspensions 1, multiple interference areas of the front suspensions 1 on the vehicle can be obtained, thereby providing a basis for the arrangement of the brake hoses 3, enabling the brake hoses 3 to avoid these interference areas, and further improving the versatility and safety of the brake hoses 3.

[0068] For example, the front suspension 1 includes a double wishbone suspension and a CDC suspension. The interference area between the double wishbone suspension and the CDC suspension includes, but is not limited to, the overlapping area between the actuator of the double wishbone suspension and the hydraulic line of the CDC suspension, and the overlapping area between the lower wishbone of the double wishbone suspension and the battery pack of the CDC suspension.

[0069] S22. Extend outwards by a first preset distance along the boundary of the total envelope to obtain a universal envelope. The design of the first preset distance can further increase the distance between the brake hose 3 and the front suspension 1, thereby improving the safety of the brake hose 3 and the front suspension 1 when in use, and ensuring the universality of the brake hose 3 for various front suspensions 1, while ensuring the reliability of the vehicle braking system.

[0070] In this embodiment, the first preset distance is not less than 15mm.

[0071] Optionally, see Figure 2 In step S4, if the path of the brake hose 3 interferes with the universal envelope, the bending angle of the brake hose 3 at the second fixed position 22 and / or the extension direction of the brake hose 3 at the third fixed position are adjusted so that the path of the brake hose 3 does not interfere with the various front suspensions 1.

[0072] Optionally, see Figure 2In step S4, if the path of the brake hose 3 does not interfere with the universal envelope, it is determined whether the distance between the brake hose 3 and the universal envelope is not less than the second preset distance. If so, the path design of the brake hose 3 is complete; if not, the path of the brake hose 3 between the first fixed position 21 and the second fixed position 22 and / or between the second fixed position 22 and the third fixed position is adjusted. This operation provides a movement margin between the brake hose 3 and the front suspension 1, which helps to further eliminate the risk of dynamic interference between the brake hose 3 and the front suspension 1, significantly improving the safety of the brake hose 3 and the front suspension 1 during use, and ensuring the reliability of the vehicle braking system.

[0073] For example, the second preset distance is 15mm.

[0074] Optionally, in steps S3 and S4, the bending radius of the brake hose 3 is not less than a preset radius. This operation not only effectively prevents damage to the inside of the brake hose 3, ensuring its service life, but also ensures the smooth flow of brake fluid within the brake hose 3, improving the reliability of the braking system.

[0075] For example, the preset radius is 4 to 5 times the diameter of the brake hose 3.

[0076] Optionally, see Figure 2 After step S4, the following steps are also included:

[0077] S5. Calculate the design length L of the brake hose 3.

[0078] In this embodiment, see Figure 2 Step S5 specifically includes the following steps:

[0079] S51. Calculate the total deformation L1 of the brake hose 3 for each of the applicable front suspensions 1 when they are under their respective extreme working conditions.

[0080] S52. Compare the values ​​of each total deformation L1 to determine the maximum total deformation value L of the brake hose 3. 1max ;

[0081] S53, compare the total static length L2 of the brake hose 3 with the maximum total deformation value L 1max Adding them together, we get the design length L of brake hose 3, that is, L = L 1max +L2.

[0082] Under extreme operating conditions, the total deformation L1 of the brake hose 3 is the largest. By comparing the total deformation of the brake hose 3 when different types of front suspension 1 are installed on the vehicle model, the maximum deformation value L that the brake hose 3 can produce when multiple types of front suspension 1 are installed on the vehicle model can be obtained. 1max And thus through the maximum total deformation value L1max The calculated design length L of the flexible hose is applicable to various front suspensions 1, further ensuring the versatility of the brake hose 3 for various front suspensions 1. Specifically, in a stationary state, the brake hose 3 has a total stationary length L2, and is in a stress state without tension or compression.

[0083] In this embodiment, some models of the designed vehicle use a double wishbone suspension, while others use a CDC suspension. The extreme operating condition of the double wishbone suspension refers to the upper wishbone being raised to its maximum angle and the actuator extending to its maximum stroke; the extreme operating condition of the CDC suspension refers to it being at its maximum compression stroke and its damping adjustment component retracting to its maximum stroke, or the CDC suspension being at its maximum extension stroke and the damping adjustment component extending to its maximum stroke.

[0084] Specifically, the front suspension 1 includes a double wishbone suspension and a CDC suspension. Step S51 specifically includes the following steps: calculating the total deformation L1 of the brake hose 3 when the double wishbone suspension is under extreme conditions, and calculating the total deformation L1 of the brake hose 3 when the CDC suspension is under extreme conditions. In step S52, the maximum total deformation value L... 1max This is the maximum value of the two total deformations L1 mentioned above.

[0085] In this embodiment, the design length L of the brake hose 3 also includes a design margin ΔL. In step S53, the design margin ΔL, the static length L2, and the maximum total deformation value L are compared. 1max Add them together, that is, L=L 1max +L2+△L. The design margin △L can accommodate the design redundancy of various front suspensions 1, further improving the safety of the brake hose 3 during use.

[0086] For example, △L is not less than 5mm.

[0087] In this embodiment, the brake hose 3 includes a first pipe segment and a second pipe segment connected together. The first pipe segment is located between the first fixed position 21 and the second fixed position 22, and the second pipe segment is located between the second fixed position 22 and the third fixed position.

[0088] In step S51, the deformation L of the first pipe segment is calculated. 11 The deformation amount L of the second pipe section 12 And the deformation amount L of the first pipe section 11 The deformation amount L of the second pipe section 12 Adding them together, we get the total deformation L1. That is, L1 = L 11 +L 12 .

[0089] In step S53, the static length L of the first pipe segment is... 21 The static length L of the second pipe section22 With the maximum total deformation value L 1max Add them together to obtain the design length L of the brake hose 3. That is, L = L 21 +L 22 +L 1max .

[0090] Specifically, the front suspension 1 includes a double wishbone suspension and a CDC suspension. Step S51 specifically includes the following steps: calculating the partial deformation L of the first tube segment when the double wishbone suspension is under extreme working conditions. 11 The deformation amount L of the second pipe section 12 The deformation amount L of the first pipe section 11 The deformation amount L of the second pipe section 12 Adding these together, we obtain the total deformation L1 when the brake hose 3 is engaged with the double wishbone suspension; we then calculate the partial deformation L of the first hose segment when the CDC suspension is under extreme conditions. 11 The deformation amount L of the second pipe section 12 The deformation amount L of the first pipe section 11 The deformation amount L of the second pipe section 12 Adding them together, we get the total deformation L1 when the brake hose 3 is in conjunction with the CDC suspension.

[0091] In some embodiments, the design length L of the brake hose 3 also includes a design margin ΔL, and the design length L of the brake hose 3 is L = L 21 +L 22 ++L 1max +△L.

[0092] For example, taking the designed vehicle as a Hongqi H7 / 9 series mid-to-large-sized car, the front suspension 1 includes a double wishbone suspension and a CDC suspension, and the maximum total deformation value L of the brake hose 3 is... 1max The total static length L2 of the brake hose 3 is 315mm, the design margin ΔL of the brake hose 3 is ±4mm, and the design length L of the brake hose 3 is 364mm.

[0093] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A method for designing brake hose paths, characterized in that, Applicable to various front suspensions, including the following steps: S1. Select one of the aforementioned front suspensions to install on the vehicle model, and calculate the motion envelope of the installed front suspension; S2. After the motion envelopes of the various front suspensions to which they are applicable have been calculated, the multiple motion envelopes are superimposed to obtain a universal envelope. S3. Arrange the brake hose and make the brake hose pass through the first fixed position, the second fixed position and the third fixed position. The first fixed position is located on the right side of the vehicle body of the front suspension, the second fixed position is located on the subframe bracket and the third fixed position is located on the steering knuckle bracket. S4. Determine whether the path of the brake hose interferes with the universal envelope. If yes, adjust the path of the brake hose between the first fixed position and the second fixed position and / or between the second fixed position and the third fixed position. If no, the brake hose path design is complete.

2. The brake hose path design method according to claim 1, characterized in that, In step S4, if the path of the brake hose interferes with the universal envelope, the bending angle of the brake hose at the second fixed position and / or the extension direction of the brake hose at the third fixed position are adjusted.

3. The brake hose path design method according to claim 1, characterized in that, Step S4 is followed by the following steps: S5. Calculate the design length of the brake hose.

4. The brake hose path design method according to claim 3, characterized in that, Step S5 specifically includes the following steps: S51. Calculate the total deformation of the brake hose for each of the applicable front suspensions when they are in their respective extreme conditions. S52. Compare the values ​​of each total deformation to determine the maximum total deformation value of the brake hose; S53. Add the total static length of the brake hose to the maximum total deformation value to obtain the design length of the brake hose.

5. The brake hose path design method according to claim 4, characterized in that, The design length of the brake hose also includes a design margin. In step S53, the design margin, the static length, and the maximum total deformation value are added together.

6. The brake hose path design method according to claim 4, characterized in that, The brake hose includes a first section and a second section connected together. The first section is located between the first fixed position and the second fixed position, and the second section is located between the second fixed position and the third fixed position. In step S51, the partial deformation of the first pipe segment and the partial deformation of the second pipe segment are calculated, and the partial deformation of the first pipe segment and the partial deformation of the second pipe segment are added together to obtain the total deformation. In step S53, the static length of the first pipe segment, the static length of the second pipe segment, and the maximum total deformation value are added together.

7. The brake hose path design method according to claim 1, characterized in that, In step S4, if the path of the brake hose does not interfere with the universal envelope, it is determined whether the distance between the brake hose and the universal envelope is not less than a second preset distance. If yes, the brake hose path design is completed; if no, the path of the brake hose between the first fixed position and the second fixed position and / or between the second fixed position and the third fixed position is adjusted.

8. The brake hose path design method according to any one of claims 1-7, characterized in that, Under various road conditions, the front suspension forms limit motion boundary parameters; Step S1 specifically includes the following steps: selecting a front suspension to install on the vehicle model, inputting the limit motion boundary parameters of the installed front suspension in the 3D software, and calculating the motion envelope of the front suspension based on the limit motion boundary parameters.

9. The brake hose path design method according to claim 8, characterized in that, The front suspension includes a double wishbone suspension and a CDC (Continuous Damping Control) suspension. The double wishbone suspension includes upper and lower wishbones and a control actuator. The extreme motion boundary parameters of the double wishbone suspension include at least the maximum bounce travel, the maximum swing angle of the upper and lower wishbones, and the maximum extension and retraction travel of the control actuator. The extreme motion boundary parameters of the CDC suspension include at least the maximum bump travel and the maximum dynamic displacement of the damping adjustment component of the CDC suspension.

10. The brake hose path design method according to any one of claims 1-7, characterized in that, Step S2 specifically includes the following steps: S21. Superimpose the motion envelopes of the various front suspensions to obtain a total envelope; S22. Extend outwards along the boundary of the total envelope by a first preset distance to obtain the universal envelope.

11. The brake hose path design method according to any one of claims 1-7, characterized in that, In steps S3 and S4, the bending radius of the brake hose is not less than the preset radius.

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