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1、獨(dú)立懸架概論 轎車底盤的發(fā)展應(yīng)該比發(fā)動(dòng)機(jī)發(fā)展得快。加速性能不斷改善，最高車速和轉(zhuǎn)彎車速愈來愈高以及行駛減速度愈來愈大，要求有更加安全的底盤，獨(dú)立懸架正是適合于此要求。它的主要優(yōu)點(diǎn)是： a． 需用空間小； b． 前束的運(yùn)動(dòng)學(xué)變化及彈性運(yùn)動(dòng)學(xué)變化產(chǎn)生不足轉(zhuǎn)向趨勢(shì)； c． 易于實(shí)現(xiàn)驅(qū)動(dòng)輪的轉(zhuǎn)向； d． 質(zhì)量??； e． 左右車輪互不影響。 后兩個(gè)特點(diǎn)對(duì)于獲取良好的地面附著性—特別是在起伏的路面作曲線行駛時(shí)—尤為重要。 Independent wheel suspensions-general The chassis of a passenger car must be abl

2、e to handle the engine power installed. Ever-improving acceleration, higher peak and cornering speeds, and deceleration lead to significantly increased requirements for safer chassis. Independent wheel suspensions follow this trend. Their main advantages are: a. little space requirement b. a kinem

3、atic and/or elastokinematic toe-in change, tending towards under steering is possible(see Section 3.6) c. easier steerability with existing drive; d. low weight; e. no mutual wheel influence. The last two characteristics are important for good road-holding, especially on bends with an uneven roa

4、d surface. 麥弗遜式懸架是雙橫臂式懸架的發(fā)展，汽車翼子板上的鉸鏈點(diǎn)代替了上橫臂，減振器的活塞桿頭和螺旋彈簧支承在這里。該鉸點(diǎn)承受所有方向的力。這些力在活塞桿中引起彎曲變形。為了避免它引起的不利的外傾角變化和主銷后傾變化，減振器活塞桿直徑必須從11mm至少增大到20mm。如果不改變活塞桿直徑，則通常采用雙筒式減振器。 麥弗遜式懸架的主要優(yōu)點(diǎn)在于所有承擔(dān)彈性元件功能和車輪導(dǎo)向功能的零件可組合在一個(gè)結(jié)構(gòu)單元里。這些零件是： a． 支承螺旋彈簧下端的托盤； b． 輔助彈簧11或壓縮行程限位塊； c． 拉伸行程限位塊； d． 與拉桿5連接的擺軸式橫向穩(wěn)定桿；

5、 e． 車輪轉(zhuǎn)向節(jié)。 這些零件可通過熔焊或硬釬焊，或者是用螺栓固接在外套管上。麥弗遜式懸架的其他優(yōu)點(diǎn)是： a． 由于具有較大的有效距離c，作用在車身連接點(diǎn)E和D處的力較?。? b． 點(diǎn)G和N之間只有很小的距離b； c． 彈簧行程大； d． 省去了三處支承； e． 易于構(gòu)造前部車底板形狀。 McPherson struts and strut dampers The McPherson strut is a further development of double wishbone suspension. The upper transverse link is re

6、placed by a pivot point on the wheel house panel, which takes the end of the coil spring. Forces from all directions are concentrated at this point and these cause bending stress in the piston rod. To avoid detrimental elastic camber and caster changes, the normal rod diameter of 11 mm (in the shock

7、 absorber) must be increased to at least 18 mm. With a piston diameter of usually 30 mm or 32 mm the damper works on the twin-tube system and can be non-pressurized or pressurized (see Section 5.8). The main advantage of the McPherson strut is that all the parts providing the suspension and whee

8、l control can be combined into one assembly. As can be seen in Fig. 1.8, this includes: a. the spring seat 3 to take the underside pf the coil spring; b. the auxiliary spring 11 or a bump stop (see Fig.5.49); c. the rebound-travel stop (Fig.5.54); d. the underslung anti-roll bar(7) via rod 5;

9、 e. the steering knuckle. The steering knuckle can be welded, brazed or bolted (Fig.5.53) firmly to the outer tube (Fig.1.56). Further advantages are: a. lower forces in the body-side mounting points E and D due to a large effective distance c(Fig.1.5); b. short distance b between points

10、G and N (Fig.3.30); c. long spring travel; d. three beating positions no longer needed; e. better design options on the front crumple zone; 近10年來，麥弗遜式懸架大都是用于前橋。但它也經(jīng)常在前輪驅(qū)動(dòng)車輛中用作后懸架。由于空氣動(dòng)力學(xué)緣故，汽車后尾上翹，這就允許活塞導(dǎo)向桿和活塞桿之間的導(dǎo)向長度較大。在圖1.7

11、所示的后懸架上： a． 省去了滾動(dòng)軸承； b． 可采用較長的橫臂，它幾乎可伸到汽車中心線位置，從這樣做的缺點(diǎn)是會(huì)使主銷偏移距變大并為正值而使得外傾角變化和輪距變化合理，并使得加載時(shí)汽車的側(cè)傾中心有微小的下降 c． 橫臂外端點(diǎn)可深入車輪內(nèi)，從而獲得較小的距離b； d． 行李箱深度可增大，并在采用減振器柱式還可加寬； e． 然而，必須通過橡膠的硬度和恰當(dāng)?shù)臋M臂在轉(zhuǎn)向節(jié)上固定點(diǎn)之間的距離來保證不產(chǎn)生不希望的彈性自轉(zhuǎn)向現(xiàn)象。 McPherson struts have become widely used as front axles, but they are also fitted a

12、s the rear suspension on front -wheel drive vehicles (e.g. Ford Mondeo sedan). The vehicle tail, which has been raised for aerodynamic reasons, allows a larger bearing span between the piston rod guide and piston. On the rear axle(Fig.1.12). a. The upper strut mount is no longer necessary, as no

13、steering movements occur. b. Longer cross-members, which reach almost to the vehicle centre, can be used, producing better camber and track width change (Fig.3.15 and 3.48) and a body roll centre that sinks less under load (Fig. 3.30). c. The outer points of the braces can be drawn a long way into

14、 the wheel to achieve a shorter distance b. d. The boot can be dropped and, in the case of damper struts, also widened. e. However, rubber stiffness and the corresponding distance of the braces on the hub barriers (point 6 and 14 in Fig.1.12) are needed to ensure that there is no unintentional ela

15、stic self-steer(Figs 3.79 and 3.80). 設(shè)計(jì)時(shí)應(yīng)考慮采取措施減緩與這些優(yōu)點(diǎn)相反而又難免的、對(duì)前軸不利的因素： a． 不適合的運(yùn)動(dòng)特性； b． 力和振動(dòng)傳遞給汽車翼子板，從而傳遞給汽車頭部； c． 道路噪聲難以隔絕—為此需要采用一個(gè)支座； d． 活塞桿和導(dǎo)向套之間產(chǎn)生的有害摩擦?xí)r彈性作用變差； e． 上置的齒輪齒條式轉(zhuǎn)向器橫拉桿較長，從而增加了轉(zhuǎn)向裝置的費(fèi)用； f． 前軸對(duì)于輪胎的不平衡度和偏擺具有較大的敏感性； g． 有時(shí)在減振器和輪胎之間僅有很小的空間。 但最后

16、這點(diǎn)僅在前輪為驅(qū)動(dòng)輪是才有影響，因?yàn)闊o法再裝雪地防滑鏈。對(duì)于非驅(qū)動(dòng)輪來說，空間緊缺至多是不允許裝寬基輪胎。如果不得不采用這種輪胎，則需要車輪的壓入深度e較小。 Nowadays, design measures have ensured that the advantages ate not outweighed by the inevitable disadvantages on the front axle. These disadvantages are: a. Less favourable kinematic characteristics (Sections 3.3 and

17、 3.5.2). b. Introduction of forces and vibrations into the inner wheel house panel and therefore into a relatively elastic area of the front end of the vehicle. c. It is more difficult to insulate against road noise – an upper strut mount is necessary (Fig.1.9), which should be as decoupled as po

18、ssible(Fig,1,10,item 10 in Fig.1.8 and item 6 in Fig.1.56) d. The friction between piston rod and guide impairs the springing effect; it can be reduced by shortening distance b (Figs 1.11 and 3.30). e. In the case of high-mounted rack and pinion steering, long tie rods and, consequently, more expe

19、nsive steering systems are required (Figs 1.57 and 4.1); in addition, there is the unfavorable introduction of tie-rod forces in the middle of the shock-absorbing strut (see Section 4.2.4) plus additional steering elasticity. f. Greater sensitivity of the front axle to tyre imbalance and radial run

20、out(see Section 2.5 and Refs 1 and 4). g. Greater clearance height requirement. h. Sometimes the space between the tyres and the damping element (Fig. 1.41) is very limited. This final constraint, however, is only important on front-wheel drive vehicles as it may cause problems with fitting snow

21、chains. On non-driven wheels, at most the lack of space prevents wider tyres being fitted. If such tyres are absolutely necessary, disc-type wheels with a smaller wheel offset e are needed and these lead to a detrimentally larger positive or smaller negative kingpin offset at ground (Fig.2.8 and 3.1

22、02). 圖。 主銷偏移距為負(fù)值和帶有擺軸式橫向穩(wěn)定桿的Opel牌Omega型和Senator B型轎車左側(cè)的麥弗遜式懸架的后視圖。為了減小活塞桿2和導(dǎo)向套之間的摩擦，彈簧式斜置的，活塞桿和彈簧上托盤9通過一個(gè)可分離式支座10在E點(diǎn)固定在汽車翼子板上。 由于彈性塑料制成的輔助彈簧11與托盤9的內(nèi)孔連接，下端支承在防塵罩12上，它放在彈簧托盤3上，并保護(hù)鍍鉻的桿2.當(dāng)車輪上跳時(shí)，輔助彈簧壓在管1的封蓋上。 支架4和U形夾13焊接在管1上，橫向穩(wěn)定桿的拉桿5的上球鉸固定在支架4內(nèi)，U形夾則把車輪支架支承在U形彎腳中。為了能把外傾角精確地調(diào)整到設(shè)計(jì)值，U形夾的上孔加工

23、成長形孔。車輪的導(dǎo)向由一個(gè)第二代雙排徑向止推滾珠軸承來承擔(dān)。 導(dǎo)向鉸G的轉(zhuǎn)向球銷通過夾鉗與車輪支架連接，橫置的螺栓15穿過轉(zhuǎn)向球銷的環(huán)形槽，以防止球銷在螺栓出現(xiàn)意外松動(dòng)是滑脫。 副車架6是為了與車身連接而采用的。它不僅支承著橫臂，在《減振器》專冊(cè)中有詳細(xì)介紹的發(fā)動(dòng)機(jī)支座8以及橫向穩(wěn)定桿7的桿身也固定在它上面。 Fig.1.8 Rear view of the left-hand side of the McPherson front axle on the Opel Omega (1999) with negative kingpin offset at ground (sc

24、rub radius) and pendulum-linked anti-roll bar. The coil spring is offset from the McPherson strut to decrease friction between piston rod 2 and the rod guide. Part 2 and the upper spring seat 9 are fixed to the inner wheel house panel via the decoupled strut mount 10. The additional elastomer spr

25、ing 11 is joined to seat 9 from the inside, and on the underside it carries the dust boot 12, which contacts the spring seat 3 and protects the chrome-plated piston rod 2. When the wheel bottoms out, the elastomer spring rests on the cap of the supporting tube 1. Brackets 4 and 13 are welded to part

26、 1, on which the upper ball joint of the anti-roll bar rod 5 is fastened from inside. Bracket 13 takes the steering knuckle in between the U-shape side arms. The upper hole of bracket 13 has been designed as an elongated hole so that the camber can be set precisely at the factory (see Fig.3.102).

27、 A second-generation double-row angular (contact) ball bearing (item 14) controls the wheel. The ball pivot of the guiding joint G is joined to the steering knuckle by means of clamping forces. The transverse screw 15 grips into a ring groove of the joint bolt and prevents it from slipping out

28、in the event of the screw loosening. The sub frame 6 is fixed to the body. In addition to the transverse control arms, details of which are given in Ref.5. Section 10.4, it also takes the engine mounts 8 and the back of the anti-roll bar 7. The drop centre rim is asymmetrical to allow negative wh

29、eel offset (not shown) at ground (scrub radius) (Figs 2,10,2.11 and 2.23). 采用軸向滾珠軸承VW牌GolfⅡ型和JettaⅡ 型轎車的彈簧柱支座。軸向滾珠軸承用來承受彈簧柱的轉(zhuǎn)動(dòng)。橡膠件用作隔聲元件。壓縮曲線在初始階段呈線性，而在主要工作范圍—力在3kN至4kN之間—曲線斜率急劇增大。圖中標(biāo)出了離散范圍。 在安裝流水線上，整個(gè)支座被壓入汽車翼子板1的錐孔中。支座外圈的橡膠層2用于固緊連接，邊圈3主要是考慮垂直方向必要的支撐?？ㄔ谕斜P4上的

30、橡膠壞5是為了在車輪完全放松落下時(shí)在板1上起限位作用，并以此保證必要的安全。 Fig. 1.9 McPherson strut mount on the VW Golf Ⅲ with a thrust ball bearing, which permits the rotary movement of the McPherson strut whereas the rubber anchorage improves noise insulation. Initially the deflection curve remains linear and then becomes highly

31、 progressive in the main work area, which is between 3 kN and 4 kN. The graph shows the scatter. Springing and damping forces are absorbed together so the support bearing si not decoupled (as in Fig. 1.10). In the car final assembly line the complete strut mount is pressed into a conical sheet me

32、tal insert on the wheel house inside panel 1. The rubber layer 2 on the outside of the bearing ensures a firm seat and the edge 3 gives the necessary hold in the vertical direction. The rubber ring 5 clamper on plate 4 operates when the wheel rebounds fully and so provides the necessary security (fi

33、gure: Lemfrder Fahrwerktechnik AG). 如果螺旋彈簧上的力和導(dǎo)向鉸G上的力作用線不落在減振器中心線上，則彈簧柱與車身連接的點(diǎn)E上始終有橫向力的作用。這個(gè)力在活塞導(dǎo)向套和活塞桿上引起反力和。=+，這個(gè)力愈大，作用在活塞導(dǎo)向套上的摩擦力就愈大，從而使得推活塞桿下落所需的垂直力也要變大。 活塞頭具有較大的直徑，而且是在油中滑動(dòng)。所以橫向力在此僅起次要作用，而更小的力就幾乎沒有什么影響。通過把彈簧斜置，可以減小力。 Fig.1.11 If lateral force moves lever arm b roun

34、d guiding joint G, the lateral force continually acts in the body-side fixing point E of the McPherson strut as a result of the force . This generates the reaction forces and on the piston rod guide and piston. This is += and the greater this force becomes, the further the frictional force increa

35、ses in the piston rod guide and the greater the change in vertical force needed for it to rip away. As the piston has a large diameter and also slides in shock-absorber fluid, lateral force plays only a subordinate role (see Fig.5.54). can be reduced by offsetting the springs at an angle and s

36、hortening the distance b (see Figs 1.56 and 3.30, and Equation 3.4a). Lancia-Delta 型車的麥弗遜式后懸架。該懸架的橫臂較長，在橫臂15上的固定點(diǎn)非?？坷锩?，橫梁斷面呈板狀。為了保證準(zhǔn)確的直線行駛，必須是車輪支架上點(diǎn)6和點(diǎn)14之間的距離盡可能大?？v臂16的固定點(diǎn)13和橫向穩(wěn)定桿18上的鉸點(diǎn)17一樣，位于車輪中心的后面，橫向穩(wěn)定桿通過連接塊19鉸接在車身上，。輔助彈簧10位于減

37、振器柱上方，用保護(hù)管20封住，整個(gè)懸架通過橫梁15與車身連接。 Fig.1.12.The McPherson strut rear axle on the Lancia Delta with equal length transverse links of profiled steel trunnion-mounted close to the centre the cross-members 7 and 8. As large a distance as possible is needed between points 6 and 14 on the wheel hub carrier

38、to ensure unimpaired straight running. The fixing points 13 of the longitudinal links 16 are behind the wheel centre, exactly like mounting points 17 of the anti-roll bar 18. The back of the anti-roll bar is flexibly joined to the body via tabs 19. The additional springs 10 attached to the top of th

39、e McPherson struts are covered by the dust tube 20. The cross-member 15 helps to fix the assembly to the body. An important criterion for dimensioning the control arm 16 is reverse drive against an obstruction. most the lack of space prevents wider tyres being fitted. If such tyres are absolutely necessary, disc-type wheels with a smaller wheel offset e are needed and these lead to a detrimentally larger positive or smaller negative kingpin offset at ground (Fig.2.8 and 3.102).