“夢想4.0號”賽車行駛系設計（含UG三維圖）

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“夢想4.0號”賽車行駛系設計（含UG三維圖）.rar

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關鍵詞：: 夢想賽車行駛設計 ug 三維

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摘要
隨著2010 年我國開始舉辦大學生方程式賽車比賽以來，越來越多的高校開始了對
FSAE 賽車的研究、制造與調(diào)試。到2017 年，我國大學生方程式汽車大賽由剛開始的20
多支車隊發(fā)展到了80 多支。為了我校行知車隊在2017 年10 月襄陽舉辦的第八屆中國
大學生方程式汽車大賽中取得優(yōu)異的成績，本文對新一季的“夢想4.0 號”賽車的行駛
系統(tǒng)進行了設計與優(yōu)化。根據(jù)2017 年方程式大賽規(guī)則，結(jié)合以往設計經(jīng)驗，對“夢想4.0 號”賽車懸架和
車架進行設計計算。在懸架方面，對懸架類型進行了選型，選定車輪定位參數(shù)以進行了
懸架幾何設計和剛度與阻尼的計算。在車架方面，基于人機工程學和賽車總布置要求，
對車架進行了設計。然后利用CATIA 軟件對懸架總成和車架進行了三維建模。利用
ADAMS/Car 對車輪定位參數(shù)以及側(cè)傾中心高度進行了仿真，分析各參數(shù)隨輪跳的變化規(guī)
律，找出其不合理的性能參數(shù)，用ADAMS/insight 對其進行多目標優(yōu)化。并用ADAMS/Car
對車輪中心剛度、乘適剛度、側(cè)傾剛度和傳動比進行仿真，仿真結(jié)果和理論設計計算進
行對比，驗證理論計算的正確性。用ANSYS 軟件對懸架關鍵零部件搖臂進行了有限元仿
真分析，驗證其強度是否符合要求。對于車架的分析，本文用ANSYS 對車架進行多種工
況下的強度分析，以及進行了扭轉(zhuǎn)剛度、彎曲剛度的仿真分析與計算，結(jié)果表明“夢想
4.0 號”賽車車架符合強度與剛度要求

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內(nèi)容簡介：: ProcediaEngineering150(2016)128012861877-70582016TheAuthors.PublishedbyElsevierLtd.ThisisanopenaccessarticleundertheCCBY-NC-NDlicense(/licenses/by-nc-nd/4.0/).Peer-reviewunderresponsibilityoftheorganizingcommitteeofICIE2016doi:10.1016/eng.2016.07.288ScienceDirectAInternationalConferenceonIndustrialEngineering,ICIE2016SuspensionKinematicsStudyoftheFormulaSAESportsCarS.Chepkasov,G.Markin,A.Akulova*UralFederalUniversity,19Mirastreet,Yekaterinburg,620002,RussiaAbstractInthisarticlethedesignofthesuspensionofasportscarwiththeclass“FORMULASAE”isconsidered.Asuspensiondoublewishboneistakenasthebasis.Themainrequirementstothecharacteristicsofthesuspensionofthecarofthisclassareformulated.Calculatedsuspensionschemeisadduced.Themathematicalmodelfordeterminingthepositionofthesuspensiondependingontheangleoftheupperarmhasbeendrawnup.TheanalysisandthechoiceofthegeometricparametersofthesuspensionofasportscarwiththeclassFORMULASAEwerecarriedout.2016TheAuthors.PublishedbyElsevierLtd.Peer-reviewunderresponsibilityoftheorganizingcommitteeofICIE2016.Keywords:Racingcar;suspension;formulaSAE;drivability.1.IntroductionInourdaysthemostpopularautomotiveeventsintheworldareracingFormula-1.Thecarsthatarebuilttoparticipateinthesecompetitions,inadditiontotraction-speedcharacteristicshavethehighestlevelsofcontrollabilityisnecessarytoensuremaximumspeedcorneringandsafetypilotwhendrivingatextremespeeds.Theneedtoovercomethecurvedsectionsofthetrackathighspeedrequiresengineerstosolveadditionaltasksassociatedwithperformancehandling,stabilityandsafety.Whenthevehicleturns,thereareforcescausingthedemolitionandrollofthecar,inordertominimizethenegativeconsequencesofwhichneedtobetakenintoaccountparameterssuchasthecharacteristicsofthetire,thekinematicsofthesuspensionandsteeringanddampingcharacteristicsofthesuspension.Asaconsequence,theresultonthecompetitionofacardependsonthekinematicsofitssuspension.*Correspondingauthor.Tel.:+79502027731.E-mailaddress:79502027731ya.ru2016TheAuthors.PublishedbyElsevierLtd.ThisisanopenaccessarticleundertheCCBY-NC-NDlicense(/licenses/by-nc-nd/4.0/).Peer-reviewunderresponsibilityoftheorganizingcommitteeofICIE20161281S.Chepkasovetal./ProcediaEngineering150(2016)12801286WhendesigningthesportscarclassFORMULASAEauthorsfacedwiththeneedtooptimizethegeometricparametersofdoublewishbones,foritwasdevelopedamathematicalmodelofit,performedtheanalysisandselectionoftheoptimumgeometricalcharacteristics.2.ThekinematicsofthesuspensionofasportscarSuspensionofasportscarshouldprovidetheproperkinematicsofthewheelsofthecarandhaveaminimumweightoftheunsprungparts.Almostalloftheracingandsportscarsequippedwithsuspensiondoublewishboneinconnectionwiththeiroptimalkinematicparameters.Thelargesizeisadisadvantagewheninstallingthesuspensionofthistypeofcarsintendedfordailyuse,however,whenitisusedoncarsformulatypeitbecomesanadvantage,sinceitwouldchangethetrackwidthofthecarandresistrollover,regardlessofthesizeandstructureoftheload-bearingframework.Whenchangingtherelativepositionofdoublewishbonessuspensionlevers,changestheheightofthetransverseandlongitudinaltiltofthecar,sothatitisconsideredthatthistypeofsuspensionisabletoprovidetheperfectkinematicratio.Ontheotherhand,thechangeindistancebetweenthewishbonesaffectsthechangeofforcesactingontheguidedevicesandhinges.Accordingtotherules1hasbeentaskedtoselectthegeometricparametersofdoublewishbonescar(Fig.1).Fig.1DiagramofasportscarclassFORMULASAEItisbelievedthatthesuspensiondesignissuesareamongthemostinterestingfortheautomotiveengineers,becausetheyneedcreativesolutionsandagoodknowledgeofengineeringsciences.GreatcontributiontothestudyoftheissuessuspensionkinematicsintroducedProfessorJ.Reimpel,inhisbooksmorefullyreflectthevariousaspectsofthedesignofthechassisofthecar,aswellasdataforvariousvehiclesandformulatedkeyrecommendationstothekinematicdependences2,3.AmongdomesticauthorsdistinguishI.N.UspenskyandA.A.Melnikova4,whichsetsouttheissuesofselectionandcalculationofelastic-dampingelements,maderecommendationstothechoiceofthecharacteristicsofthesuspension,dependingonroadconditions.Thesource5providesageneralalgorithmforselectingparametersofthesuspension,formulatedthebasicloadmodes.Also,inthepreparationofthemathematicalmodelusedrecommendationsandsomeoftheapproachessetoutin6.RequirementsforthesuspensionofasportscarclassFORMULASAE:xKamberangleshouldvarywiththeanglethecross-rollthecar.Sothatwhenthevehicleturns,thesuspensionprovidesaconstantcontactpatch.Thisisnecessarytoallowthetransmissionoflargelateralforcesandmoreuniformtirewear1282S.Chepkasovetal./ProcediaEngineering150(2016)12801286xTrackchangeduringthecourseofthesuspensionshouldbesmallandbeintherange5-10mmtomaximizecontactwiththeroadwheelsxThelengthofthepintleshouldbethemaximumpossibleunderthetermsofthelayouttoreducereactionsinjointsoflevers3.MathematicalmodelInourcase,forconstructivereasons(forthepurposeofrationalplacingontheframe),thesuspensiontransmitsverticalforcesontheelasticmemberthroughthethrustandrockerarm,itselfresilientmemberislocatedatthebottomoftheframe.Inaddition,thefollowingassumptions:suspensioncomponents(exceptsprings)areconsideredtobeabsolutelyrigid.Thismathematicalmodelisnottakenintoaccountthekinematicsofthepusher,inviewofcomplexityofaconclusionofformulasthisquestionisleftforfutureresearch.Fig.2.Estimatedschemeoffrontsuspensionkinematics.Attheinitialstage,takentheoriginaldimensionsofthesuspension.Theinitialdataareconsideredcoordinatesmountingarmtotheframe,thelengthsofthearmsandpintles,thelengthofdiskoffset,thecamberangleintheinitialpositionandtheangleofinclinationofthetransversepintle(Fig.2).ThefollowingsymbolsareusedinFig.2:Zu,yuhorizontalandverticalcoordinatesoftheupperarmjointrespectively;zl,ylhorizontalandverticalcoordinatesofthelowerarmjointrespectively;zpin.u,ypin.uhorizontalandverticalcoordinatesofthehingepintleoftheupperarm,respectively;zpin.l,ypin.lhorizontalandverticalcoordinatesofthehingepinofthelowerarm,respectively;zh,yhhorizontalandverticalcoordinatesofthepointO,respectively;zk.c.,yc.c.respectivelyhorizontalandverticalcoordinateofthecenterofthecontactwheel;lpthelengthofthepintle;lofthelengthofthewheeloffset;lulengthoftheupperarm;llthelengthofthelowerarm;theinclinationangleoftheupperarm;theangleofinclinationofthelowerarm;ltheangleofinclinationoftherod;.angleofinclinationoftheaxisofpintletothevertical.1283S.Chepkasovetal./ProcediaEngineering150(2016)12801286FortheabovecalculationschemewasmadeamathematicalmodelinMathcadusingthemethodsoftheoreticalmechanicsandthetheoryofmachinesandmechanisms.TocheckthecalculationswasbuiltkinematicsinSolidWorkstiedtoMicrosoftExcel.Theproposedmathematicalmodelhasonedegreeoffreedom.Asamodifiableparameterselectedangleoftheupperarmtothehorizontal.Thehorizontalcoordinateoftheupperendoftheleverzpin.ucalculatedbytheformula:.cospinuuuzlzE(1)Theverticalcoordinateoftheupperendofthelevermpin.ucalculatedbytheformula:.sinpinuuuylyE(2)Theverticalcoordinateattheendofthelowerarmypin.lhasrathercomplicatedtrigonometricdependenceontheparameters,soforthesakeofsimplicity,additionalvariablesareintroduced(Formula4-10):.2pinldDye(3).22pinupinuaacdzybb(4)24Ddeh(5)21aeb(6).pinulayy(7).pinulbzz(8)222222.2lpllpinupinullzyzyc(9)2222.2ppinupinupinucchlzzybb(10)Thehorizontalcoordinateofthelowerendoftheleverzpin.lcalculatedbytheformula:.pinlpinlcayzb(11)Theangleofinclinationofthelowerarmcalculatedbytheformula:1284S.Chepkasovetal./ProcediaEngineering150(2016)12801286.arccospinlllzzlJ(12)Theangleofinclinationoftheaxisofpintletothevertical.calculatedbytheformula:.arcsinpinlpinulzzlD(13)Thecamberangle&calculatedbytheformula:00()ZZDD(14)TheverticalcoordinateofthepointOyh:0.cos2lpinllyyD(15)ThehorizontalcoordinateofthepointOzh:0.0sincos()2lpinuflzzlDD(16)Verticalcoordinateofthecenterofthecontactyc.c:.0coskkKLyyRZ(17)Thehorizontalcoordinateofthecenterofthecontactzc.c:.0sinkkKLzzRZ(18)whereRklstaticwheelradius.Track:.2ccBz(19)Changingtracks:0BBB(20)Consequently,toobtainamathematicalmodel,itispossibletoplotchangesincamberandtrack,dependingontheprogressofthesuspension,settingitsgeometricparameters.4.TheselectionofgeometricparametersofthesuspensionofasportscarclassFORMULASAEThenextstepistheselectionofthegeometricalparametersofthesuspensionoftheprojectedcar.Onthebasisoftherulesandconditionsofthelayout,theauthorsestablishedthefollowinglimits:xSuspensiontravelis60mm(30rebound,compression30)1285S.Chepkasovetal./ProcediaEngineering150(2016)12801286xCoordinatesthesupportofthelowerarmtotheframedefinedbytheconditionofthecarlayout,soforfurthercalculationsarepermanentxThelengthofthepintleisselectedtakingintoaccounttherequirementssetforthandsodonotchangexInitialcamber-31Accordingly,therequiredcharacteristicscanbeobtainedbychangingthemountingpointsoftheupperarmtotheframe,achangeofthelengthsoflevers,varyingtheangleofinclinationofthekingpin,tiltlevers.Inthispaper,asanexample,considertheeffectofthelocationofthesupportoftheupperarmandtheangleofinclinationonthecamberanglecharacteristicsandtrackchangesdependingonthesuspensiontravel.Geometricalparametersofsuspensionhavebeencalculatedforthethreevariantsofthepositionoftheupperarmbyusingformulas(1-20),theresultsisshowninTable1andthegraphs(Figure3).Table1.Resultsofcalculation.Z(mm)Y(mm)0()Suspensiontravel(mm)-30-20-1001020302703107,2B(mm)1341134413461349135113521353B(mm)-8-5,2-2,6023,24&()0,0470,161-0,16-0,52-0,92-1,33-1,732683313,8B(mm)1344134613471349135013501351B(mm)-5-3,1-1,5011,62&()0-0,16-0,34-0,52-0,75-0,97-1,232673540B(mm)1346134713481349134913491349B(mm)-3-2-10000&()-0,49-0,5-0,52-0,52-0,57-0,63-0,71Infigure3areshownthreecurves,whichillustrateinterrelationoftheinclinationoftheupperarmandcharacteristicsofstudysuspensionduringsuspensiontravelthatallowsgraphicallycompareparametersofseveraloptionsofsuspensionkinematic.Fromthesegraphsitcanbeconcludedthatathirdoption(=0)oftheinstallationoftheupperarmismorefullysatisfytherequirementssetforthinthisarticle,sincethetrackremainsconstantduringcompressionmotionanditschangeduringreboundisatapermittedrange.Thecamberanglethusisnegativeandalmostunchanged.Itsnecessarytonotethatresults,whichwerereceived,arevalidonlyforinitialconditionsdescribedaboveinthisarticle.5.ConclusionInconclusion,theauthorswouldliketonotethattheresultingmathematicalmodelisuniversalandallowsdefiningthekinematicsofanydoublewishbonessuspensionandcanbeappliednotonlyforsportscarsFormulaSAE.Thenextstepisthecompletionofthemodelandwritingacomputerprogram,whichwouldallowplottingthechangesofcamberandtrackcurvesfromgeometricalparameters,aswellasassessingtheimpactofch

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