車(chē)輛工程外文翻譯--- 懸架系統(tǒng)

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1、附 錄Ⅰ Suspension systems When people think of automobile performance, they normally think of horsepower, torque and zero-to-60 acceleration. But all of the power generated by a piston engine is useless if the driver can't control the car. That's why automobile engineers turned thei

2、r attention to the suspension system almost as soon as they had mastered the four-stroke internal combustion engine. Double-wishbone suspension on Honda Accord 2005 Coupe The job of a car suspension is to maximize the friction between the tires and the road surface, to provide s

3、teering stability with good handling and to ensure the comfort of the passengers. In this article, we'll explore how car suspensions work, how they've evolved over the years and where the design of suspensions is headed in the future. If a road were perfectly flat, with no irregularities, suspensi

4、ons wouldn't be necessary. But roads are far from flat. Even freshly paved highways have subtle imperfections that can interact with the wheels of a car. It's these imperfections that apply forces to the wheels. According to Newton's laws of motion, all forces have both magnitude and direction. A bu

5、mp in the road causes the wheel to move up and down perpendicular to the road surface. The magnitude, of course, depends on whether the wheel is striking a giant bump or a tiny speck. Without an intervening structure, all of wheel's vertical energy is transferred to the frame, which moves in the sa

6、me direction. In such a situation, the wheels can lose contact with the road completely. Then, under the downward force of gravity, the wheels can slam back into the road surface. What you need is a system that will absorb the energy of the vertically accelerated wheel, allowing the frame and body t

7、o ride undisturbed while the wheels follow bumps in the road. A car's suspension, with its various components, provides all of the solutions described. Car Suspension Parts The suspension of a car is actually part of the chassis, which comprises all o

8、f the important systems located beneath the car's body. These systems include: · The frame - structural, load-carrying component that supports the car's engine and body, which are in turn supported by the suspension · The suspension system - setup that supports weight, absorbs and dampens shoc

9、k and helps maintain tire contact · The steering system - mechanism that enables the driver to guide and direct the vehicle · The tires and wheels - components that make vehicle motion possible by way of grip and/or friction with the road So the suspension is just one of the major systems in a

10、ny vehicle. With this big-picture overview in mind, it's time to look at the three fundamental components of any suspension: springs, dampers and anti-sway bars. Springs Today's springing systems are based on one of four basic designs: · Coil springs - This is the mo

11、st common type of spring and is, in essence, a heavy-duty torsion bar coiled around an axis. Coil springs compress and expand to absorb the motion of the wheels. · Leaf springs - This type of spring consists of several layers of metal (called "leaves") bound together to act as a single unit. Leaf

12、springs were first used on horse-drawn carriages and were found on most American automobiles until 1985. They are still used today on most trucks and heavy-duty vehicles. Coil springs Photo courtesy HowStuffWorks Shopper Leaf spring · Torsion bars - Torsion bars use the twisting properties

13、of a steel bar to provide coil-spring-like performance. This is how they work: One end of a bar is anchored to the vehicle frame. The other end is attached to a wishbone, which acts like a lever that moves perpendicular to the torsion bar. When the wheel hits a bump, vertical motion is transferred t

14、o the wishbone and then, through the levering action, to the torsion bar. The torsion bar then twists along its axis to provide the spring force. European carmakers used this system extensively, through the 1950s and 1960s. Torsion bar · Air springs - Air springs, which consist

15、of a cylindrical chamber of air positioned between the wheel and the car's body, use the compressive qualities of air to absorb wheel vibrations. The concept is actually more than a century old and could be found on horse-drawn buggies. Air springs from this era were made from air-filled, leather di

16、aphragms, much like a bellows; they were replaced with molded-rubber air springs in the 1930s. Air springs Based on where springs are located on a car -- i.e., between the wheels and the frame -- engineers often find it convenient to talk about the sprung mass and the unsprung mass. Spring

17、s: Sprung and Unsprung Mass The sprung mass is the mass of the vehicle supported on the springs, while the unsprung mass is loosely defined as the mass between the road and the suspension springs. The stiffness of the springs affects how the sprung mass responds while the car is being driven. Loose

18、ly sprung cars, such as luxury cars (think Lincoln Town Car), can swallow bumps and provide a super-smooth ride; however, such a car is prone to dive and squat during braking and acceleration and tends to experience body sway or roll during cornering. Tightly sprung cars, such as sports cars (think

19、Mazda Miata), are less forgiving on bumpy roads, but they minimize body motion well, which means they can be driven aggressively, even around corners. So, while springs by themselves seem like simple devices, designing and implementing them on a car to balance passenger comfort with handling is a

20、complex task. And to make matters more complex, springs alone can't provide a perfectly smooth ride. Why? Because springs are great at absorbing energy, but not so good at dissipating it. Other structures, known as dampers, are required to do this. Dampers: Shock Absorbers Unless a dampening stru

21、cture is present, a car spring will extend and release the energy it absorbs from a bump at an uncontrolled rate. The spring will continue to bounce at its natural frequency until all of the energy originally put into it is used up. A suspension built on springs alone would make for an extremely bou

22、ncy ride and, depending on the terrain, an uncontrollable car. Enter the shock absorber, or snubber, a device that controls unwanted spring motion through a process known as dampening. Shock absorbers slow down and reduce the magnitude of vibratory motions by turning the kinetic energy of suspensi

23、on movement into heat energy that can be dissipated through hydraulic fluid. To understand how this works, it's best to look inside a shock absorber to see its structure and function. A shock absorber is basically an oil pump placed between the frame of the car and the whee

24、ls. The upper mount of the shock connects to the frame (i.e., the sprung weight), while the lower mount connects to the axle, near the wheel (i.e., the unsprung weight). In a twin-tube design, one of the most common types of shock absorbers, the upper mount is connected to a piston rod, which in tur

25、n is connected to a piston, which in turn sits in a tube filled with hydraulic fluid. The inner tube is known as the pressure tube, and the outer tube is known as the reserve tube. The reserve tube stores excess hydraulic fluid. When the car wheel encounters a bump in the road and causes the sprin

26、g to coil and uncoil, the energy of the spring is transferred to the shock absorber through the upper mount, down through the piston rod and into the piston. Orifices perforate the piston and allow fluid to leak through as the piston moves up and down in the pressure tube. Because the orifices are r

27、elatively tiny, only a small amount of fluid, under great pressure, passes through. This slows down the piston, which in turn slows down the spring. Shock absorbers work in two cycles -- the compression cycle and the extension cycle. The compression cycle occurs as the piston moves downward, compr

28、essing the hydraulic fluid in the chamber below the piston. The extension cycle occurs as the piston moves toward the top of the pressure tube, compressing the fluid in the chamber above the piston. A typical car or light truck will have more resistance during its extension cycle than its compressio

29、n cycle. With that in mind, the compression cycle controls the motion of the vehicle's unsprung weight, while extension controls the heavier, sprung weight. All modern shock absorbers are velocity-sensitive -- the faster the suspension moves, the more resistance the shock absorber provides. This e

30、nables shocks to adjust to road conditions and to control all of the unwanted motions that can occur in a moving vehicle, including bounce, sway, brake dive and acceleration squat. Anti-sway bars Anti-sway Bars Anti-sway bars are used along with shock absorbers to give

31、 a moving automobile additional stability. An anti-sway bar is a metal rod that spans the entire axle and effectively joins each side of the suspension together. When the suspension at one wheel moves up and down, the anti-sway bar transfers movement to the other wheel. This creates a more level r

32、ide and reduces vehicle sway. In particular, it combats the roll of a car on its suspension as it corners. For this reason, almost all cars today are fitted with anti-sway bars as standard equipment, although if they're not, kits make it easy to install the bars at any time. 譯文

33、 懸架系統(tǒng) 當(dāng)人們想到汽車(chē)性能，通常先到的是是馬力，轉(zhuǎn)矩和0到60公里的加速度。但是如果駕駛者不能操縱汽車(chē)，這些由發(fā)動(dòng)機(jī)產(chǎn)生的功率將毫無(wú)用處。這就是為什么汽車(chē)設(shè)計(jì)師在剛掌握了四沖程內(nèi)燃機(jī)時(shí)就把精力轉(zhuǎn)移到了懸架系統(tǒng)。 2005本田雙們轎車(chē)雙橫臂懸架 2005本田雙們轎車(chē)雙橫臂懸架 懸架的作用是最大限度的增加輪胎與地面間的摩擦力而使操縱穩(wěn)定和確保乘客舒適。這里我們將探討懸架如何工作，開(kāi)展和未來(lái)的研究方向。 如果路面是純平的，沒(méi)有坎坷，懸架就不是必

34、要的。但路面不很平坦，即使是剛鋪好的公路也不是很完美，而使得車(chē)輪受到干擾，這些不平將使車(chē)輪受力，根據(jù)牛頓運(yùn)動(dòng)定律，力都具有大小和方向。路面上的碰撞導(dǎo)致車(chē)輪相對(duì)路面垂直移動(dòng)，車(chē)輪碰撞劇烈還是輕微決定他的大小。 如果沒(méi)有這個(gè)內(nèi)部結(jié)構(gòu)，所有的車(chē)輪的能量都以同樣的方向傳到車(chē)架。這樣會(huì)產(chǎn)生車(chē)輪與路面完全脫離，然后在向下的重力作用下車(chē)輪回到路面，因此我們需要一個(gè)能夠吸收垂直加速度的系統(tǒng)使車(chē)架與車(chē)身在車(chē)輪與地面碰撞時(shí)無(wú)干擾的行駛。 汽車(chē)懸架系統(tǒng)，用它的各個(gè)組成局部，提供了所有解決方法。 懸架是底盤(pán)的組成局部，底盤(pán)包括了位于車(chē)身下方的所有重要系統(tǒng)。

35、 這些系統(tǒng)包括： 車(chē) 架——結(jié)構(gòu),承載組件,它支持了發(fā)動(dòng)機(jī)和車(chē)身,由懸架支撐。 懸架系統(tǒng)——裝置，支撐重量，吸收和減少振動(dòng)，幫助保持車(chē)輪接觸。 轉(zhuǎn)向系統(tǒng)——機(jī)械裝置，使得駕駛者指導(dǎo)和指揮汽車(chē)。 輪胎和車(chē)輪——部件，使得汽車(chē)可以通過(guò)與路面的附著力或摩擦力進(jìn)行移動(dòng)。 所以懸架在任何汽車(chē)上都很是重要的系統(tǒng)。通過(guò)上面的圖片看下懸架的三大組成：彈簧，減振器，和橫向穩(wěn)定桿。 彈簧 當(dāng)今的彈簧系統(tǒng)基于四種根本設(shè)計(jì)： 螺旋彈簧——最常見(jiàn)的彈簧種類，它實(shí)質(zhì)上是一與一根軸螺旋盤(pán)繞的重負(fù)荷扭力棒。螺旋彈簧的壓縮和伸展吸收了輪胎上下移動(dòng)

36、產(chǎn)生的能量。 鋼板彈簧——這種彈簧由假設(shè)干層金屬(以下簡(jiǎn)稱"葉" )聯(lián)系在一起,作為一個(gè)單位。他最初是用在馬車(chē)上，直到1985年被用在大多數(shù)美國(guó)汽車(chē)上，直到今天大局部的卡車(chē)和重型汽車(chē)也在應(yīng)用。 鋼板彈簧 螺旋彈簧 扭桿簧——扭桿簧是利用金屬棒的扭曲特性而產(chǎn)生類似螺旋彈簧的性能。它的一端支撐在車(chē)架上，另一端支撐在前臂上，前臂就相當(dāng)于一個(gè)杠桿相對(duì)與扭桿垂直移動(dòng)。當(dāng)車(chē)輪發(fā)生碰撞，垂直的移動(dòng)傳遞到前臂，通過(guò)杠桿作用傳到扭桿。然后扭桿沿著軸的方向扭曲而產(chǎn)生彈簧力。在19世紀(jì)50年代到60年代歐洲汽車(chē)廣泛的

37、應(yīng)用這種彈簧系統(tǒng)， 扭桿彈簧 空氣彈簧——空氣彈簧系統(tǒng),由位于車(chē)輪和車(chē)身之間的圓柱曲面空氣裝置組成，利用它的空氣可壓縮性來(lái)吸收車(chē)輪振動(dòng)。這個(gè)概念事實(shí)上已有上百年的歷史了，在馬車(chē)時(shí)代就產(chǎn)生了。那個(gè)時(shí)代的空氣彈簧由皮革作為隔板充氣而成，很像個(gè)婁。在19世紀(jì)30年代它們被替換成塑橡膠。 基于彈簧在車(chē)上的位置，例如，在車(chē)輪和車(chē)架之間-設(shè)計(jì)師為了方便會(huì)談成簧 空氣彈簧 上質(zhì)量和簧下質(zhì)量 彈簧：簧上質(zhì)量和簧下質(zhì)量 簧上質(zhì)量是汽車(chē)支撐在彈簧以上的質(zhì)量，簧下質(zhì)量大概的定義為路面和懸架之間的質(zhì)量。車(chē)輛行駛時(shí)彈簧的剛度影

38、響簧上質(zhì)量的響應(yīng)。低剛度汽車(chē)，像奧拓轎車(chē)(林肯城市轎車(chē))，可以緩解撞擊，和提供一個(gè)非常好的行駛平順性。但是這樣的車(chē)容易在制動(dòng)和加速時(shí)俯沖或下蹲，在轉(zhuǎn)彎時(shí)搖擺或側(cè)傾。剛剛度汽車(chē)，如如運(yùn)動(dòng)轎車(chē)(馬自瑪雅塔)，他緩解崎嶇道路的沖擊較差，但是他能做很小的車(chē)身運(yùn)動(dòng)，這意味著他能很積極的行駛，甚至過(guò)彎。 所以，彈簧本身看起來(lái)是很簡(jiǎn)單的裝置，可設(shè)計(jì)和實(shí)施卻需要平衡乘坐舒適性和可操縱性，這是很復(fù)雜的。使得事情更復(fù)雜的是，只有彈簧不能提供完美的駕駛平順性，為什么呢？因?yàn)閺椈稍谖漳芰可戏浅３錾?，可在消退能量上不是很好，另一結(jié)構(gòu)，被稱為減振器可以做到這點(diǎn)。 減振器 如果沒(méi)有減振器，彈簧將以不可控制的速度延長(zhǎng)

39、和釋放碰撞時(shí)吸收的能量。彈簧將以其自然頻率繼續(xù)跳動(dòng)直到所有最初的能量被耗盡。一個(gè)只有彈簧的懸架會(huì)產(chǎn)生非常跳動(dòng)的行駛性，并依據(jù)地形的不同，成為不可控制的汽車(chē)。 減振器內(nèi)部或者說(shuō)是緩沖器，是一個(gè)阻尼的過(guò)程控制使彈簧不動(dòng)的裝置。減振器通過(guò)將懸架運(yùn)動(dòng)產(chǎn)生的動(dòng)能轉(zhuǎn)化為可被液壓油消退的熱能，使振動(dòng)的頻率和振幅減小。想要知道他是如何工作的，最好的方法是進(jìn)入減振器內(nèi)部看看他的結(jié)構(gòu)和功能。 減振器根本上為一個(gè)位于車(chē)架和車(chē)輪之間的油泵。他的上局部連接在車(chē)架上〔如簧上質(zhì)量〕，下局部連接在半軸上，靠近車(chē)輪〔如簧下質(zhì)量〕。一種最常見(jiàn)的減振器，雙筒式液力減振器，他的上部連接在活塞桿上，活塞桿反過(guò)來(lái)接在活塞上，活塞反向

40、位于充滿液壓油的筒內(nèi)。筒的內(nèi)部為工作腔，外層為儲(chǔ)油腔。儲(chǔ)油腔儲(chǔ)存多余的液壓油。 當(dāng)汽車(chē)在顛簸路面是行行走，導(dǎo)致彈簧卷曲和伸展，彈簧能量通過(guò)上部轉(zhuǎn)移到減振器，向下傳到活塞桿再到活塞。通過(guò)節(jié)流口油液隨著活塞的上下移動(dòng)鎦流進(jìn)工作腔。因?yàn)楣?jié)流口相對(duì)很小，只有很少的油液在大的液壓下通過(guò)。這就使得活塞減慢，反過(guò)來(lái)使彈簧減慢。 減振器有兩個(gè)工作行程，壓縮形成和伸展行程。壓縮行程發(fā)生在活塞想下運(yùn)動(dòng)時(shí)，壓縮油液進(jìn)入活塞下腔。伸展行程發(fā)生在活塞向作腔上部移動(dòng)時(shí)壓縮活塞上部的油液。典型的轎車(chē)和輕型卡車(chē)的延伸行程比壓縮行程阻力大?；谶@點(diǎn)，壓縮行程控制汽車(chē)的簧下質(zhì)量，而延伸行程控制較重的簧上質(zhì)量。 所有現(xiàn)代的減振器都是速度敏感，懸架動(dòng)的越快減振器提供的阻力越大。這使減振器能夠適應(yīng)各種路況和控制行駛中的汽車(chē)會(huì)產(chǎn)生的任何不希望的移動(dòng)，其中包括跳動(dòng),左搖右擺,制動(dòng)俯沖和加速度蹲下。 橫向穩(wěn)定桿 橫向穩(wěn)定桿 橫向穩(wěn)定桿與減振器一起使用，給行駛的汽車(chē)提供額外的穩(wěn)定性。他是一個(gè)金屬質(zhì)地的桿，橫跨整個(gè)車(chē)軸并且有效的連接了兩邊的懸架。 當(dāng)一邊車(chē)輪的懸架上下跳動(dòng)，橫向穩(wěn)定桿將移動(dòng)轉(zhuǎn)移到另一側(cè)車(chē)輪。這就使得行駛平順性更好和減小了車(chē)身?yè)u晃。尤其是，他克服了車(chē)身在轉(zhuǎn)彎時(shí)的側(cè)傾。因?yàn)檫@點(diǎn)，現(xiàn)在幾乎所有汽車(chē)都安裝橫向穩(wěn)定桿作為標(biāo)準(zhǔn)配置，即使沒(méi)有安裝它也易于在任何時(shí)間安裝。