外文翻譯---懸架系統(tǒng)的基本元件

1、<p><b>　　附錄Ⅰ</b></p><p><b>　　外文資料及翻譯</b></p><p>　　As we review suspension system components and how they work together, remember that a vehicle in motion is more tha

2、n wheels turning. As the tire revolves, the suspension system is in a dynamic state of balance, continuously compensating and adjusting for changing driving conditions. Today's suspension system is automotive enginee

3、ring at its best.</p><p>　　The components of the suspension system perform six basic functions: </p><p>　　Maintain correct vehicle ride height </p><p>　　Reduce the effect of shock f

4、orces </p><p>　　Maintain correct wheel alignment </p><p>　　Support vehicle weight </p><p>　　Keep the tires in contact with the road </p><p>　　Control the vehicle’s dire

5、ction of travel </p><p>　　However, in order for this to happen, all the suspension components, both front and rear, must be in good working condition. </p><p>　　MAIN COMPONENTS OF A MODERN SUSPE

6、NSION SYSTEM </p><p>　　At this point, it's important to understand that the main components of a moving vehicle suspension system are the Struts, Shock Absorbers, Springs and Tires. We will first turn ou

7、r attention to the design and function of springs. In the following section we will thoroughly examine the function and design of shock absorbers and strut assemblies. </p><p>　　The springs support the weigh

8、t of the vehicle, maintain ride height, and absorb road shock..Springs are the flexible links that allow the frame and the body to ride relatively undisturbed while the tires and suspension follow the bumps in the road.

9、</p><p>　　Springs are the compressible link between the frame and the body. When an additional load is placed on the springs or the vehicle meets a bump in the road, the springs will absorb the load by compr

10、essing. The springs are a very important component of the suspension system that provides ride comfort. Shocks and struts help control how fast the springs and suspension are allowed to move, which is important in keepin

11、g tires in firm contact with the road. </p><p>　　During the study of springs, the term bounce refers to the vertical (up and down) movement of the suspension system. The upward suspension travel that compres

12、ses the spring and shock absorber is called the jounce, or compression. The downward travel of the tire and wheel that extends the spring and shock absorber is called rebound, or extension. </p><p>　　When th

13、e spring is deflected, it stores energy. Without shocks and struts the spring will extend and release this energy at an uncontrolled rate. The spring's inertia causes it to bounce and overextend itself. Then it re-co

14、mpresses, but will again travel too far. The spring continues to bounce at its natural frequency until all of the energy originally put into the spring is used.</p><p>　　If the struts or shock absorbers are

15、worn and the vehicle meets a bump in the road, the vehicle will bounce at the frequency of the suspension until the energy of the bump is used up. This may allow the tires to lose contact with the road. </p><p

16、>　　Struts and shock absorbers that are in good condition will allow the suspension to oscillate through one or two diminishing cycles, limiting or damping excessive movement, and maintaining vertical loads placed upon

17、 the tires. This helps keep the tires in contact with the road. </p><p>　　By controlling spring and suspension movement, components such as tie rods will operate within their design range and, while the vehi

18、cle is in motion, dynamic wheel alignment will be maintained. </p><p>　　SPRING DESIGNS</p><p>　　Before discussing spring design, it is important to understand sprung and unsprung weight. Sprung

19、weight is the weight supported by the springs. For example, the vehicle's body, transmission, frame, and motor would be sprung weight. Unsprung weight is the weight that is not carried by springs, such as the tires,

20、wheels, and brake assemblies. </p><p>　　The springs allow the frame and vehicle to ride undisturbed while the suspension and tires follow the road surface. Reducing unsprung weight will provide less road sho

21、ck. A high sprung weight along with a low unsprung weight provides improved ride and also improved tire traction. </p><p>　　There are four major spring designs in use today: coil, leaf, torsion bar, and air.

22、 </p><p>　　Coil Springs </p><p>　　The most commonly used spring is the coil spring. The coil spring is a length of round spring steel rod that is wound into a coil. Unlike leaf springs, conventi

23、onal coil springs do not develop inter-leaf friction. Therefore, they provide a smoother ride. </p><p>　　The diameter and length of the wire determine the strength of a spring. Increasing the wire diameter w

24、ill produce a stronger spring, while increasing its length will make it more flexible. </p><p>　　Spring rate, sometimes referred to as deflection rate, is used to measure spring strength. It is the amount of

25、 weight that is required to compress the spring 1 inch. For example: If it takes 100 lbs. to compress a spring 1inch, it would take to 200 lbs. to compress the spring 2 inches. </p><p>　　Some coil springs ar

26、e made with a variable rate. This variable rate is accomplished by either constructing this spring from materials having different thickness or by winding the spring so the coil will progressively compress at a higher ra

27、te. Variable rate springs provide a lower spring rate under unloaded conditions offering a smoother ride, and a higher spring rate under loaded conditions, resulting in more support and control. </p><p>　　Co

28、il springs require no adjustment and for the most part are trouble-free. The most common failure is spring sag. Springs that have sagged below vehicle design height will change the alignment geometry. This can create tir

29、e wear, handling problems, and wear other suspension components. During suspension service it is very important that vehicle ride height be measured. Ride height measurements not within manufacturer’s specifications requ

30、ire replacement of springs.</p><p>　　Leaf Springs </p><p>　　Leaf springs are designed two ways: multi-leaf and mono-leaf. The multi-leaf spring is made of several steel plates of different lengt

31、hs stacked together. During normal operation, the spring compresses to absorb road shock. The leaf springs bend and slide on each other allowing suspension movement.</p><p>　　An example of a mono-leaf spring

32、 is the tapered leaf spring. The leaf is thick in the middle and tapers toward the two ends. Many of these leaf springs are made of a composite material, while others are made of steel. </p><p>　　In most cas

33、es leaf springs are used in pairs mounted longitudinally (front to back). However, there are an increasing number of vehicle manufacturers using a single transverse (side to side) mounted leaf spring.</p><p>

34、;　　Torsion Bar </p><p>　　Another type of spring is the torsion bar. The torsion bar is a straight or L shaped bar of spring steel. Most torsion bars are longitudinal, mounted solidly to the frame at one end

35、and connected to a moving part of the suspension at the other. Torsion bars may also be transverse mounted. During suspension movement, the torsion bar will twist, providing spring action. </p><p>　　Air Spri

36、ngs </p><p>　　The air spring is another type of spring that is becoming more popular on passenger cars, light trucks, and heavy trucks. The air spring is a rubber cylinder filled with compressed air. A pisto

37、n attached to the lower control arm moves up and down with the lower control arm. This causes the compressed air to provide spring action. If the vehicle load changes, a valve at the top of the airbag opens to add or rel

38、ease air from the air spring. An onboard compressor supplies air. </p><p>　　Tires as Springs </p><p>　　An often-overlooked spring is the tire. Tires are air springs that support the total weight

39、 of the vehicle. The air spring action of the tire is very important to the ride quality and safe handling of the vehicle. As a matter of fact, tires may be viewed as the number-one ride control component. Tire size, con

40、struction, compound and inflation are very important to the ride quality of the vehicle. </p><p>　　STRUT MOUNT DESIGN </p><p>　　Strut mounts are vehicle specific, and there are numerous designs

41、in use today on both front and rear suspension systems. The three most common designs are inner plate, center sleeve, and spacer bushing. </p><p>　　The Inner Plate Design used by General Motors and some Ford

42、 applications feature an inner plate encased in molded rubber surrounded by upper and lower surface plates. The inner plate is designed so the strut piston rod cannot push through the upper or lower surface plate if the

43、rubber core fails. This design generally does not require washers. Due to the fact that the upper and lower service plates mostly cover the rubber portion of the mount, it is difficult to see if the inner rubber bushing

44、h</p><p>　　The Center Sleeve Design used by Chrysler features a center sleeve that is molded to the rubber bushing. This design provides increased side to side stability. The strut stem extends through the c

45、enter sleeve. Upper and lower retainer washers prevent the strut rod from pushing through the strut mount. The bearing is a separate component from the strut mount. If inspection reveals cracks or tears in the rubber bus

46、hing, replacement is required. If the bearing is found to be defective it can be rep</p><p>　　The Spacer Bushing Design used by Volkswagen, Toyota, Mazda, Mitsubishi, and early Chrysler vehicles feature cent

47、er positioning of the bearing and a separate inner bushing instead of a molded inner sleeve. The operation is similar to the style we just discussed except the bearing is pressed in the strut mount. The bearings, washer,

48、 and the upper plate retain the strut rod. If the rubber bushing is cracked, torn, or the bearing is binding or seized, the strut mount requires replacement.</p><p>　　ANTI-SWAY BARS </p><p>　　An

49、other important component of a suspension system is the anti-sway bar. This device is used along with shock absorbers to provide additional stability. The anti-sway bar is simply a metal rod connected to both of the lowe

50、r control arms. When the suspension at one wheel moves up and down the anti-sway bar transfers the movement to the other wheel. In this way the sway bar creates a more level ride and reduces vehicle sway or lean during c

51、ornering. </p><p>　　Depending of the anti-sway bar thickness and design, it can provide as much as 15% reduction in the amount of vehicle roll or sway during cornering. </p><p><b>　　BUSHIN

52、GS </b></p><p>　　Bushings are used in many locations on the vehicle suspension system. Most bushings are made with natural rubber. However, in some cases, urethane compounds may be used. Bushings made

53、of natural rubber offer high tensile (tear) strength and excellent stability at low temperatures. Natural rubber is an elastomeric material. Elastomeric refers to the natural elastic nature of rubber to allow movement of

54、 the bushing in a twisting plane. Movement is controlled by the design of the rubber element. Na</p><p>　　As with all suspension system components, control arm bushings are dynamic components, meaning that t

55、hey operate while the vehicle is in motion. Control arms act as locators because they hold the position of the suspension in relation to the chassis. They are attached to the vehicle frame with rubber elastomeric bushing

56、s. During suspension travel, the control arm bushings provide a pivot point for the control arm. They also maintain the lateral and vertical location of the control arm pivot poin</p><p>　　During suspension

57、travel the rubber portion of the bushing must twist to allow control arm movement. Control arm bushings that are in good condition act as a spring; that is, the rubber will spring back to the position from which it start

58、ed. This twisting action of the rubber will provide resistance to suspension movement. </p><p>　　As previously stated, control arm bushings are dynamic suspension components. As the control arm travels throu

59、gh jounce and rebound, the rubber portion of the bushing will twist and stretch. This action transfers energy into the bushing and generates heat. </p><p>　　Excessive heat tends to harden the rubber. As the

60、rubber bushing hardens, it tends to crack, break, and then disintegrate. Its temperature determines the life of a rubber bushing. Rough road conditions and/or defective shock absorbers or struts will allow excessive susp

61、ension movement creating more heat, which shortens the life of the bushings. </p><p>　　Rubber bushings must not be lubricated with petroleum-based oil. A petroleum-based product will destroy the bushings. In

62、stead, use a special tire rubber lubricant or a silicone based lubricant. </p><p>　　Worn suspension bushings allow the control arm to change positions. This results in driveline vibration (primarily rear whe

63、el drive rear control arm bushings), dynamic alignment angle changes, tire wear, and handling problems. Control arm bushing wear (looseness) will create a clunking sound while driving over rough roads.</p><p&g

64、t;<b>　　懸架系統(tǒng)的基本元件</b></p><p>　　當我們復(fù)習(xí)懸架系統(tǒng)組成時，我記得它們是怎么工作的，一輛行駛車的汽車，更應(yīng)該說是車輪的轉(zhuǎn)動。當車輪轉(zhuǎn)動時，懸架系統(tǒng)是一種平衡的運動狀態(tài)，為行駛條件做出持續(xù)的補充和調(diào)整?，F(xiàn)在的懸架系統(tǒng)是汽車工業(yè)中頂尖的技術(shù)。</p><p>　　懸架系統(tǒng)的組成部分執(zhí)行六部分基本功能。</p><p>

65、　　1.維持正確的車輛行駛高度。</p><p>　　2.降低震動力的影響。</p><p>　　3.保持車輪自動回正。</p><p>　　4.支撐汽車的重量。</p><p>　　5.保持輪胎與地面的接觸。</p><p>　　6.控制汽車的運行方向。</p><p>　　然而，為了保持這些

66、功能的實現(xiàn)，所有的懸架組件，前懸架和后懸架都必須有良好的工作條件。</p><p>　　現(xiàn)代汽車懸架系統(tǒng)的主要組件</p><p>　　在這一點上，重要的是了解被驅(qū)動的汽車懸架系統(tǒng)的主要組件有，支架、減振器、彈簧、輪胎。我們首先應(yīng)把注意力轉(zhuǎn)移到彈簧的設(shè)計和功能上。接下來，我們將系統(tǒng)的診斷功能和減振器的設(shè)計和支架組件。</p><p>　　彈簧支撐汽車的重量，維持行駛

67、高度，吸收路面的震動。彈簧是彈性連接，這就允許在汽車輪胎和懸架在路面上被撞擊時，車身和車橋的運動是互不干擾的。</p><p>　　彈簧是被壓縮連接在車身和車橋之間的，當在彈簧上添加一個額外的載荷或者汽車經(jīng)過一段不平的路面，由于彈簧的壓縮將吸收這部分載荷，彈簧是懸架系統(tǒng)非常重要的組件，它能保證行駛的舒適性。振動和支架決定彈簧的速度和懸架的運動情況，這些對保持輪胎與地面的良好接觸是非常重要的。</p>

68、<p>　　在彈簧的研究中，bounce這個術(shù)語是懸架系統(tǒng)上下運動的意思。懸架的向上運動是壓縮彈簧和減振器被叫做jounce或compression。輪胎和車輪的向下運動彈簧伸張和減振器被叫做rebound或是extension。</p><p>　　當彈簧被壓縮時，它儲存能量。沒有振動和支架的時彈簧將在一種不可控制的速率下伸張和釋放這部分能量。彈簧的慣性導(dǎo)致它自身上下振動和過度伸張。那時彈簧的再次壓

69、縮，但時運動的很劇烈。彈簧持續(xù)在它的固有頻率下振動直到所有的能量被彈簧消耗掉。</p><p>　　如果支架或減振器損壞了，汽車經(jīng)過不平的路面時，汽車將在懸架的頻率下上下振動，直到這部分能量被消耗掉。這個動作可能使輪胎離開路面。</p><p>　　支架和減振器在良好的情況下，使懸架有一個或兩個衰減循環(huán)的振動，限制和緩和過度的振動，和維持垂直載荷在輪胎上。這些功能將保持輪胎與路面的良好接觸

70、。</p><p>　　通過控制彈簧和懸架的運動，組件例如連桿將工作在設(shè)計允許的范圍內(nèi)，當汽車被驅(qū)動時，將保持車輪的自動回正。</p><p><b>　　彈簧的設(shè)計</b></p><p>　　在討論彈簧的設(shè)計之前，要知道簧載質(zhì)量和非簧載質(zhì)量。簧載質(zhì)量是由彈簧支撐的，例如汽車的車身，變速器，車架，和發(fā)動機是簧載質(zhì)量。非簧載質(zhì)量就是不是由彈簧支

71、撐的質(zhì)量，例如輪胎，車輪，和制動組件。</p><p>　　彈簧使得車架和車身在輪胎和懸架受到路面的撞擊時，運動互不干涉。減少非簧載質(zhì)量將減少路面的振動。一個簧載質(zhì)量大而非簧載質(zhì)量小的汽車能提高汽車的行駛平順性和輪胎的附著力。</p><p>　　現(xiàn)在主要有四種彈簧被應(yīng)用，螺旋彈簧，葉片彈簧，扭桿彈簧，和空氣彈簧。</p><p><b>　　螺旋彈簧&l

72、t;/b></p><p>　　最普遍應(yīng)用的彈簧是螺旋彈簧。螺旋彈簧是一根長的原形彈簧鋼制作成螺旋形。與葉片彈簧不同，普通的螺旋彈簧不具有內(nèi)部葉片摩擦力。因此，它們能提供更適合的行駛平順性。</p><p>　　直徑和彈簧鋼線的長度決定彈簧力。增加彈簧鋼線的直徑將能制造成彈簧力更強的彈簧。當長度增加時，彈簧的彈性也相應(yīng)增加。</p><p>　　彈簧速率,有時

73、被認為是偏轉(zhuǎn)速率,被用來測量彈簧力。壓縮彈簧一英寸需要多大的力。例如：如果彈簧被壓縮了一英寸用了100英鎊的力，它壓縮二英寸將用200英鎊。</p><p>　　一些螺旋彈簧被制成可變速率的。這種功能可由制造彈簧的材料的薄厚程度不同或通過纏繞彈簧為了彈簧在一個較高的速率下能被壓縮?？勺兯俾蕪椈稍谄交穆访鏇]有負載的情況下能提供較低的彈簧速率，在有負載的情況下，有一個較高的彈簧速率，這樣有更多的支撐和控制功能。&l

74、t;/p><p>　　對于大部分故障的解除，螺旋彈簧是不需要調(diào)整的。最普遍的故障是彈簧失去彈力。當彈簧力降低到車的設(shè)計重量之下時，將改變調(diào)整參數(shù).這可能造成輪胎磨損，操作困難，磨損其他的懸架組件。在懸架保養(yǎng)期間,測量汽車的行駛高度是非常重要的。汽車的行駛高度不在制造商允許的范圍之內(nèi)，需要更換彈簧。</p><p><b>　　葉片彈簧</b></p><

75、;p>　　葉片彈簧有兩種設(shè)計方法：組合葉片喝單一葉片。組合葉片彈簧是有不同長度的鋼板堆垛在一起的。在正常工作時，彈簧受壓縮為了吸收路面的震動。葉片彈簧之間的彎曲和滑動使得懸架的運動。單葉片彈簧時變厚度的葉片彈簧。葉片彈簧中間部分厚到兩端逐漸變薄。</p><p>　　大多數(shù)葉片彈簧是合成材料制成的，少數(shù)是由鋼制成的。在大多數(shù)情況下，葉片彈簧都是成對的縱向安裝的。然而，隨著汽車公司的增加，汽車廠發(fā)明了安裝一個

76、橫向的葉片彈簧。</p><p><b>　　扭桿彈簧</b></p><p>　　另一種類型的彈簧是扭桿彈簧。扭桿彈簧有直桿或L型桿的彈簧鋼。大多數(shù)扭桿彈簧的一端縱向安裝到車架上另一端連接到懸架上的運動部件。扭桿彈簧也可能橫向安裝。在懸架工作的時候，扭桿彈簧將扭曲，發(fā)揮彈簧的作用。</p><p><b>　　空氣彈簧</b&

77、gt;</p><p>　　空氣彈簧是另一種彈簧正越來越多的應(yīng)用到轎車上，輕型卡車，和重型卡車?？諝鈴椈墒浅錆M壓縮空氣的橡膠汽缸?；钊偷涂刂票圻B接，在低控制臂作用下，活塞上下運動。這就發(fā)揮了彈簧的作用。如果汽車載荷發(fā)生變化，空氣彈簧頂部的閥門打開給為了給氣囊補充和釋放空氣。一個隨車壓縮機提供空氣。</p><p><b>　　輪胎彈簧</b></p>

78、<p>　　一種經(jīng)常被忽視的彈簧是輪胎。輪胎作為空氣彈簧支撐整個汽車的重量。輪胎發(fā)揮空氣彈簧的作用對汽車的行駛平順性的質(zhì)量和操縱穩(wěn)定性是非常重要的。事實上，輪胎可能被認為是第一平順性控制組件。輪胎的尺寸，結(jié)構(gòu)，混合的材料和氣壓對汽車的平順性質(zhì)量都是非常重要的。</p><p><b>　　支架的安裝設(shè)計</b></p><p>　　支架的安裝是汽車特有的，在

79、現(xiàn)在有許多支架設(shè)計應(yīng)用在前懸架和后懸架系統(tǒng)上。三個最普遍的設(shè)計是內(nèi)板，中心套筒，和間隔襯套。</p><p>　　內(nèi)板設(shè)計采用了通用汽車和福特汽車的一些應(yīng)用特征的板內(nèi)外包塑橡膠由表面板的上下運動。內(nèi)板的這種設(shè)計, 如果橡膠核心損壞，那么支桿活塞桿不能推著表面板上下運動。這種設(shè)計一般不需要墊圈. 由于工作板的上下運動擋住了橡膠的安裝部分，如果內(nèi)部橡膠襯套損壞了是很難看到的。然而，這部分在經(jīng)過一段時間磨損后，要做一個

80、徹底的檢測。軸承的安裝在支架低部的位置，不需要維護。在支架上損壞的軸承是需要更換的。</p><p>　　中心套筒的設(shè)計是應(yīng)用了克萊斯勒的特性，中心套筒是模壓的橡膠襯套，這種設(shè)計增加了側(cè)向穩(wěn)定性。支架通過中心套筒伸縮。保持墊圈上下運動阻止了支架桿通過支架的推行。軸承對支架的安裝是一個單獨的部分。如果檢查出在橡膠襯套中有裂痕或撕裂，需要更換。如果軸承損壞，它能被單獨更換。</p><p>　

81、　間隔襯套設(shè)計采用大眾,豐田,馬自達,三菱,和早期的克萊斯勒的汽車特點，中心定位的軸承和一個單獨的內(nèi)襯套而不是一個成型的內(nèi)套筒。除了軸承壓在支架上安裝外，這一設(shè)計與我們剛剛討論的風(fēng)格相似。軸承，墊圈，和上板保持著支架桿。如果橡膠襯套破損，撕裂，或軸承粘合或抱死，支架需要更換。</p><p><b>　　防搖動桿</b></p><p>　　懸架系統(tǒng)的另一個重要組件是

82、防搖動桿，這個組件和減振器一起應(yīng)用能提供額外的穩(wěn)定性。防搖動桿是一個簡單的金屬桿連接兩個低控制臂。當懸架上一個車輪上下運動防搖動桿把振動傳遞到另一個車輪上。用這種方法搖動桿能達到一個更好的平順性和減少汽車的搖動或在轉(zhuǎn)彎時的傾斜。依靠防搖動桿的薄厚程度和設(shè)計，它能把汽車在轉(zhuǎn)彎時側(cè)傾和搖動量減少15%。</p><p><b>　　襯套</b></p><p>　　襯套被

83、應(yīng)用在許多汽車懸架系統(tǒng)上。大多數(shù)襯套是由天然橡膠制成的。然而，在有些情況下，是由氨基甲酸酯類化合物制成的。天然橡膠制成的襯套在低溫下，有很強的拉伸能力和提高比較好的穩(wěn)定性。天然橡膠是一種彈性材料。彈性是天然橡膠的特性為了使得在扭力板上的襯套運動。運動是有設(shè)計的橡膠元件控制的。天然橡膠不需潤滑,分離輕微的震動緩沖傳遞的路面振動，避免噪音，和很大程度上提高襯套的依從性。襯套的依從性允許無約束的運動。天然橡膠抗永久變形，防水和非常耐用。 此外

84、，天然橡膠具有較高的承載能力。作為懸架系統(tǒng)的組件，控制臂襯套是運動組件，當汽車被驅(qū)動時也就意味著它們的運行?？刂票圩鳛槎ㄎ?，因為它們的保持懸架的位置與車身有關(guān)。它們由橡膠彈性襯套連接到汽車車架上。在懸架運動時，控制臂襯套為控制臂提供一個支點。它們也保持汽車側(cè)向和垂直方向的控制臂支點，保持動態(tài)車輪定位，減少傳遞噪音，路面振動，和阻止懸架的運動。 </p><p>　　在懸架運動時，彈性襯套必須被扭曲為了使控制臂運動

85、?？刂票垡r套在好的條件下作為一個彈簧，那就是橡膠襯套將象彈簧一樣回到開始的位置。橡膠的這種扭曲作用將抵抗懸架的運動。</p><p>　　正如前面所說的，控制臂襯套是動態(tài)懸架的組件。當控制臂上下和伸縮運動時，橡膠襯套的部分將扭曲和拉伸。這個行為傳遞能量到襯套和產(chǎn)生熱量。</p><p>　　大量的熱將會硬化橡膠。當橡膠襯套硬化了，它將破損，損壞和分解。他們的溫度決定橡膠襯套的壽命。粗糙的路

86、面條件或性能不良的減振器或支架將造成過量的懸架運動產(chǎn)生過多的熱量，這些熱量縮減的襯套的壽命。</p><p>　　橡膠不能被石油基的油潤滑。一種靠石油基的油潤滑的產(chǎn)品將破壞襯套。相反，采用特殊橡膠輪胎潤滑劑或以硅為基礎(chǔ)的潤滑劑。安裝懸架襯套時，讓控制臂改變位置。振動（主要是后輪驅(qū)動的，后控制臂襯套），動態(tài)調(diào)整角變化，輪胎磨損，和操縱困難?？刂票垡r套磨損（松動）在汽車行駛過崎嶇的路面時，將產(chǎn)生clunking聲。&