汽車專業(yè)--畢業(yè)設(shè)計(jì)外文翻譯

1、<p><b>　　英文資料</b></p><p>　　Suspension </p><p>　　Suspension is the term given to the system of springs, shock absorbers and linkages that connects a vehicle to its wheels. Suspen

2、sion systems serve a dual purpose – contributing to the car's roadholding/handling and braking for good active safety and driving pleasure, and keeping vehicle occupants comfortable and reasonably well isolated from

3、road noise, bumps, and vibrations,etc. These goals are generally at odds, so the tuning of suspensions involves finding the right compromise. It is importa</p><p>　　Leaf springs have been around since the ea

4、rly Egyptians.</p><p>　　Ancient military engineers used leaf springs in the form of bows to power their siege engines, with little success at first. The use of leaf springs in catapults was later refined and

5、 made to work years later. Springs were not only made of metal, a sturdy tree branch could be used as a spring, such as with a bow.</p><p>　　Horse drawn vehicles</p><p>　　By the early 19th centu

6、ry most British horse carriages were equipped with springs; wooden springs in the case of light one-horse vehicles to avoid taxation, and steel springs in larger vehicles. These were made of low-carbon steel and usually

7、took the form of multiple layer leaf springs.[1]</p><p>　　The British steel springs were not well suited for use on America's rough roads of the time, and could even cause coaches to collapse if cornered

8、 too fast. In the 1820s, the Abbot Downing Company of Concord, New Hampshire developed a system whereby the bodies of stagecoaches were supported on leather straps called "thoroughbraces", which gave a swinging

9、 motion instead of the jolting up and down of a spring suspension (the stagecoach itself was sometimes called a "thoroughbrace")</p><p>　　Automobiles</p><p>　　Automobiles were initiall

10、y developed as self-propelled versions of horse drawn vehicles. However, horse drawn vehicles had been designed for relatively slow speeds and their suspension was not well suited to the higher speeds permitted by the in

11、ternal combustion engine.</p><p>　　In 1903 Mors of Germany first fitted an automobile with shock absorbers. In 1920 Leyland used torsion bars in a suspension system. In 1922 independent front suspension was

12、pioneered on the Lancia Lambda and became more common in mass market cars from 1932.[2]</p><p>　　Important properties</p><p>　　Spring rate</p><p>　　The spring rate (or suspension ra

13、te) is a component in setting the vehicle's ride height or its location in the suspension stroke. Vehicles which carry heavy loads will often have heavier springs to compensate for the additional weight that would ot

14、herwise collapse a vehicle to the bottom of its travel (stroke). Heavier springs are also used in performance applications where the loading conditions experienced are more extreme.</p><p>　　Springs that are

15、 too hard or too soft cause the suspension to become ineffective because they fail to properly isolate the vehicle from the road. Vehicles that commonly experience suspension loads heavier than normal have heavy or hard

16、springs with a spring rate close to the upper limit for that vehicle's weight. This allows the vehicle to perform properly under a heavy load when control is limited by the inertia of the load. Riding in an empty tru

17、ck used for carrying loads can be uncomfortable </p><p>　　Mathematics of the spring rate</p><p>　　Spring rate is a ratio used to measure how resistant a spring is to being compressed or expanded

18、 during the spring's deflection. The magnitude of the spring force increases as deflection increases according to Hooke's Law. Briefly, this can be stated as</p><p><b>　　where</b></p&g

19、t;<p>　　F is the force the spring exerts </p><p>　　k is the spring rate of the spring. </p><p>　　x is the displacement from equilibrium length i.e. the length at which the spring is neith

20、er compressed or stretched. </p><p>　　Spring rate is confined to a narrow interval by the weight of the vehicle,load the vehicle will carry, and to a lesser extent by suspension geometry and performance desi

21、res.</p><p>　　Spring rates typically have units of N/mm (or lbf/in). An example of a linear spring rate is 500 lbf/in. For every inch the spring is compressed, it exerts 500 lbf. A non-linear sprin

22、g rate is one for which the relation between the spring's compression and the force exerted cannot be fitted adequately to a linear model. For example, the first inch exerts 500 lbf force, the second inch exerts

23、 an additional 550 lbf (for a total of 1050 lbf), the third inch exerts another 600 lbf (for a total of 16</p><p>　　The spring rate of a coil spring may be calculated by a simple algebraic equ

24、ation or it may be measured in a spring testing machine. The spring constant k can be calculated as follows:</p><p>　　where d is the wire diameter, G is the spring's shear modulus (e.g., about 12,000,000

25、 lbf/in² or 80 GPa for steel), and N is the number of wraps and D is the diameter of the coil.</p><p>　　Wheel rate</p><p>　　Wheel rate is the effective spring rate when measured at the whee

26、l. This is as opposed to simply measuring the spring rate alone.</p><p>　　Wheel rate is usually equal to or considerably less than the spring rate. Commonly, springs are mounted on control arms, swing arms o

27、r some other pivoting suspension member. Consider the example above where the spring rate was calculated to be 500 lbs/inch, if you were to move the wheel 1 inch (without moving the car), the spring more than l

28、ikely compresses a smaller amount. Lets assume the spring moved 0.75 inches, the lever arm ratio would be 0.75 to 1. The wheel rate is calculated by taking t</p><p>　　Wheel rate on independent suspensio

29、n is fairly straight-forward. However, special consideration must be taken with some non-independent suspension designs. Take the case of the straight axle. When viewed from the front or rear, the wheel rate can be measu

30、red by the means above. Yet because the wheels are not independent, when viewed from the side under acceleration or braking the pivot point is at infinity (because both wheels have moved) and the spring is directly inlin

31、e with the wheel contact </p><p>　　Roll couple percentage</p><p>　　Roll couple percentage is the effective wheel rates, in roll, of each axle of the vehicle just as a ratio of the vehicle's

32、total roll rate. Roll Couple Percentage is critical in accurately balancing the handling of a vehicle. It is commonly adjusted through the use of anti-roll bars, but can also be changed through the use of different sprin

33、gs.</p><p>　　A vehicle with a roll couple percentage of 70% will transfer 70% of its sprung weight transfer at the front of the vehicle during cornering. This is also commonly known as "Total Lateral Lo

34、ad Transfer Distribution" or "TLLTD".</p><p>　　Weight transfer</p><p>　　Weight transfer during cornering, acceleration or braking is usually calculated per individual wheel and co

35、mpared with the static weights for the same wheels.</p><p>　　The total amount of weight transfer is only affected by 4 factors: the distance between wheel centers (wheelbase in the case of braking, or track

36、width in the case of cornering) the height of the center of gravity, the mass of the vehicle, and the amount of acceleration experienced.</p><p>　　The speed at which weight transfer occurs as well as through

37、 which components it transfers is complex and is determined by many factors including but not limited to roll center height, spring and damper rates, anti-roll bar stiffness and the kinematic design of the suspension lin

38、ks.</p><p>　　Unsprung weight transfer</p><p>　　Unsprung weight transfer is calculated based on the weight of the vehicle's components that are not supported by the springs. This includes tir

39、es, wheels, brakes, spindles, half the control arm's weight and other components. These components are then (for calculation purposes) assumed to be connected to a vehicle with zero sprung weight. They are then put t

40、hrough the same dynamic loads. The weight transfer for cornering in the front would be equal to the total unsprung front weight times the G-F</p><p>　　Suspension type</p><p>　　Dependent suspensi

41、ons include:</p><p>　　Satchell link </p><p>　　Panhard rod </p><p>　　Watt's linkage </p><p><b>　　WOBLink </b></p><p>　　Mumford linkage </

42、p><p><b>　　Live axle</b></p><p>　　Twist beam</p><p><b>　　Beam axle</b></p><p>　　leaf springs used for location (transverse or longitudinal) </p&

43、gt;<p>　　The variety of independent systems is greater and includes:</p><p>　　Swing axle </p><p>　　Sliding pillar </p><p>　　MacPherson strut/Chapman strut </p><p&g

44、t;　　Upper and lower A-arm (double wishbone) </p><p>　　multi-link suspension </p><p>　　semi-trailing arm suspension </p><p>　　swinging arm </p><p>　　leaf springs </p&

45、gt;<p>　　Armoured fighting vehicle suspension</p><p>　　Military AFVs, including tanks, have specialized suspension requirements. They can weigh more than seventy tons and are required to move at high

46、speed over very rough ground. Their suspension components must be protected from land mines and antitank weapons. Tracked AFVs can have as many as nine road wheels on each side. Many wheeled AFVs have six or eight wheels

47、, to help them ride over rough and soft ground.</p><p>　　The earliest tanks of the Great War had fixed suspensions—with no movement whatsoever. This unsatisfactory situation was improved with leaf spring sus

48、pensions adopted from agricultural machinery, but even these had very limited travel.</p><p>　　Speeds increased due to more powerful engines, and the quality of ride had to be improved. In the 1930s, the Chr

49、istie suspension was developed, which allowed the use of coil springs inside a vehicle's armoured hull, by redirecting the direction of travel using a bell crank. Horstmann suspension was a variation which used a com

50、bination of bell crank and exterior coil springs, in use from the 1930s to the 1990s.</p><p>　　By the Second World War the other common type was torsion-bar suspension, getting spring force from twisting bar

51、s inside the hull—this had less travel than the Christie type, but was significantly more compact, allowing the installation of larger turret rings and heavier main armament. The torsion-bar suspension, sometimes includi

52、ng shock absorbers, has been the dominant heavy armored vehicle suspension since the Second World War.</p><p><b>　　中文翻譯</b></p><p><b>　　懸吊系統(tǒng)</b></p><p>　　(亦稱

53、懸掛系統(tǒng)或懸載系統(tǒng))是描述一種由彈簧、減震筒和連桿所構(gòu)成的車用系統(tǒng)，用于連接車輛與其車輪。懸吊系統(tǒng)扮演雙重的角色－讓車輛的操控和煞車合乎良好的動(dòng)態(tài)安全與操駕樂(lè)趣，并保持車主的舒適性及隔絕適當(dāng)?shù)穆访嬖胍簟椞c震動(dòng)。這些特性通常都是互相牽制的，因此懸吊的調(diào)整就必須找到兩者兼顧的位置。懸吊系統(tǒng)同時(shí)也保護(hù)車輛本身、或車上的貨物行李等，避免這些東西損壞或磨耗。一臺(tái)車輛的前輪與后輪懸吊設(shè)計(jì)有可能會(huì)大不相同。</p><p>

54、;　　在古早的埃及，就已經(jīng)出現(xiàn)過(guò)板式彈簧的蹤跡。</p><p>　　古代的兵工學(xué)家使用板式彈簧，以彎曲的方式來(lái)加強(qiáng)他們的攻城武器，起初的效果還不錯(cuò)。后來(lái)在投石器上所使用的板式彈簧更為精密，而且可以使用好幾年。彈簧不一定由金屬制造，也可使用堅(jiān)硬的樹(shù)枝當(dāng)作彈簧，就像制弓一樣。</p><p><b>　　馬車</b></p><p>　　在19世

55、紀(jì)早期，大部分的英國(guó)四輪馬車都有配備彈簧；木制彈簧用于輕型單馬車輛來(lái)避稅，而較大的馬車彈簧則采用鐵制。這些鐵制的彈簧由低碳鋼制成而且通常迭成多層成為板式彈簧。[1]</p><p>　　英國(guó)的鐵制彈簧不適用于當(dāng)時(shí)美國(guó)大陸上粗糙不平的路面，轉(zhuǎn)彎過(guò)快甚至?xí)?dǎo)致馬車解體。在 1820 年代，新罕布什爾州康科德市的Abbot Downing 公司開(kāi)發(fā)出一種系統(tǒng)，藉此讓驛馬車的車體能夠支撐在稱作「thoroughbrace

56、s」的皮帶上，這樣車廂的動(dòng)態(tài)可改善成擺蕩的動(dòng)作，而不是像彈簧懸吊那樣劇烈的上下震動(dòng)。（有時(shí)驛馬車本身也被稱作「thoroughbrace」。）</p><p><b>　　汽車</b></p><p>　　汽車在早期開(kāi)發(fā)時(shí)，視為自身動(dòng)力推進(jìn)的馬車。但是相對(duì)來(lái)講，馬車是設(shè)計(jì)用來(lái)低速行駛的，因此它們的懸吊并不適用于內(nèi)燃機(jī)引擎所能產(chǎn)生的高速行駛。</p>&l

57、t;p>　　1903年，德國(guó)的Mors汽車公司首次將車輛安裝了減震筒。1920年，Leyland汽車公司在懸吊系統(tǒng)中加入了扭桿裝置。1922年，Lancia Lambda開(kāi)創(chuàng)先例地使用獨(dú)立前輪懸吊，在1932年以后的市售車輛上更為常見(jiàn)。[2]</p><p><b>　　重要屬性</b></p><p><b>　　彈簧剛性</b><

58、/p><p>　　彈簧剛性（或稱懸吊剛性）是懸吊伸縮時(shí)，用來(lái)設(shè)定車高或其定位的要素之一。車輛載重大的通常會(huì)搭配更硬的懸吊來(lái)抵銷額外的重量負(fù)載，否則可能在途中（或彈跳時(shí)）壓毀了車輛。較硬的彈簧通常也用于性能用途，因?yàn)檫@時(shí)候懸吊在彈跳時(shí)是經(jīng)常性下壓的，這時(shí)會(huì)導(dǎo)致可用的彈跳伸縮量變少，造成破壞性的下壓力。</p><p>　　彈簧太硬或太軟都會(huì)造成車輛失去懸吊性能。一般來(lái)說(shuō)，比較經(jīng)常性載重的車輛具備

59、較重或較硬的彈簧，其彈簧剛性接近車重的上限值。這樣讓車輛可以在控制性受載重慣性的限制下，正常地載貨并操駕行駛。駕駛一臺(tái)空的載貨用卡車可能會(huì)對(duì)乘客感到較不舒適，是因?yàn)榕c車重相關(guān)的高彈簧剛性。賽車可以說(shuō)是具備較硬的彈簧，而且會(huì)呈現(xiàn)不舒適的顛簸。然而，雖然我們說(shuō)它們兩者均具備硬彈簧，但實(shí)際上一臺(tái)2000磅的賽車與一臺(tái)10000磅的卡車，其兩者的彈簧剛性則是全然不同的。高級(jí)房車、的士或客運(yùn)巴士通?？梢哉f(shuō)是具備較軟的彈簧。車輛的彈簧若是老化或損壞

60、，行駛時(shí)容易貼近地面，懸吊的總壓縮量會(huì)降低，車體也容易側(cè)傾。性能跑車的彈簧剛性有時(shí)不只是為了車重或載重的需求。</p><p><b>　　彈簧剛性的數(shù)學(xué)應(yīng)用</b></p><p>　　彈簧剛性是一個(gè)比值，用來(lái)測(cè)量一個(gè)彈簧在偏斜時(shí)被壓縮或伸展時(shí)的阻抗。按照虎克定律，彈力強(qiáng)度隨著偏斜增加而增加。簡(jiǎn)單來(lái)講，這個(gè)現(xiàn)象可以由下列公式所述：</p><p&

61、gt;<b>　　其中</b></p><p><b>　　F 為彈簧的施力 </b></p><p><b>　　k 為彈簧的剛性 </b></p><p>　　x 為靜力平衡時(shí)的位移量，其長(zhǎng)度為彈簧壓縮或延展時(shí)。 </p><p>　　由于本身車重、車輛載重、懸吊系統(tǒng)的空間

62、限制或性能需求等因素下，彈簧剛性會(huì)受限在一段狹小的分布區(qū)段。</p><p>　　彈簧剛性的單位通常由N/mm表示（或lbf/in）。例如一個(gè)線性的彈簧剛性表示為 500 lbf/in，其代表彈簧每壓縮一英吋，它可以施壓 500 磅力。而一個(gè)具有非線性的彈簧剛性，代表它的壓縮力與施力的關(guān)系無(wú)法適當(dāng)?shù)貙?duì)應(yīng)于一個(gè)線性模型。例如，第一英吋會(huì)施壓 500 磅力，第二英吋會(huì)施壓額外的 550 磅力（因此總共是 1050 磅

63、力），第三英吋則會(huì)施壓另外 600 磅力（總共達(dá) 1650 磅力）。相較之下，一個(gè) 500 lbf/in 的線性彈簧壓縮了三英吋之后的施壓力則只有 1500 磅力。</p><p>　　線圈彈簧的彈簧剛性可由簡(jiǎn)單的代數(shù)方程來(lái)計(jì)算求得，或是由彈簧測(cè)試機(jī)來(lái)測(cè)量。彈簧常數(shù)k可由下列公式計(jì)算：</p><p>　　其中d為線材直徑，E為彈簧的彈性系數(shù)（例如鋼鐵的系數(shù)大約為 30,000,000 l

64、bf/in² 或是 207 GPa），N為線圈的纏繞次數(shù)，而D為線圈直徑。</p><p><b>　　懸架剛性</b></p><p>　　懸架剛性為針對(duì)車輛輪架所測(cè)量出有效的彈簧剛性，但不只是單獨(dú)對(duì)彈簧剛性做測(cè)量而已。</p><p>　　懸架剛性通常等于或小于彈簧剛性。一般來(lái)說(shuō)，彈簧會(huì)固定在控制臂、搖臂或某些其他種類的樞軸支承機(jī)

65、構(gòu)上。假設(shè)前述例子中的彈簧剛性計(jì)算出為每吋 500 磅力，如果你將車輪垂直移動(dòng)一英吋（車輛是靜止的），則彈簧可能僅壓縮了一小部份的量。假設(shè)彈簧只移動(dòng)了 0.75 英吋，杠桿臂比率可能為 0.75 到 1 ，則懸架剛性可由彈簧剛性比值的平方倍（0.5625）而求得。將比值做平方倍的目的在于它對(duì)于懸架剛性有兩個(gè)作用存在，這個(gè)比值同時(shí)影響了施力大小與位移量。[3]</p><p>　　獨(dú)立懸吊系統(tǒng)下的懸架剛性就非常簡(jiǎn)單

66、明了，但對(duì)于某些非獨(dú)立懸吊系統(tǒng)的設(shè)計(jì)就必須考慮到一些特殊狀況。以車軸的縱向角度來(lái)看，若由前方或后方來(lái)看，懸架剛性可以由前述的方式去測(cè)量得出。然而由于輪架并非獨(dú)立的，在加速或減速時(shí)側(cè)向來(lái)看，支點(diǎn)會(huì)位在無(wú)限遠(yuǎn)的位置（因?yàn)榍昂筝喍家苿?dòng)了）。過(guò)彎與加減速時(shí)的有效懸架剛性也往往有不一樣的結(jié)果，將彈簧的定位盡可能地靠近車輪可以將懸架剛性的差異降到最小。</p><p><b>　　側(cè)傾力耦百分比</b>

67、</p><p>　　在車輛搖晃時(shí)，側(cè)傾力耦百分比為車身各軸在線發(fā)生的有效懸架剛性數(shù)值，為車輛總側(cè)傾率的某個(gè)比值。側(cè)傾力耦百分比在精確平衡車輛的操控上是非常關(guān)鍵的因素。</p><p>　　一臺(tái)側(cè)傾力耦百分比 70% 的車輛，在過(guò)彎時(shí)會(huì)將本身 70% 的懸吊載重轉(zhuǎn)移到車輛前方。</p><p><b>　　重量轉(zhuǎn)移</b></p>

68、<p>　　重量轉(zhuǎn)移通常針對(duì)單一車輪在過(guò)彎、加速或煞車等狀況下，相較于該輪凈重時(shí)的情形。過(guò)彎的輪載重必須先得知靜止時(shí)的輪載重，并依照每個(gè)輪架的簧上載重、簧下總重，或是頂舉力的大小來(lái)增減。有些賽車業(yè)界會(huì)使用一些假名詞，或是將頂舉力和懸吊載重轉(zhuǎn)移等因素統(tǒng)一用一個(gè)詞組名詞來(lái)稱呼，例如「side bite」。通常會(huì)這樣做的理由在于，他們可能沒(méi)必要知道這么詳細(xì)，或是刻意混淆對(duì)手而不讓對(duì)方得知車輛的性能，因此使用一般人容易接受的「擬人」

69、詞匯。</p><p><b>　　非承載重量轉(zhuǎn)移</b></p><p>　　非承載重量轉(zhuǎn)移是由非懸吊支撐的車輛組件重量所計(jì)算求得，這些組件包含了輪胎、輪圈、煞車、輪軸、控制臂一半的重量，以及其他的組件。這些連接于車身的組件會(huì)假設(shè)成無(wú)重量（便于計(jì)算用途），然后放在同樣的動(dòng)態(tài)負(fù)載。過(guò)彎時(shí)，前輪的重量轉(zhuǎn)移會(huì)等于：前輪非承載總重×重力×前輪非承載重心高

70、度÷前輪車軸寬度。此算法同樣適用于后輪。</p><p><b>　　懸吊系統(tǒng)類型</b></p><p>　　獨(dú)立懸吊系統(tǒng)(亦稱獨(dú)立懸掛系統(tǒng))包含了以下幾種懸掛系統(tǒng)：Swing axle 搖軸式、 Sliding pillar 滑動(dòng)支柱式、 MacPherson strut/Chapman strut 麥佛遜(麥花臣)支柱懸掛/查普曼支柱式懸吊(麥佛遜支柱

71、懸吊系統(tǒng)由美國(guó)福特公司發(fā)明，避震性良好占空間小，查普曼支柱式懸吊由英國(guó)蓮花汽車創(chuàng)辦人查普曼改良麥佛遜支柱所發(fā)明，多用在后懸吊系統(tǒng))、 Upper and lower A-arm 雙A臂式(或稱double wishbone、雙A型控制臂、不等長(zhǎng)控制臂，基本設(shè)計(jì)已兼具車輛行駛時(shí)的縱向與橫向控制，跑車常用) 、 multi-link suspension 多連桿式、 semi-trailing arm suspension 半拖曳臂式、 s

72、winging arm 搖臂式、leaf springs 葉片彈簧式。</p><p>　　非獨(dú)立式懸吊系統(tǒng)包含Satchell link、 Panhard rod、 Watt's linkage(澳洲福特汽車所發(fā)明，可改善活軸或固定軸懸吊的操控性)、 WOBLink、 Mumford linkage、 Live axle(活軸懸吊，有傳動(dòng)功能的Beam axle)、 Twist beam(亦稱Torsi

73、on beam axle扭力梁式懸吊，搭配拖曳臂，可算半獨(dú)立式懸吊系統(tǒng)，中小型車后懸吊常使用)、 Beam axle(無(wú)傳動(dòng)功能稱Solid axle，有傳動(dòng)功能稱Live axle，通稱Beam axle)、 leaf springs used for location (transverse or longitudinal) 。</p><p><b>　　裝甲戰(zhàn)車懸吊系統(tǒng)</b><

74、;/p><p>　　早期戰(zhàn)車底盤為固定懸吊，震動(dòng)大機(jī)動(dòng)性差，后來(lái)采用農(nóng)耕機(jī)葉片彈簧懸吊，但改善有限。 二十世紀(jì)30年代美國(guó)人John Walter Christie 發(fā)明坦克用全輪獨(dú)立懸掛系統(tǒng)，但與美國(guó)軍方因規(guī)格問(wèn)題未達(dá)成協(xié)議，共產(chǎn)蘇聯(lián)發(fā)現(xiàn)美軍未采用此技術(shù)后，迅速買去這技術(shù)專利，讓蘇聯(lián)發(fā)展出行駛惡劣路面如履平地的優(yōu)秀T34坦克，越野機(jī)動(dòng)能力遠(yuǎn)勝納粹坦克，成為擊敗納粹主力軍隊(duì)改寫(xiě)歷史的發(fā)明。英國(guó)另有一種Horstman