汽车：翻译参考格式.doc

_ -可编辑修改- 华南理工大学广州汽车学院华南理工大学广州汽车学院 本科生毕业设计（论文）翻本科生毕业设计（论文）翻 译译 英文原文名英文原文名 Automobile Suspension History 中文译名中文译名 汽车悬架的历史 系系 别别 汽车工程系 专业班级专业班级 车辆工程（5）班 学生姓名学生姓名 指导教师指导教师 填表日期填表日期 2010 年 5 月 17 日 _ -可编辑修改- 二一一年 五月 英文原文版出处英文原文版出处： 中国知识网 译文成绩译文成绩： 指导教师（导师组）签名：指导教师（导师组）签名： 译文：译文： 汽车悬架的历史汽车悬架的历史 在 1904 年夏季的一天,一个名字叫威廉的年轻人促成了现代汽车悬架系统。他驾驶他 弟弟阿兰森的 Crestmobile 车，雨刮沿轧制快速转动，车子以每小时三十英里弯曲地闯进 了一条当天天还未铺砌的道路。汽车的右前轮上的污垢从肩膀上飞驰而过，在地上形成 了一道深沟。几乎同时，轮开始摆动剧烈。右前方的椭圆钢板弹簧起伏震动形成冲击波 通过坚实的 I 型车轴传递到车的左侧。这使得车的整个前部都猛烈地震动。雨刮措手不 及，失去控制。私家车穿过带刺的铁丝网，撞向壕沟，最后在一个奶牛场上翻车了。 几个小时后，年轻的威廉向阿兰森述说了这件事，他的态度由激动转到周到，因为 他想尝试设计一个更好的汽车。那部车，被称为双座雨刮轻便车，终于在 1906 年问世。 它以从未纳入组装在一起的减震器改革性地组合在一起为特色：在每个车轮上的前弹簧 和设备减弱了安装在山核桃型车轴上的减震器弹性。 一些欧洲汽车制造商曾试图以德国的戈特利布戴姆勒弹簧作为领先指数。但是，大 多数制造商坚守用钢板弹簧。它们成本较低，并通过简单地增加或把叶片形状完全由椭 圆形改变成至四分之三或半椭圆形，弹簧可以做成支持不同的重量。 自从罗马人把一种叫 Pilentum 的双轮车悬挂在弹性杆上，钢板弹簧的一种形式或另 一种已被暂停。在 18 世纪的法国第一个安装在汽车上的弹簧钢是一个在单一的马车上安 装了平板。 今日仍被一些制造商用在后悬架的旧时钢板弹簧是由 1804 年伦敦的俄巴底亚埃利奥 特发明的。他只是把一块平板加在另一块钢板上，钉住它们，再每个尾部固定在平板车 上。这样的弹簧第一次专利（英国专利号 792）于 1763 年由河特雷德韦尔发表。线圈弹 簧的主要优点是，他们没有被分开，定期润滑，以防止摩擦发出噪声，跟钢板弹簧有同 样的效果。 _ -可编辑修改- T 型福特钢板弹簧模型 1908 年亨利福特的 T 型福特钢板弹簧的特点是用一种新的功能扭曲与老式钢板弹簧 结合- 他在每条轴上只用了一个弹簧，横向展开，而不是在每个车轮上用一个弹簧。福 特从一部法国赛车取得的高强度钒钢让他可在不影响其耐用性的前提下降低车重和 T 型 车在许多方面的成本。 虽然这部汽车有很多地方的不同，螺旋弹簧独立前悬架仍然在 25 年后的布拉什朗博 特引进后无人过问。然后，突然在 1934 年，通用汽车，克莱斯勒，哈德森等人重新引进 螺旋弹簧前悬架，这时每个车轮弹簧都是独立支撑的。在这一年中，大多数汽车开始使 用液压减震器和气球（低压）轮胎。耦合与减震器和轮胎实心前轴这些真的加剧了前后 端摆动。每个车轮的单独悬挂减轻了弹簧反弹的影响。 不是所有的车都首先考虑用螺旋弹簧。有些人独立钢板弹簧。但二战结束后不久， 所有制造商在前轮上改用螺旋弹簧。 在 1938 年别克成为第一个使用美国制造的后置弹簧的国家。制造商从那时起已经从 另外一种模型转到叶片模型和螺旋弹簧模型之间的使用。一般来说，大型，重型车都配 备钢板弹簧，而小型轻型汽车用螺旋弹簧。 _ -可编辑修改- 独立后悬挂在欧洲曲折颠簸的道路上受欢迎，因为它可以提供更好的平顺性和操纵 性。最便宜的方法是摆动轴，为此，早期大众车是臭名昭著。差别是螺栓框架的每一边 是否能等速接头。然而，由于车轮在颠簸反弹，轮胎外倾角和后轮距彻底改变，造成了 一些控制不良现象。在极端的试验中，外部车轮可以根据实际抱死，导致它翻转。 两末端的接头轴在汽车转弯时保持车轮的直线转动方面起到更好的作用，一种惊人 的大量控制臂用到在末端，以满足这一目的。尾随臂，一旦流行，有时允许后油门过度 转向 在一个弯道抬高油门踏板上的脚，后轮轻微转向，以致汽车刹车。现代的设计使 用最多 6 个每个车轮控制环节，以防止如波动和尾随油门碰撞的不良现象出现。在 1984 年被林肯某些型号大肆宣传的空气悬架，于 1909 年又被大不列颠的考伊电机工程所提到。 它并不 能很好地工作，因为它泄漏。 斯托特，圣甲虫 第一个实用的空气悬架被火石实验于 1933 年开发出来称为斯托特，圣甲虫车费尔斯 通。这是一个后置发动机汽车所用的 4 个地方的常规弹簧橡胶波纹管。空气供应的波纹 _ -可编辑修改- 管连接到每个小压缩机。正如你可能想象，气囊悬架是一种昂贵的装备 - 仍然是，确实 如此。 第一部使用扭杆悬架的汽车是在 1921 年利兰。该酒吧为扭转在欧洲的信誉广泛接受 信贷，大部分是为做汽车最标准的费迪南德保时捷博士，从 1933 年的大众原型开始。到 1954 年，使 21 欧洲汽车配备扭杆。 相比之下，在美国，只有克莱斯勒继续其大型车的扭杆路线。尽管其出色的驾驶品质， 但成本高制了它在这个国家接受度。 英国一位被维多利亚女王封为爵士的著名外科医生，证实了一个健全的身体和驾驶与 汽车有直接关系。威廉汤姆森博士于 1901 年发表了对医学杂志的意见，他说： 我发现我的驱动器，以提高自身健康。汽车以匀速行驶时的颠簸有助于健康，特别是 肝脏方面。这有助于肠胃的蠕动运动，并锻炼其功能。 汽车制造商对托马斯爵士的报告不闻不问或不关心他的观点，因为不久之后，他们 开始使用减震器汽车颠簸镇压。 由于早期只限于汽车，像相同的速度，他们可以做出钢板弹簧的比例适当，以提供相 对动荡，免费乘车。随着道路的改善，速度激增， 1909 年汽车工程指出： 当弹簧的硬度超过普通道路的小不平等的负荷，它们会因弹性差迅速发出响声而导致 颠簸。其结果是令人震惊，或震动，颠簸，传递到乘客身上。如果弹簧做得更轻，更灵 活，可以减少较大冲击，但跟规模较小有很大的影响，从而可以一直保持汽车运动中车 身和所有旅客的活动。这两个矛盾的条件，创造了减震器的领域。 第一轮冲击 记载的第一个原油减震器是由一个叫 Gimmig 的人于 1897 年发明的。他把橡胶块固 定在每个钢板弹簧的顶部。当悬挂被充分压缩，橡胶保险杠撞到了附在框架上的螺栓。 橡胶凸止点仍运用到许多现代悬架上，但其对驾驶控制效果影响甚微。 1898 年一个名叫 J. M. M. Truffault 的法国人是第一个把真正的减震器安装在自行车比 赛的人。前叉是安置在弹簧上面，并纳入一个摩擦装置以防止自行车不断震动。 1899 年， 一个名叫 Edward V. Hartford 美国汽车发烧友声称看到 Truffault 的自行车在凡尔赛马拉松 比赛中获胜。Hartford 立即意识到摩擦装置在汽车的潜力。 Edward 和 Truffault 聚在一起，在第二年 Hartford 已经用 Truffault 的装置配备了 Oldsmobile。这第一次汽车减震器组成的一组由一双杠杆垫和橡胶交接在一起。其中一个 杠杆摇臂连接到框架，而另一个拴在钢板弹簧上。 装置在铰链点的螺栓可以收紧或放松，以增加或减少摩擦，提供了一个更为紧固或松 软的滑程。在 Truffault 单位，为此，不仅是第一个汽车减震器，也是第一个可调式避震 器。 Hartford 把这种汽车带到美国，在那里他开了自己的工厂，公司叫 Hartford 悬架公司， _ -可编辑修改- 位于新泽西州新泽西城。他的第一个大合同来自一位在 1906 把前弹簧减震器装置在雨刮 朗博特上名叫 Alanson P. Brush 的人。一部被称为“华丽”的汽车所提供的乘坐由 Hugh Dolnar 发表在周期和汽车贸易上的批判。 空气弹簧 空气弹簧把弹簧和减震弹簧结合在一个单位的行动中经常使用无金属弹簧。第一个 是由 Cowey 电机厂在 1909 年大英帝国生产的。这是一个可以由空气泵通过房屋上部阀气 缸补给空气的汽缸。该缸下半载是由橡胶膜片做成的，因为它四周都是空气。其主要问 题是，它经常漏气。 最新的空气弹簧，是由 Goodyear 开发的，是在一些后期型号的林肯上发现。犹如在 它们的前面，这些空城装置比传统弹簧和液压减震器昂贵。 液压减震器 法国乌达耶米于 1908 年获得第一个设计可行液压减震器的信贷。液压冲击迫使通过 潮湿的小通道流体弹簧振荡。在流行的管状休克，一个带有小口的活塞连接到机箱上和 一个圆柱形油藏连接到悬架或轴上。由于悬架向上和向下移动，活塞是强行通过油液， 阻止弹簧运动。 单向阀允许有不同的孔是用来控制悬架震动，颠簸和反弹。这就是所谓的双动冲 击。最近的沟槽是为了增加空间可以把油由液体池底部压到垫片的阻尼作用。 门罗于 1933 年为 Hudson 首次研制原始设备液压减震器。到 20 世纪 30 年代末的 双管式减震器在美国制造的汽车运用得很频繁。在欧洲，杠杆式液压到 60 年代达到盛行。 他们与哈特福德摩擦冲击相似，但使用而不是一个摩擦片液压油。 以上都是关于悬架的历史。 Automobile Suspension History On a summer day in 1904 a young man by the name of William Brush helped bring about the modern automobile suspension system. Driving his brother Alansons Crestmobile, Brush was rolling along too fast for the unpaved roads of the day and went into a curve at 30 mph. The cars right front wheel skittered onto the dirt shoulder and whammed into a deep rut. Almost at once, the wheel started to shimmy violently. The undulations of the jarred right front elliptic leaf spring had sent shock waves across the solid I-beam axle to the left side of the vehicle. This set the entire front of the car to vibrating furiously. Brush was caught unawares and lost control. The car crashed through a barbed-wire fence, hit a ditch and overturned in a cow pasture. Several hours later young William fessed up to Alanson, whose demeanor switched from stern to thoughtful, since he was trying to design a better car. That car, dubbed the Brush Two-Seat _ -可编辑修改- Runabout, finally appeared in 1906. It featured a revolutionary suspension system that incorporated two innovations never before assembled together: front coil springs and devices at each wheel that dampened spring bounce - shock absorbers - mounted on a flexible hickory axle. Some European car makers had tried coil springs, with Gottlieb Daimler in Germany being the leading exponent. However, most manufacturers stood fast with leaf springs. They were less costly, and by simply adding leaves or changing the shape from full elliptic to three-quarter or half elliptic, the spring could be made to support varying weights. Leaf springs in one form or another have been used since the Romans suspended a two- wheeled vehicle called a Pilentum on elastic wooden poles. The first steel spring put on a vehicle was a single flat plate installed on carriages by the French in the 18th century. The venerable leaf spring, which some manufacturers still use in rear suspensions today, was invented by Obadiah Elliot of London in 1804. He simply piled one steel plate on top of another, pinned them together and shackled each end to a carriage. The first patent for such a spring (British patent No. 792) was issued to R. Tredwell in 1763. The main advantage of coil springs was that they did not have to be spread apart and lubricated periodically to keep them from squeaking, as leaf springs did. Model T Ford leaf spring Henry Fords 1908 Model T Ford featured old-fashioned leaf springs with a novel twist - he used only one spring at each axle, mounted transversely, instead of one at each wheel. Fords adaptation of high-strength vanadium steel from a French racing car allowed him to save weight and cut costs in many areas of the Model T without compromising its durability. With the exception of a car here and there, independent coil spring front suspension remained in limbo for 25 years after the introduction of the Brush Runabout. Then suddenly in 1934, General _ -可编辑修改- Motors, Chrysler, Hudson, and others reintroduced coil spring front suspension, this time with each wheel sprung independently. In that year, most cars started using hydraulic shock absorbers and balloon (low-pressure) tires. Coupling a solid front axle with shock absorbers and these tires really aggravated front end shimmy. Suspending each wheel individually lessened the effects of spring bounce. Not all cars used coil springs at first. Some had independently suspended leaf springs. But soon after World War II, all manufacturers switched to coil springs for the front wheels. Buick became the first U.S. manufacturer to use back-end coil springs in 1938. Manufacturers have switched back and forth from model to model between leaf and coil springs since then. Generally, large, heavy cars are equipped with leaf springs, while small light cars have coil springs. Independent rear suspension became popular on the rough, twisty roads of Europe because it can offer improved ride and handling. The cheapest method is the swing axle, for which early VWs were infamous. The differential is bolted to the frame, with constant-velocity joints on each side. However, as the wheels bounce over bumps, the tire camber and rear track change radically, causing some handling quirks. In extreme maneuvers, an outside wheel can actually tuck under the car, causing it to flip. Axles with joints at both ends do a better job of keeping the wheels upright in a turn, and an amazing variety of control arms have been used to meet this end. Trailing arms, once popular, sometimes allowed trailing throttle over-steer - lift your foot off the gas pedal in a turn and the rear wheels shift slightly, throwing the car into a skid. Modern designs use up to six control links at each wheel to prevent such erratic behavior as bump steer and trailing throttle over-steer. Air suspension, which Lincoln ballyhooed for some models in 1984 was introduced in 1909 by the Cowey Motor Works of Great Britain. It did not work well because it leaked. Stout-Scarab The first practical air suspension was developed by Firestone in 1933 for an experimental car _ -可编辑修改- called the Stout-Scarab. This was a rear-engined vehicle that used four rubberized bellows in place of conventional springs. Air was supplied by small compressors attached to each bellow. As you might imagine, the air bag suspension was an expensive setup - still is, in fact. The first automobile to use torsion bar suspension was the 1921 Leyland. Most of the credit for the wide acceptance of torsion bars in Europe goes to Dr. Ferdinand Porsche who made it standard on most of his cars, beginning with the 1933 Volkswagen prototypes. By 1954, 21 makes of European cars were equipped with torsion bars. By contrast, in America, only Chrysler went the torsion bar route on its large-sized cars. Despite its excellent ride qualities, high cost has limited its acceptance in this country. A renowned British surgeon, who had been knighted by Queen Victoria, was convinced of a direct relationship between sound health and driving a car. Dr. William Thomsons observations were made in a 1901 edition of the Journal of Medicine where he stated: I have found my drives to improve my general health. The jolting which occurs when a motor car is driven at fair speed conduces to healthy agitation that acts on the liver. This aids the peristaltic movements of the bowels and promotes the performance of their functions. Manufacturers of cars either did not read Sir Thomass report or did not care for his views, because soon afterward they began using shock absorbers to suppress vehicular jolting. Since early motor cars were limited to much the same speed as carriages, leaf springs for them could be made of the right proportion to provide relatively jolt-free rides. As roads were improved and speeds shot up, a 1909 edition of Automobile Engineering noted: When springs are made sufficiently stiff to carry the load properly over the small inequalities of ordinary roads, they are too stiff to respond readily to the larger bumps. The result is a shock, or jounce, to the passengers. When the springs are made lighter and more flexible in order to minimize the larger shocks, the smaller ones have too large an influence, thus keeping the car body and its passengers in motion all the time. These two contradictory conditions have created the field for the shock absorber. THETHE FIRSTFIRST SHOCKSHOCK The first recorded use of a crude shock absorber is the invention by one A. Gimmig in 1897. He attached rubber blocks to the top of each leaf spring. When the suspension was compressed sufficiently, the rubber bumpers hit bolts that were attached to the frame. Rubber bump stops are still used in many modern suspensions, but their effect on ride control is minimal. The first true shock absorbers were fitted to a racing bicycle in 1898 by a Frenchman named J. M. M. Truffault. The front fork was suspended on springs, and incorporated a friction device that _ -可编辑修改- kept the bike from oscillating constantly. In 1899, an American automobile enthusiast named Edward V. Hartford saw one of Truffaults bikes win a marathon race at Versailles. Hartford immediately recognized the automotive potential of the friction device. Hartford and Truffault got together and by the next year Hartford had outfitted an Oldsmobile with a variation of Truffaults device. This first automobile shock absorber consisted of a pair of levers that were hinged together with a pad of rubber placed at the pivot point. One of the lever arms was attached to the frame, while the other was bolted to the leaf spring. A bolt placed at the hinge point could be tightened or loosened to increase or decrease the friction, providing a stiffer or softer ride. The Truffault-Hartford unit was, therefore, not only the first automotive shock absorber, but also the first adjustable shock. Hartford brought the car to America, where he opened his own plant, the Hartford Suspension Co., in Jersey City, New Jersey. His first big contract came from Alanson P. Brush, who installed shock absorbers along with front coil springs on the 1906 Brush Runabout. The ride given by the car was called magnificent in a critique written by Hugh Dolnar for Cycle and Automobile Trade Journal. AIRAIR SPRINGSSPRINGS Air springs combine spring and shock absorbing action in one unit and were often used without metal springs. The first one was developed by Cowey Motor Works of Great Britain in 1909. It was a cylinder that could be filled with air from a bicycle pump through a valve in the upper part of the housing. The lower half of the cylinder contained a diaphragm made of rubber and cord which, because it was surrounded by air, acted like a pneumatic tire. Its main problem was that it often lost air. The newest air spring, developed by Goodyear, is found on some late-mo