1、附錄A 譯文汽車懸架如何工作By William HarrisUniversity of Michigan當人們考慮汽車性能的時候，他們通常認為是馬力，扭矩和零到60的加速時間。但是，如果司機無法控制汽車，由一個活塞發動機產生的功率都是無用的。這就是為什么汽車的工程師開始將注意力轉向懸掛系統，盡快為他們幾乎已經掌握了四沖程內燃機。雙橫臂獨立懸架的本田雅閣轎跑車2005年汽車懸架的工作是盡量在輪胎和路面之間提供良好的操縱穩定性，并確保乘客的舒適度。在這篇文章中，我們將探討汽車懸架如何的工作，他們已經逐漸發展起來，這些年來，那里的懸架設計在未來的發展方向。1.車輛動力學如果道路是完全平坦，沒有違規

2、行為，就沒有必要停牌。但遠離道路平坦，即使是剛鋪好的公路有細微的缺陷，與汽車的車輪相聯系的。它的這些缺陷聚焦于車輪。根據牛頓運動定律，所有部隊都大小和方向。一個在路上碰到導致車輪向上和向下移動到垂直路面。當然大小，取決于是否是驚人的一個巨大的車輪碰撞或一點點。無論哪種方式，車輪垂直加速度的經驗，因為它傳遞了一個缺陷。如果沒有中間結構，所有車輪的垂直能量轉移到車架，這在同一方向移動。在這種情況下，車輪與路面可以完全失去聯系。接著，在向下的重力，車輪可以大滿貫回路面。你需要的是一個系統，將吸收的能量垂直加速輪，使畫面和身體不受干擾，而車輪按照道路顛簸。對在工作力量上開動的汽車上被稱為車輛動力學研究

3、，你需要了解其中一些概念，以明白為什么暫停把必要擺在首位。大多數汽車工程師從兩個角度考慮的一個移動的汽車的動態：1）乘坐汽車的能力，理順了不平坦的道路2）處理汽車的能力，安全地加速，剎車和角落這兩個特點可以進一步說明在三個重要的原則道路隔離，道路控股和轉彎。下表描述了這些原則和工程師如何嘗試解決每一個獨特的挑戰。汽車的懸掛其各個組成部分，提供了解決方案，所有描述。2.底盤系統一輛汽車的懸掛，其實就是在底盤，其中包括對汽車底下找到了所有重要系統的一部分。圖2-1底盤這些制度包括：1）框架結構，承載組件，支持汽車的引擎和身體，這反過來又受到暫停支持2）懸掛系統安裝支持重量，吸收沖擊和削弱，并幫助維

4、持輪胎接觸3）轉向系統底盤，使駕駛者和直接指導的車輛4）輪胎和輪子部件的抓地力，使汽車運動的可能和途徑/或與路面摩擦力因此，暫停只是在任何車輛的主要系統之一?？紤]到這一大畫面的概述，它的時間來看看三個基本組成部分的任何中止：彈簧，減震器和防搖桿。3.彈簧1）線圈彈簧這是彈簧的最常見的類型，而且在本質上是重型扭桿圍繞一個軸圈。線圈彈簧壓縮和擴展，吸收了車輪的方案。2）鋼板彈簧這個彈簧型的多層次金屬稱為“葉”聯系在一起，作為一個獨立的單元包括。鋼板彈簧被首次應用于馬車，以及對最符合美國的汽車，直到1985年。他們今天仍在使用的最卡車和重型車輛。3）扭桿扭桿使用一種扭鋼筋的性能提供線圈彈簧般的表現。

5、這是他們的工作：一個是最后一個欄固定在車架。另一端是連接到一個叉骨，它就像一個杠桿，移動垂直扭桿行為。當點擊一個車輪撞，垂直運動，是轉移到叉骨，然后通過撬起行動，扭桿。扭桿然后沿其軸線曲折提供彈簧力。歐洲汽車制造商廣泛使用這個系統一樣，在美國惠普和克萊斯勒在20世紀50年代和60年代通過。4）空氣彈簧空氣彈簧，其中一間的輪子和汽車的空氣圓柱腔體的位置組成，利用空氣的壓縮品質吸收車輪的震動。這個概念其實比一個多世紀的歷史，可以對馬拉兒童車找到。從這個時代卻是從空氣彈簧充氣，皮革隔膜，就像一個波紋管，他們是在20世紀30年代模壓橡膠空氣彈簧取代?；谠趶椈晌挥谏宪嚰窜囕喼g的框架工程師常常感到方便

6、談談簧載質量和簧下質量。4. 彈簧和簧下質量跳躍質量是對彈簧支撐的汽車質量，而簧下質量是松散的之間的道路和懸架彈簧質量定義。彈簧剛度的影響如何回應，而簧載質量正在駕駛汽車。松散的彈簧汽車，如豪華轎車（認為林肯城市車），可以吞下振動，并提供一個超級平穩，但是，這樣的車很容易潛水和制動和加速并趨于身體晃動轉彎。緊緊彈簧車，如跑車（認為馬自達Miata身上），在顛簸的道路，但他們盡量減少身體的方案很好，這意味著他們可以更積極推動各地角落。因此，雖然自己看起來簡單的彈簧裝置，設計和實施他們的汽車乘客舒適度的平衡與處理是一項復雜的任務。而為了讓事情更加復雜，彈簧不能單獨提供一個完美的平穩運行。由于彈簧在

7、吸收能量是巨大的，但它不是在散熱良好。其他構筑物，如阻尼器眾所周知，必須這樣做。5. 減震器除了抑制結構是現在用的，汽車彈簧將擴大和失控的速度釋放的能量是從一腫塊吸收。彈簧將繼續反彈，直到所有的能量在其自然頻率最初投入到IT用完。建立一個單獨的彈簧懸架會使乘坐一個非常有彈性，并根據地形，難以控制汽車。輸入減震器和緩沖器，一個裝置，通過控制作為一個過程稱為抑制有害彈簧的方案。減震器慢下來，減少轉化為熱能，可以通過液壓油消退了懸架運動動能的振動運動的幅度。要理解這是如何工作，最好找一個減震器內看到它的結構和功能。一個減震器基本上是安裝在車輪架和車輪之間的油泵。上部安裝的沖擊連接到幀（即彈簧的重量）

8、，而較低的安裝連接到軸，靠近輪（即沒有裝彈簧的重量）。在雙管設計，對減震器，上部安裝連接到活塞桿，而這又是連接到一個活塞，從而在一個充滿液壓油與管坐在最常見的類型之一。內管被稱為壓力管，外管，是已知的儲備管。超額準備金管店液壓油。當汽車車輪在路上遇到碰撞，造成對線圈彈簧的傷害，彈簧的能量轉移到減震器上安裝通過，穿越活塞桿和活塞進入?？诖┛椎幕钊?，使液體泄漏，活塞上下移動，通過在壓力管。由于孔比較小，只有少量的液體承受很大的壓力，經過。這將降低活塞，從而減慢彈簧。減震器工作在兩個周期壓縮循環和周期延長。壓縮周期內發生的活塞向下移動，在下面的壓縮腔活塞液壓油。延長周期發生作為朝著壓力管頂部的活塞動

9、作，壓在上面的活塞腔液。一個典型的汽車或輕型卡車將其壓縮比在其循環周期延長更多的阻力?？紤]到這一點，壓縮周期控制車輛的簧下重量方案，而延長控制重，彈簧的重量。所有現代的減震器是速度敏感懸浮移動的速度就越快，越阻力減震器規定。這使得沖擊，以適應道路條件和控制可能出現不需要的方案在行駛的車輛，包括彈跳，搖擺，剎車和加速。6.Struts和防搖桿另一種常見的阻尼結構是支撐基本上是一個減震器安裝在一個彈簧。它的執行兩項工作：他們提供這樣一個減震器阻尼作用，并為他們提供車輛懸掛的支撐結構。這意味著提供一個多支柱減震器，不支持車重一點他們只控制在哪是在一輛汽車的重量轉移的速度，而不是本身的重量。圖6-1共

10、同支撐設計由于沖擊有這么多跟一輛汽車的處理，他們可以被認為是關鍵的安全功能。磨損沖擊可以讓過多的車輛從一側重量轉移到一邊，從前到后。這降低了輪胎的抓地力能力的道路，以及處理和制動性能。7.防搖桿防搖桿（也稱為防側傾桿）是用于減震器一起給一個移動的汽車額外的穩定。一種防搖桿是一個金屬棒，跨越整個橋和有效地加入每一個暫停方共同努力。當在一個車輪懸架向上和向下移動，防搖桿轉讓轉移到其他車輪。這將創建一個更公平的平順性和減少汽車搖擺。特別是，它斗爭的一項關于暫停其汽車滾裝船，因為它的角落?；谶@個原因，今天幾乎所有的汽車都作為標準配置防搖裝置的桿機構，但如果他們沒有，包可以很容易地安裝在任何時候的桿機

11、構。8.未來的汽車懸架雖然有增強和改善了彈簧和減震器，但汽車懸架的基本設計經過多年來的沒有一個顯著的變化。但是這要改變一個品牌，新的懸掛設計構思的Bose在相同的Bose聲技術方面的創新而聞名，所有已知的介紹。一些專家甚至于說，Bose是懸浮在汽車懸架以來最大的一個全獨立設計推出的進步。圖 8-1前懸架模塊它是如何工作的，Bose在每個系統使用一個傳統的沖擊和彈簧安裝輪子代替線性電磁馬達（LEM的）。放大器提供電力，在這樣一個權力與每個系統的壓縮再生方式的發動機。該發動機的主要好處是，它們不是由傳統的慣性流體的阻尼器固有的限制。作為一個結果，LEM的可擴展和壓縮在一個更大的速度，幾乎消除了所有

12、客艙震動。該輪的議案能夠如此精細的控制，該車體保持水平，不論是什么在方向盤的情況。在LEM的也可以抵消車身議案，而加速，剎車和轉彎，使司機的控制更大的責任感。不幸的是，這種模式暫停將無法使用，直到2009年，將在一個或多個高檔豪華車提供。在此之前，司機必須依靠可靠的真實的經得起百年考驗的懸掛。附錄B 外文原文How Car Suspensions WorkBy William HarrisUniversity of MichiganWhen people think of automobile performance, they normally think of horsepower, to

13、rque and zero-to-60 acceleration. But all of the power generated by a piston engine is useless if the driver cant control the car. Thats why automobile engineers turned their attention to the suspension system almost as soon as they had mastered the four-stroke internal combustion engine.Double-wish

14、bone suspension on Honda Accord 2005 CoupeThe job of a car suspension is to maximize the friction between the tires and the road surface, to provide steering stability with good handling and to ensure the comfort of the passengers. In this article, well explore how car suspensions work, how theyve e

15、volved over the years and where the design of suspensions is headed in the future.1. Vehicle Dynamics If a road were perfectly flat, with no irregularities, suspensions wouldnt be necessary. But roads are far from flat. Even freshly paved highways have subtle imperfections that can interact with the

16、 wheels of a car. Its these imperfections that apply forces to the wheels. According to Newtons laws of motion, all forces have both magnitude and direction. A bump in the road causes the wheel to move up and down perpendicular to the road surface. The magnitude, of course, depends on whether the wh

17、eel is striking a giant bump or a tiny speck. Either way, the car wheel experiences a vertical acceleration as it passes over an imperfection.Without an intervening structure, all of wheels vertical energy is transferred to the frame, which moves in the same direction. In such a situation, the wheel

18、s 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 to ride undisturbed while the wheels follow b

19、umps in the road.The study of the forces at work on a moving car is called vehicle dynamics, and you need to understand some of these concepts in order to appreciate why a suspension is necessary in the first place. Most automobile engineers consider the dynamics of a moving car from two perspective

20、s:1)Ride - a cars ability to smooth out a bumpy road2)Handling - a cars ability to safely accelerate, brake and corner These two characteristics can be further described in three important principles - road isolation, road holding and cornering. The table below describes these principles and how eng

21、ineers attempt to solve the challenges unique to each.A cars suspension, with its various components, provides all of the solutions described.2.The Chassis SystemThe suspension of a car is actually part of the chassis, which comprises all of the important systems located beneath the cars body. figur

22、e 2-1 ChassisThese systems include: 1) The frame - structural, load-carrying component that supports the cars engine and body, which are in turn supported by the suspension 2) The suspension system - setup that supports weight, absorbs and dampens shock and helps maintain tire contact 3) The steerin

23、g system - mechanism that enables the driver to guide and direct the vehicle 4) 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 any vehicle. With this big-picture overview in mind,

24、its time to look at the three fundamental components of any suspension: springs, dampers and anti-sway bars. 3.Springs Todays springing systems are based on one of four basic designs:1）Coil springs - This is the most common type of spring and is, in essence, a heavy-duty torsion bar coiled around an

25、 axis. Coil springs compress and expand to absorb the motion of the wheels.2）Leaf springs - This type of spring consists of several layers of metal (called leaves) bound together to act as a single unit. Leaf springs were first used on horse-drawn carriages and were found on most American automobile

26、s until 1985. They are still used today on most trucks and heavy-duty vehicles.3）Torsion bars - Torsion bars use the twisting properties 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 wi

27、shbone, which acts like a lever that moves perpendicular to the torsion bar. When the wheel hits a bump, vertical motion is transferred to 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 carmaker

28、s used this system extensively, as did Packard and Chrysler in the United States, through the 1950s and 1960s.4）Air springs - Air springs, which consist of a cylindrical chamber of air positioned between the wheel and the cars body, use the compressive qualities of air to absorb wheel vibrations. Th

29、e 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 diaphragms, much like a bellows; they were replaced with molded-rubber air springs in the 1930s.Based on where springs are located on a car - i.e., be

30、tween the wheels and the frame - engineers often find it convenient to talk about the sprung mass and the unsprung mass.4.Sprung and Unsprung MassThe 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 suspe

31、nsion springs. The stiffness of the springs affects how the sprung mass responds while the car is being driven. Loosely 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 acce

32、leration and tends to experience body sway or roll during cornering. Tightly sprung cars, such as sports cars (think 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 s

33、eem like simple devices, designing and implementing them on a car to balance passenger comfort with handling is a complex task. And to make matters more complex, springs alone cant provide a perfectly smooth ride. Why? Because springs are great at absorbing energy, but not so good at dissipating it.

34、 Other structures, known as dampers, are required to do this.5.Shock AbsorbersUnless a dampening structure 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 o

35、riginally put into it is used up. A suspension built on springs alone would make for an extremely bouncy 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

36、 slow down and reduce the magnitude of vibratory motions by turning the kinetic energy of suspension movement into heat energy that can be dissipated through hydraulic fluid. To understand how this works, its best to look inside a shock absorber to see its structure and function.A shock absorber is

37、basically an oil pump placed between the frame of the car and the wheels. 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

38、 absorbers, the upper mount is connected to a piston rod, which in turn 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.Wh

39、en the car wheel encounters a bump in the road and causes the spring 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

40、 moves up and down in the pressure tube. Because the orifices are relatively 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. T

41、he compression cycle occurs as the piston moves downward, compressing 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

42、 more resistance during its extension cycle than its compression cycle. With that in mind, the compression cycle controls the motion of the vehicles unsprung weight, while extension controls the heavier, sprung weight.All modern shock absorbers are velocity-sensitive - the faster the suspension move

43、s, the more resistance the shock absorber provides. This enables 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.6.Struts and Anti-sway Bars Another common dampening structure

44、 is the strut - basically a shock absorber mounted inside a coil spring. Struts perform two jobs: They provide a dampening function like shock absorbers, and they provide structural support for the vehicle suspension. That means struts deliver a bit more than shock absorbers, which dont support vehi

45、cle weight - they only control the speed at which weight is transferred in a car, not the weight itself. figure 6-1 Common strut designBecause shocks and struts have so much to do with the handling of a car, they can be considered critical safety features. Worn shocks and struts can allow excessive

46、vehicle-weight transfer from side to side and front to back. This reduces the tires ability to grip the road, as well as handling and braking performance. 7.Anti-sway Bars Anti-sway bars (also known as anti-roll bars) are used along with shock absorbers or struts to give a moving automobile addition

47、al 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 ride and reduces vehicle sway. I

48、n 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 theyre not, kits make it easy to install the bars at any time. 8.The Future of Car Suspensions While there have been en

49、hancements and improvements to both springs and shock absorbers, the basic design of car suspensions has not undergone a significant evolution over the years. But all of thats about to change with the introduction of a brand-new suspension design conceived by Bose - the same Bose known for its innov

50、ations in acoustic technologies. Some experts are going so far as to say that the Bose suspension is the biggest advance in automobile suspensions since the introduction of an all-independent design. figure 3-1 Suspension Front ModuleHow does it work? The Bose system uses a linear electromagnetic mo

51、tor (LEM) at each wheel in lieu of a conventional shock-and-spring setup. Amplifiers provide electricity to the motors in such a way that their power is regenerated with each compression of the system. The main benefit of the motors is that they are not limited by the inertia inherent in conventiona

52、l fluid-based dampers. As a result, an LEM can extend and compress at a much greater speed, virtually eliminating all vibrations in the passenger cabin. The wheels motion can be so finely controlled that the body of the car remains level regardless of whats happening at the wheel. The LEM can also c

53、ounteract the body motion of the car while accelerating, braking and cornering, giving the driver a greater sense of control. Unfortunately, this paradigm-shifting suspension wont be available until 2009, when it will be offered on one or more high-end luxury cars. Until then, drivers will have to r

54、ely on the tried-and-true suspension methods that have smoothed out bumpy rides for centuries. References1 D. C. Karnopp and M. J. Crosby. Vibration control using semi-active force generators. Journal of Engeneering for Industry, 96:619.626, 1974. 2. V. M.SEMENOV and S.M.SEREBRIN,Soviet Engineering

55、Research 4(7)(1984)28.2 T. Butsuen. The Design of Semi-Active Suspensions for Automotive Vehicles. PhD thesis, Massachusetts Institute of Technology, June 1989. 3 E. Esmailzadeh and H. Taghirad. State-feedback control for passenger ride dynamics. Transactions of the Canadian Society for Mechanical E

56、ngineering, 19(4):495-508, 1995. 4 Ian Fialho and Gary J. Balas. Road adaptive active suspension design using linear parameter varying gain-scheduling. IEEE transactions on control systems technology, 10(1):43.54, January 2002.5 Jung-Shan Lin and Ioannis Kannellakopoulos. Road adaptive nonlinear des

57、ign of active suspensions. Proceedings of the American Control Conference, pages 714.718, 1997.6 J. Schoukens, T. Dobrowiecki and R. Pintelon. Parametric and non-parametric identi_-cation of linear systems in the presence of nonlinear distortions. IEEE Trans. Autom. Control,AC43(2):176.190, 1998.7 I. Kollar. Frequency Domain System Identi_cation Toolbox. 19