汽车设计--车架设计(外文原文及译文)文库
汽车设计类英语作文模板
汽车设计类英语作文模板Title: An Overview of Car Design。
Introduction。
Car design is a crucial aspect of the automotive industry, as it not only determines the appearance of a vehicle but also influences its performance, safety, and functionality. In this article, we will explore the various elements of car design and their significance in creating a successful and appealing automobile.Body。
1. Exterior Design。
The exterior design of a car is often the first thing that catches the eye of potential buyers. It includes the overall shape, size, and styling of the vehicle, as well as the placement of doors, windows, and lights. Exterior design also encompasses aerodynamics, which is essential for improving fuel efficiency and reducing wind noise. Car designers must consider not only the aesthetics of the vehicle but also its practicality and performance on the road.2. Interior Design。
车辆工程毕业设计外文文献翻译资料
毕业设计外文文献翻译毕业设计题目基于ANSYS对汽车钢板弹簧的有限元分析翻译题目汽车悬架专业车辆工程姓名尹志强班级A1131学号11113020147指导教师肖静机械与材料工程学院二O一四年十月译文一汽车悬架现代汽车中的悬架有两种，一种是从动悬架，另一种是主动悬架。
从动悬架即传统式的悬架，是由弹簧、减振器（减振筒）、导向机构等组成，它的功能是减弱路面传给车身的冲击力，衰减由冲击力而引起的承载系统的振动。
其中弹簧主要起减缓冲击力的作用，减振器的主要作用是衰减振动。
由于这种悬架是由外力驱动而起作用的，所以称为从动悬架。
而主动悬架的控制环节中安装了能够产生抽动的装置，采用一种以力抑力的方式来抑制路面对车身的冲击力及车身的倾斜力。
由于这种悬架能够自行产生作用力，因此称为主动悬架。
主动悬架是近十几年发展起来的，由电脑控制的一种新型悬架，具备三个条件：（1）具有能够产生作用力的动力源；（2）执行元件能够传递这种作用力并能连续工作；（3）具有多种传感器并将有关数据集中到微电脑进行运算并决定控制方式。
因此，主动悬架汇集了力学和电子学的技术知识，是一种比较复杂的高技术装置。
例如装置了主动悬架的法国雪铁龙桑蒂雅，该车悬架系统的中枢是一个微电脑，悬架上有5 种传感器，分别向微电脑传送车速、前轮制动压力、踏动油门踏板的速度、车身垂直方向的振幅及频率、转向盘角度及转向速度等数据。
电脑不断接收这些数据并与预先设定的临界值进行比较，选择相应的悬架状态。
同时，微电脑独立控制每一只车轮上的执行元件，通过控制减振器内油压的变化产生抽动，从而能在任何时候、任何车轮上产生符合要求的悬架运动。
因此，桑蒂雅桥车备有多种驾驶模式选择，驾车者只要扳动位于副仪表板上的“正常”或“运动”按钮，轿车就会自动设置在最佳的悬架状态，以求最好的舒适性能。
另外，主动悬架具有控制车身运动的功能。
当汽车制动或拐弯时的惯性引起弹簧变形时，主动悬架会产生一个与惯力相对抗的力，减少车身位置的变化。
实用微型客车设计-车架、制动系设计英文翻译
翻译Fig.3.5 装备有独立悬挂时，当车轮行驶在颠簸道路作上下的反复运动时，可以使轨迹改变，是轮胎在微小的α角度范围内转动。
尤其是颠簸发生在一侧时可以影响侧向力、方向的稳定性和滚动阻力。
Fig.3.6 对路面的侧向力Fy.w是由于轨迹的改变而产生的。
图中所示的是型号为175/65R 14 82 H的轮胎在充气至1.9巴、负荷为380千克及时速80km 时轮距的变化与横向力的关系。
Fig.3.7 由画出的轮胎轨迹的改变和外连接杆的轨迹在双叉骨悬挂上的U点交汇可以进行计算，如Fig.3.8中的图形所示。
Fig.3.8 为方便计算出轨迹的改变的图形可以用于双叉骨悬挂和纵连接轴系统。
正如水平线先前表明的那样，在图中沿着C、D点周围的弧直到颠簸的最高点W上下行程为S1和S2。
然后用铅笔一步步记录下点W、U的运动轨迹。
由这种方法而画出的连接各点的线可以显示轨迹的改变和连接杆的运动，但没有考虑悬挂控制臂所产生的弹力。
（参见Fig.3.18）若是在纵向臂状控制轴情况下，必须在D点的下端画一个弧，同时必须在旋转的悬挂控制臂状轴上画一条过点1的垂线。
同时，一个如Fig.3.8中的模形沿着弧和垂线运动以决定轮距的变化。
麦克佛森支撑杆在轮槽里有个最高点E（Fig1.7），当车轮行驶在颠簸道路上时较低的圆形连接点2 到C点的距离变短，当轮胎反弹时则变长。
这个模型必须考虑像这种长度的变化，它在支撑减震器中线EE方向上有个槽。
经常且必须出现在模型中的点2在D点周围的弧上运动，同时开口向上越过点C。
应该在画板上做个小标记。
若在P点周围画弧，那么双重连接摆动轴轨迹的改变可以容易的画出。
Figure 3.12同时说明了这个和降低车尾的好处。
例如，完成一较小的弧度角和较高的侧面弧形力。
在全独立悬挂情况下，P的位置决定了轮距的瞬间改变量±⊿b。
如果P 处在水平面上，当双叉骨悬挂的悬挂控制臂的长度固定不变使`该点在车轮受挤压或反弹时从一边到另一边作水平运动时（Fig.3.13），轮距的改变可以完全得到避免。
汽车模型设计理念文案英文
汽车模型设计理念文案英文Title: The Concept of Car Model Design。
In the world of automotive design, the concept of car model design is a crucial aspect that sets the tone for the entire vehicle. It is the foundation upon which the entire design process is built, and it plays a vital role in shaping the final product. The concept of car model design encompasses a wide range of elements, including aesthetics, functionality, and innovation, all of which come together to create a compelling and captivating vehicle.Aesthetic appeal is a fundamental aspect of car model design. The exterior of a car is the first thing that catches the eye, and it must be visually appealing to make a lasting impression. The lines, curves, and proportions of the vehicle must be carefully crafted to create a sense of harmony and balance. A well-designed car model should be able to evoke a sense of emotion and excitement, drawing the viewer in and creating a desire to experience the vehicle firsthand.Functionality is another key consideration in car model design. A well-designed car model should not only look good but also perform well. The layout of the interior, the placement of controls, and the overall ergonomics of the vehicle are all critical factors that must be carefully considered. A good car model should be intuitive and easy to use, providing a comfortable and enjoyable driving experience for the user.Innovation is also an essential aspect of car model design. A truly outstanding car model should push the boundaries of what is possible, introducing new technologies, materials, and design elements that set it apart from the competition. Whether it’s a groundbreaking new powertrain, a revolutionary interior feature, or a cutting-edge exterior design, innovation is what drives the automotive industry forward and keeps it at the forefront of technological advancement.In conclusion, the concept of car model design is a multifaceted and complex process that requires a careful balance of aesthetics, functionality, and innovation. A well-designed car model should be visually appealing, highly functional, and innovative,setting it apart from the competition and capturing the imagination of car enthusiasts around the world. It is the concept of car model design that sets the stage for the creation of truly exceptional vehicles that leave a lasting impact on the automotive industry.。
汽车模型设计理念文案英文
汽车模型设计理念文案英文Title: The Concept of Car Model Design Philosophy。
In the world of automotive design, the concept of car model design philosophy plays a crucial role in shaping the future of transportation. It encompasses the principles, values, and beliefs that guide designers in creating innovative and impactful car models that not only meet the needs of consumers but also push the boundaries of technology and aesthetics.At the core of car model design philosophy is the belief that form should follow function. This principle emphasizes the importance of designing cars that are not only visually appealing but also efficient, practical, and safe. It requires designers to carefully consider the practical aspects of a car's design, such as ergonomics, aerodynamics, and structural integrity, while also incorporating elements of style and creativity.Another key aspect of car model design philosophy is the focus on sustainability and environmental responsibility. As the world grapples with the challenges of climate change and resource depletion, car designers are increasingly turning to eco-friendly materials, alternative propulsion systems, and efficient manufacturing processes to create cars that have a minimal impact on the environment. This philosophy encourages designers to think beyond the traditional boundaries of car design and explore new ways to reduce the carbon footprint of vehicles.Furthermore, car model design philosophy also places a strong emphasis on user experience and technology integration. With the rapid advancements in technology, cars are no longer just means of transportation but also mobile connectivity hubs and entertainment centers. Designers are tasked with creating car models that seamlessly integrate cutting-edge technology, such as autonomous driving systems, advanced infotainment features, and connectivity options, to enhance the overall driving experience for consumers.In conclusion, the concept of car model design philosophy is a driving force behind the evolution of automotive design. It guides designers in creating cars that are not only visually stunning but also practical, sustainable, and technologically advanced. By embracing this philosophy, car designers are able to shape the future of transportation and pave the way for a new era of innovative and impactful car models.。
中英文文献翻译—汽车车架的结构
中英文文献翻译—汽车车架的结构The frame is the basic XXX components。
If the frame is too flexible。
it XXX and control。
On the other hand。
if the frame is too rigid。
it can cause unnecessary ns that can be felt by the driver and passengers。
Thus。
the design of the car's frame and XXX the car's noise level。
n strength。
XXX.Car manufacturers use several different frame structures in their n。
One of the most commonly used structures is the shell and girders of n structure。
which has been used since the 1970s。
This structure provides a balance een XXX。
allowing for XXX driving.However。
it is important to note that the frame structure isjust one aspect of a car's overall design。
Other factors。
such asthe engine。
n。
and aerodynamics。
XXX。
car manufacturers must carefully consider all aspects of a car's design to create ahigh-quality and XXX.At present。
汽车总布置设计毕业设计(含外文翻译)
摘要随着汽车行业的蓬勃发展，以及人机工程学、空气动力学在汽车上的应用，车身总布置也在飞速的变革与发展。
车身总布置设计是经验和原理方法的结合，是在考虑整车形式、车身与底盘的关系、以及总布置和造型传递给车身内部布置的一些约束条件下，进行车室内部布置，是基于功能和约束的方案寻求最优的过程。
一个与众不同的驾驶空间：开阔的视野，舒适的座椅布置，布置紧凑的仪表以及伸手可及的操作元件，能给人充分的心理满足和安全感。
人机工程学、空气动力学和现代化制造方法的发展促使汽车车身总布置的不断更新和完善，传统与创新艺术风格的有机结合也影响着车身总布置的美学实践。
然而，每一款新车型的问世都离不开车身总布置和它的设计工具，汽车车身总布置是汽车概念设计阶段的一项相当重要的方案设计工作。
本次设计主要内容是根据人机工程学的理论和在汽车上实际应用的分析，进行总布置设计。
本文介绍汽车总布置设计工具人体模型，眼椭圆。
提出了综合考虑驾驶员舒适性、视野性、腿部操纵空间、方向盘、顶盖等因素的H 点区域法。
利用CATIA进行总布置设计,CATIA对于提高车身总布置的质量，以及缩短产品开发周期具有非常大的现实意义关键词：车身总布置设计；人机工程学；人体模型；眼椭圆。
AbstractWith the vigorous development of auto industry, and ergonomics, air dynamics in automotive applications, general arrangement in the rapid development and reform. Body: the layout design experience and the principle of method is combined, is considering vehicle body and forms, the chassis layout, and transfer to body shape and some internal layout constraints on car interior ministry decorate, it is based on the function and constraints for the solution of the optimal process. A special driving space: open vision, comfortable seats arrangement of instrumentation and arrangement, compact and operating components, can give a person to fully satisfy the psychology and security. the modern automobile body is always arranging also in the rapid transformation and the development.The man-machine engineering, the aerodynamics and the modernized manufacture method development urges the unceasing renewal and the consummation which the automobile body always arranges, traditional and the innovation artistic style organic synthesis is also affecting esthetics practice which the automobile body always arranges.However, each section new vehicle being published cannot leave the automobile body always to arrange and its design tool, the automobile body total arrangement is an automobile conceptual design stage quite important project design work.T he main content of the theory is based on ergonomics in cars and practical application analysis, the layout design. Introduces the layout design tool car body model, elliptic. Puts forward comprehensive consideration of the pilot, leg vision comfortableness, manipulation of space, the steering wheel, the above factors zone method H. To improve the CATIA layout of quality, body and shorten the development cycle has very great practical significanceKeywords: body layout design, Ergonomics, Human model, Eye ellipse.目录第1章绪论 (1)1.1 车身总布置设计概述 (1)1.2本设计采用的绘图软件介绍 (2)1.2.1 CATIA简介 (2)1.1.2CATIA的功能特点 (3)1.1.3 CATIA软件发展 (4)1.1.4 CATIA人机工程功能在产品设计中的应用 (4)1.3研究本课题的意义 (7)1.4毕业设计内容 (8)第2章车身设计方法 (9)2.1传统的车身设计方法 (9)2.2 现代设计方法 (9)2.3 整车布置的基准线——零线的确定 (10)2.4 本设计采用的设计方法 (12)2.4.1 概念设计 (12)2.4.2 工程设计 (12)2.5 车身总布置内容及原则 (12)2.6车身承载方式的确定 (13)2.6.1车身承载方式 (13)2.7本车承载方式的确定 (15)第3章人机工程学的基础研究 (16)3.1 人机工程学概况 (16)3.2人机工程学简介 (18)3.3人机系统概述 (20)3.4不同人种间的人体模型差异 (21)3.5我国人体尺寸标准 (22)3.5.1人体的主要尺寸 (23)3.5.2立姿人体尺寸 (23)3.5.3坐姿人体尺寸 (25)3.5.4人体水平尺寸 (27)3.6 SAE人体模型 (28)3.7 结论 (29)第4章轿车车身总布置 (30)4.1人体功能尺寸 (30)4.2人体模板关节角度的调节范围 (34)4.3座椅的布置 (37)4.3.1 输入已知整车控制参数及边界条件 (37)4.3.2踵点的确定 (38)4.3.3确定H点位置 (39)4.3.4确定座椅水平和垂直调节范围 (41)4.3.5 仪表板的布置 (41)4.4驾驶员的眼椭圆及视野校核 (42)4.4.1眼椭圆的定义 (42)4.4.2 眼椭圆的意义 (42)4.4.3 眼椭圆的含义 (43)4.4.4 眼椭圆的样板 (43)4.4.5眼椭圆制作步骤 (43)4.4.6 眼椭圆的定位 (44)4.4.7眼椭圆的应用 (46)4.5头廓包络 (47)4.5.1概述 (47)4.5.2头廓包络面的尺寸 (48)4.5.3头部包络面的定位 (49)4.6前方视野校核 (50)4.6.1前风窗开口视野校核 (50)结束语 (53)参考文献 (55)致谢 (56)附录 (57)第1章绪论1.1 车身总布置设计概述汽车诞生一百多年来，其技术经过不断地发展，到现在已经成为集传统工业和高新科技为一身的典型的机电产品，而围绕汽车工业的庞大工业体系也发展成为世界上屈指可数的企业群体。
汽车造型设计外文文献翻译、中英文翻译、外文翻译
The Car Modeling DesignFor car modelling, mention the word people often can produce immediately for lenovo in the form of various body, although it is not comprehensive, because car styling is the sum of outside and inside modelling, but had to admit that the appearance of the car is the most intuitive impression of automobile modeling for people. For the automobile modeling design, it covers knowledge engineering technology, art and so on various aspects of the application and market demand, to meet the consumers' taste and functional requirements.Literally what is undeniable is that the car modeling design is derived from the designers of creative expression, by the designer, to many human idea about the car for a reasonable attempt, constantly breakthrough self, challenge themselves. Car modelling design, whether it's like ordinary people use of household car, or royal family use limousine, or a professional driver favorite car, sports car, they all have very obvious differentiation on modelling, the people in the street to see what level of body, the brand, to the natural identity formed certain association of owners, and for different brands of automobile modeling design, which comes from different designers for car design. Car modelling design is also on the technical support of many other disciplines, here I am to have very important influence on development of automobile modeling design of some of the subject part lists are analyze.Since the emergence of the car, bionics started inadvertently used in the design of the model. For automobile modeling, the bionic design in automobile modeling with a unique code to liberate the inherent pattern design of modelling form, interpretation of power, speed, and the symbol of status, wealth, fashion, convey the entire design concept. Nowadays, bionics become guidance and aided automobile modeling design is an important subject, bionic design also gradually become an important means of design, it not only build the people and things, harmonious coexistence between man and nature, man and society, also prompted design found a new form.Bionic design is applied to the various design very early, so see it is not surprising that, in the car on modelling is my understanding of the bionics, it is the nature of some biological characteristics of the advantages of refining of science improving applied to other industries, it is the purpose of pursuing people to draw inspiration from the biological resources, such as car early in the development of a designer to design the "fish" car, maybe at that time did not rise up the subject of bionics, but stylist inadvertently used for fish in the water received by its own size decrease in water resistance and to speed up their swimming this, and apply onto the body modelling design, more typical case is 1952 gm buick brand "fish" type design, surface modeling is very dynamic, because the car interior ministry wide, wide field of vision, both passengers and drivers, inside the body will feel carefree, the affinity of car body itself has an irresistible, should allowstereotyped monotonous straight line in car design, is also a very important breakthrough at the time.There are a lot of examples, such as "viper" is a sports car, as America's most ferocious snake - "viper", has the characteristics of all nature disaster. "Viper" series of models, as a breakthrough point, the appearance of modelling design in particular the sharp front face and the spirit of the headlamps, give a person with terrible ferocity, good at dueling sensory stimulation, like soldiers courageous warrior, always ready to fight to the death, embodies the human eternal pursuit of the meaning of life. Viper, the second generation of 9 models, convey the intrinsic well. Automobile modeling bionic design with "from nature to the nature", as has been the pursuit of goals, the application of natural biological form surface is limited modelling space into endless spiritual awareness, create a bionic form of aesthetic value, to achieve the "personalized" demand and the state of "imitating the nature". Can reference on modelling human nature, The Times on the automobile modeling application development gradually, it seems to me is not only on the auto industry development and progress, is more of a human can live in the actual production of respecting nature, respect nature, from the development of bionics in the automobile modeling design process I can read the industry further development, it is also because modelling are close to the essence of life itself.Automobile modeling design purpose lies in the combination offunction and form aesthetic feeling, to give users in a certain emotional factors influence or impact on the market, on modelling design, different automobile modeling can bring a person different emotional experience, and to convey the designer wants to make people get on a car design.Automobile modeling design is applied art gimmick science express car function, structure and texture, and make people for its beauty. Automobile modeling design must reflect the style of the vehicle, such as streamlined can indicate the car has a higher speed, so as to shape a sporty image in the consumers' mind. Carbon fiber material can reflect the high-tech feeling and lightness of car, has a muscular body form can express powerful and protection of security. Excellent automobile modeling design can make consumers by aesthetic appreciation to deep understanding of its meaning, to produce the desire of the product. This is based on the perceptual technology this is not by many cognitive developed from cognitive psychology on the subject's important role on the automobile modeling design. It is stylist will be collected from the market information, through the analysis of consumer psychology that design more accord with human aesthetic and functional requirements of product evolutionary design, stylist is in perceptual information, consumer psychology and rational constraints (engineering) between coordination.In automobile product development model of "user as the center" in the early stage of the design need to study consumer's perceptual demand, andconsumers to seek in the perceptual demand often from the image of the car. Such as businessman to give reliable partners to form the image of good faith, the car for business occasions, modelling is generally very grave, composed, atmosphere; Racing car, for example, has very obvious streamline on modelling design, in order to display the car performance is strong, can run very fast, with enough instances of racer; Cultural entertainment venue such as car again, the modelling is compared commonly lively, fashion, have individual character, to show the meeting activities and the characteristics of representative. These are the perceptual technology on automobile modeling design is applied to car use and the appreciation of the most common level.Automobile modeling are actually very close to our daily life, on the streets everywhere the family car, taxi, bus, sometimes even see a cable car, luxury cars, sports car, saloon car. We have a lot of focus on automobile brand rather than modelling. But nature sense, any brand of car has its unique style of the modelling, we are to determine the brand car with its shape characteristics, such as seen in the street a lamborghini, its streamline appearance alone, we will be able to determine that it is lamborghini car, this is the car model represented by the car culture connotation. At the end of this course, the reason I chose to automobile modeling design analysis for class papers, but also for any automobile modeling design, as far as I'm concerned, is the designer of some design ideas of cultural interpretation,any design is necessarily comes from life, no experience and observation, can't make the products can be accepted by the public. Automobile modeling is not only the appearance, also is not only a decoration, interior space how to start from the Angle of human nature, and so on these elements are necessarily involve automobile modeling. So this is a worthy art, technology and market coordination aspects of creative achievement, no matter from what Angle to design the vehicle model, the ultimate goal is to continuously improve to meet the needs of users of the product.汽车造型设计对于汽车造型，提到这个词时人们往往能立即产生对于各种车身形态的联想，虽然它并不全面，因为汽车造型是汽车外部和车厢内部造型的总和，但不得不承认的是，汽车的外观的确是人们对于汽车造型的最直观印象。
中英文文献翻译—汽车设计之车架设计
附录Automobile Design----Frame DesignsThe vehicle frame is the basic platform to which all suspension and steering linkage parts attach. A vehicle will neither steer nor handle well if the frame is too flexible. A rigid frame structure may pass unnecessary vibrations into the passenger compartment. The frame and suspension design will affect the ride quality, handling, and durability, as well as the levels of both noise and vibration.Manufacturers use several different types of construction on their vehicles. Of these, separate body and frame construction was the most common through the 1970's. It is still used in large vans, pickups, and trucks. In this type of construction, the engine, drive line, running gear, and body mount to the frame through insulators. Insulators are synthetic rubber pads that keep road and engine noise and vibration from going into the passenger compartment.A second type of construction is the unitized body. This, design is by far the most popular in modern vehicles. The unitized design has a lightweight structure with the required strength. Tn this type of construction, the frame is welded into the body as part of the body structure. Body panels add strength to the frame pieces. The running gear and drive line are mounted to the unitized body through large, soft synthetic rubber insulators. The insulators minimize the transfer of noise and vibration. If the insulators are too soft, they will allow too much running gear and drive line movement. This movement, called compliance, affects vehicle handling and control. If the insulators are too hard, they will not insulate noise and vibration as they should. The manufacturer carefully designs the insulators and puts them where they will be in a vehicle with low noise and vibration transmission that still has proper handling and feel. Insulator properties change with age, changing original characteristics as the vehicle becomes older.A third type of construction combines the features of the first and second types. It uses a stub frame from the bulkhead forward and a unitized body from the bulkhead back. The unitized part is very rigid, while the stub frame provides a place for good insulation.Manufacturers select the type of construction .that is most economical to build,' while providing the noise, vibration, and ride and handling characteristics they want in the vehicle. Large older vehicles, vans, and trucks generally use separate body and frame construction. The newer, smaller' vehicles generally use unitized construction.汽车设计——车架设计车架是汽车最基本的台架，所有的悬架和转向连接部件都安装在车架上面。
机械毕业设计英文外文翻译72车架
附录附录AThe frame is the most basic test bench car, all the suspension and turned to connect components are installed in frame above. If car frame flexible is too big, can make cars can neither turned, also cannot normal control. And if the car too rigid frame structure, and would cause unnecessary vibration passed to the driver and passenger's seat cabins. Auto frame and suspension structure design is not only the vehicle noise size and the decision of the vibration amplitude strength, but also will affect the quality of the car and the normal control vehicle. Car manufacturers in their production car are used in several different frame structure. Among them, through the seventy s the most commonly used is shell and girders of fission structure.At present it is still in large trucks, small tonnage truck and a truck on the application. In car shell and the beam structure in the fission, engine, transmission device, transmission gear and the car is through shell insulation devices in the body on the sole fixed. The frame of the internal insulation devices is artificial rubber pad to be able to stop road uneven and engine noise and vibration of the work related to the driver and passenger's cockpit. The second isthe single structure of automobile frame. This kind of design so far in the modern car is the most commonly used. According to the strength of the frame monomer to points, design have light structure. In this car structure as part of the beam frame welding to be directly on the shell. The weight of the chassis increased the strength of the beam. Transmission gears and transmission device via big and soft artificial rubber insulation mat installed in the frame monomer. Insulation pad weakened the noise transmission and vibration. If the insulation pad too soft, will cause transmission gears and transmission device displacement. The displacement called soft quantity, it will affect the manipulation of car performance and control performance. If the insulation pad too hard, cannot play its isolation and reduce the role of the vibration noise. Car manufacturers well-designed insulation mat, put them in proper place device car, in order to reduce the noise, vibration, make the transmission buffer for driving car, drivers and passengers take comfort. The performance of the insulation mat with use fixed number of year changing, when the old car becomes the performance of the original also changed.He third kind of structure is the first two kinds of structure of the main characteristics unifies in together. It in front of the car used car beam, in the short HouCang use a frame. A monomer, and shortrigid part of the beam's action is insulation to enhance the car.Car manufacturers in the car that choose low production cost and at the same time to meet with noise, vibration control performance requirements of high driving frame structure. The old large vehicles, trucks, and trucks often use shell and girders of fission structure. A new, smaller vehicles often use single structure frame.Engine piston connecting rod groupThe piston connecting rod group of piston, piston, piston pins, connecting rod, connecting rod bearings etc.Function: the piston is the work of gas pressure to bear, and through the piston pin to connecting rod rotation, the piston driven crankshaft top or part of the combustion chamber. Working conditions: the piston in high temperature and high pressure, high speed, bad lubrication under the conditions of the job. The piston directly with high temperature, gas contact instantaneous temperatures up to 2500 K above, therefore, heat, and cooling conditions and serious is very poor, so the piston work temperature is very high, the top as high as 600 to 700 K, and the temperature distribution is not uniform; The piston top bear gas pressure to do work, especially the greatest pressure, the gasoline engine trip up to 3 ~ 5 MPa, diesel engine as high as 6 ~ 9 MPa, this makes the piston impact, and bear the role of the lateral pressure, therefore,the piston should have enough heat resistance, to try to reduce the piston, piston cooling heating strengthen heat transfer surface, suitable enlargement, make the tops of the pistons. The highest temperature drop Inside the cylinder piston at high speed (8 to 12 m/s) reciprocating motion, and speed changing constantly, which has made a big inertia force, driving the piston is much additional load. The piston in this harsh conditions, can produce deformation work and accelerated wear, still can produce additional load and thermal stress, and the chemical corrosion function by gas. In order to reduce reciprocating inertia force, must reduce the weight of the piston as much as possible. The piston is in high temperature and high pressure, high speed (piston average speed can reach 101115 m/s) under the working conditions of the poor, the lubrication, piston and cylinder wall friction between serious. To reduce the friction, the piston surface must wear-resisting. Requirements:1)To have enough stiffness and strength, power transmission and reliable;2)Thermal conductivity, resistance to high pressure, high temperature resistant, wear resistance;3) Quality, light weight, small to minimize reciprocating inertia force. Aluminum alloy material basically meet the above requirements,therefore, the piston typically use the high-strength aluminum alloy, but in some low speed diesel engine USES the senior cast iron or heat resistant steel.Suspension systemSuspension shock absorbers and control including a spring, connecting rod device. It must be able to support the body weight and enough to load. Suspension also should be able to withstand the engine and braking to it an opposite reaction. Suspension system is the most important function of the tire and road surface contact time as far as possible the long. In support of body and load, even in rough roads should be more so. The four tire tread come in contact with the car is the only part. All output power, engine to force and power system through come in contact with the pavement of the tire tread work. Whenever tires and road surface contact or car started when the car skid, control ability (power, to force, braking force) will be weakened or even lost.Car body is supported by spring, spring can be divided into the spiral, steel plate type, twist bar type and inflatable. The spiral spring is the most widely used in modern car type. The spiral, torsion bar type and inflatable spring is need to use the connecting rod and connecting with the wheel arm in place. Leaf spring provide the horizontal and vertical vehicle control, in order to prevent thecar wheel in cars, they often unnecessary displacement with truck in the van and truck.Suspension system is along with the development of the passenger car and change and improvement. A luxury car, special vehicle, small cars and light trucks are designed completely different. Modern tire improvement continuously improve the vehicles operating performance, it is the improvement and shock absorbers, steering system and suspension control device of synchronous improvement together.In modern car of the manipulation conditions need to tires and the road, so that safe, correct contact to control and motor vehicles. To want to maximum driving safety, to remember this four tires must in any time and the road phase contact. At the same time to consider the vehicle steering flexibility, tire wear resistance, automobile driving comfort and driving safety, in order to achieve the effective control of the car. Suspension system is divided into front suspension and after suspension.The front suspension design has been rapid development. From relatively coarse hard shaft structure to the development of the modern light, high strength, support type independent suspension structure, and by increasing the connecting rod device and make the car's performance is improved. Suspension structure isimproved with the improvement of the road, and drivers need and the improvements.Most lead the engine, rear wheel drive car USES a simple after the dependency of the suspension. But a rear wheel drive independent suspension structure is complex, and high cost, and only used for a bus.To lead the engine of the car front wheel drive, through the transmission device, moved to the front suspension after only used to regulate driving control and the reaction of braking. This has the simplified of independent suspension institutions, half independent suspension institutions and independent suspension after the application, the latter a large institutions used in the design of the structure of new vehicles.附录B车架是汽车最基本的台架，所有的悬架和转向连接部件都安装在车架上面。
汽车专业英语2版参考译文 - 第12章 汽车设计
第12章汽车设计12.1 Automotive Design Process 汽车设计过程什么是汽车设计？简单地说，它是客户可见到的汽车每个元素的美学修养。
由于历史的原因，汽车设计的外号是“造型”。
全世界的汽车制造者的汽车设计过程大致相同。
一般说来，汽车设计过程的各个阶段如下，这里对它们进行详细描述。
第1阶段：早期技术规格的确定很少有汽车设计仅仅从设计室开始。
实际上，汽车的开发始于一系列的战略会议，参会者是一个来自包括设计、销售和工程部门的多学科专家团队。
这些专家全部来确定设计开发过程进程的参数（实际的和概念的）和时间表。
在这期间，会形成一个设计概要，从而使设计过程正式开始。
汽车类型、动力系统、材料、用户群、生产条件和最后的汽车定价全部予以考虑。
第2步：产生早期的概念草图通常，一位设计老板将会激励他的某些或全部设计人员，通过蕴含生活方式与汽车产品领域规范的主题情绪板来激发创新思维，产生概念设计。
这些主题情绪板通常在早期的规划会议上产生。
主题情绪板重点可以涉及这样的一些元素：汽车设计应该唤起的情感；该车的生活方式背景；暗示车型演变的主题。
它们还可以参考一个或几个现有的车型或有历史影响的车型，用基准问题测试对手的车型以便采取对策，甚至还可以要审视整个未来背景。
一旦主题获得同意之后，早期绘制草图的紧张阶段就会开始。
草图绘制是实现大量概念可视化的一种快速而有效的方式。
虽然这个阶段竞争激烈，但是设计人员一般都要对相互的设计加以鼓励和强化，以获得更大的效益。
常常发生这样的情况，进入初步候选名单的设计方案会由许多设计师合作完成。
第3阶段：产生初步设计候选名单一旦设计团队定出受人欢迎的设计草图，然后便会根据这些可能的初步候选设计创造出更多的草图。
设计没有被选中的设计师们将会被重新安排在这些初步候选设计上，并帮助绘制更多的草图，来展示汽车的不同的外部视角有时还包含内部视角或细节。
在这一点上，管理层常常还要进行一次进一步的复审，当然，这将取决于在这个最早的候选方案列表中有多少设计正在进行中。
汽车专业--毕业设计外文翻译
英文资料SuspensionSuspension is the term given to the system of springs, shock absorbers and linkages that connects a vehicle to its wheels. Suspension 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 road noise, bumps, and vibrations,etc. These goals are generally at odds, so the tuning of suspensions involves finding the right compromise. It is important for the suspension to keep the road wheel in contact with the road surface as much as possible, because all the forces acting on the vehicle do so through the contact patches of the tires. The suspension also protects the vehicle itself and any cargo or luggage from damage and wear. The design of front and rear suspension of a car may be different.Leaf springs have been around since the early Egyptians.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 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.Horse drawn vehiclesBy the early 19th century 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 took the form of multiple layer leaf springs.[1]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 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 motion instead of the jolting up and down of a spring suspension (the stagecoach itself was sometimes called a "thoroughbrace")AutomobilesAutomobiles were initially 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 internal combustion engine.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 pioneered on the Lancia Lambda and became more common in mass market cars from 1932.[2]Important propertiesSpring rateThe spring rate (or suspension rate) 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 otherwise 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. Springs that are 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 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 truck used for carrying loads can be uncomfortable for passengers because of its high spring rate relative to the weight of the vehicle. A race car would also be described as having heavy springs and would also be uncomfortably bumpy. However, even though we say they both have heavy springs, the actual spring rates for a 2000 lb race car and a 10,000 lb truck are very different. A luxury car, taxi, or passenger bus would be described as having soft springs. Vehicles with worn out or damaged springs ride lower to the ground which reduces the overall amount of compression available to the suspension and increases the amount of body lean. Performance vehicles can sometimes have spring rate requirements other than vehicle weight and load.Mathematics of the spring rateSpring rate is a ratio used to measure how resistant a spring is to being compressed or expanded 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 aswhereF is the force the spring exertsk is the spring rate of the spring.x is the displacement from equilibrium length i.e. the length at which the spring is neither compressed or stretched.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 desires.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. Anon-linear spring 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 an additional 550 lbf (for a total of 1050 lbf), the third inch exerts another 600 lbf (for a total of 1650 lbf). In contrast a 500 lbf/in linear spring compressed to 3 inches will only exert 1500 lbf.The spring rate of a coil spring may be calculated by a simple algebraic equation or it may be measured in a spring testing machine. The spring constant k can be calculated as follows:where d is the wire diameter, G is the spring's shear modulus (e.g., about 12,000,000 lbf/in² or 80 GPa for steel), and N is the number of wraps and D is the diameter of the coil.Wheel rateWheel rate is the effective spring rate when measured at the wheel. This is as opposed to simply measuring the spring rate alone.Wheel rate is usually equal to or considerably less than the spring rate. Commonly, springs are mounted on control arms, swing arms or some other pivoting suspension member. Consider the example above where the spring rate was calculated to be500 lbs/inch, if you were to move the wheel 1 inch (without moving the car), the spring more than likely 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 the square of the ratio (0.5625) times the spring rate. Squaring the ratio is because the ratio has two effects on the wheel rate. The ratio applies to both the force and distance traveled.Wheel rate on independent suspension 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 measured 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 inline with the wheel contact patch. The result is often that the effective wheel rate under cornering is different from what it is under acceleration and braking. This variation in wheel rate may be minimized by locating the spring as close to the wheel as possible.Roll couple percentageRoll couple percentage is the effective wheel rates, in roll, of each axle of the vehicle just as a ratio of the vehicle's 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 springs.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 Load Transfer Distribution" or "TLLTD".Weight transferWeight transfer during cornering, acceleration or braking is usually calculated per individual wheel and compared with the static weights for the same wheels.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 width in the case of cornering) the height of the center of gravity, the mass of the vehicle, and the amount of acceleration experienced.The speed at which weight transfer occurs as well as through 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 links.Unsprung weight transferUnsprung weight transfer is calculated based on the weight of the vehicle's components that are not supported by the springs. This includes tires, 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 through the same dynamic loads. The weight transfer for cornering in the front would be equal to the total unsprung front weight times theG-Force times the front unsprung center of gravity height divided by the front track width. The same is true for the rear.Suspension typeDependent suspensions include:∙Satchell link∙Panhard rod∙Watt's linkage∙WOBLink∙Mumford linkage∙Live axle∙Twist beam∙Beam axle∙leaf springs used for location (transverse or longitudinal)The variety of independent systems is greater and includes:∙Swing axle∙Sliding pillar∙MacPherson strut/Chapman strut∙Upper and lower A-arm (double wishbone)∙multi-link suspension∙semi-trailing arm suspension∙swinging arm∙leaf springsArmoured fighting vehicle suspensionMilitary AFVs, including tanks, have specialized suspension requirements. They can weigh more than seventy tons and are required to move at high 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, to help them ride over rough and soft ground. The earliest tanks of the Great War had fixed suspensions—with no movement whatsoever. This unsatisfactory situation was improved with leaf spring suspensions adopted from agricultural machinery, but even these had very limited travel. Speeds increased due to more powerful engines, and the quality of ride had to be improved. In the 1930s, the Christie 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 combination of bell crank and exterior coil springs, in use from the 1930s to the 1990s.By the Second World War the other common type was torsion-bar suspension, getting spring force from twisting bars 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 including shock absorbers, has been the dominant heavy armored vehicle suspension since the Second World War.中文翻译悬吊系统(亦称悬挂系统或悬载系统)是描述一种由弹簧、减震筒和连杆所构成的车用系统，用于连接车辆与其车轮。
汽车模型设计理念文案英文
汽车模型设计理念文案英文Title: The Concept of Car Model Design Philosophy。
As the automotive industry continues to evolve, the design of car models has become more than just about aesthetics. It has become a philosophy – a way of thinking and approaching the creation of vehicles that goes beyond the surface and delves into the core of what makes a car truly exceptional.The design philosophy of car models encompasses a wide range of elements, from the shape and form of the vehicle to the materials used in its construction. It is about creating a harmonious balance between functionality and beauty, between innovation and tradition, and between the needs of the driver and the desires of the designer.One of the key aspects of car model design philosophy is the concept of form following function. This means that every curve, line, and detail of the car is not just there for aesthetic purposes, but also serves a specific purpose in enhancing the performance, aerodynamics, and overall functionality of the vehicle. This approach ensures that the design of the car is not just visually appealing, but also practical and efficient.Another important aspect of car model design philosophy is the use of sustainable and environmentally-friendly materials. With the growing concern for the environment, car designers are now looking for ways to incorporate eco-friendly materials and manufacturing processes into their designs. This not only reduces the environmental impact of the vehicles but also reflects a commitment to creating a better, more sustainable future.Furthermore, the philosophy of car model design also emphasizes the importance of creating a connection between the driver and the vehicle. This means designing cars that are not just machines, but extensions of the driver’s personality and lifestyle. From the layout of the interior to the placement of controls and features, every aspect of the designis carefully considered to enhance the driving experience and create a sense of unity between the driver and the car.In conclusion, the concept of car model design philosophy is about more than just creating visually stunning vehicles. It is about creating cars that are innovative, sustainable, and deeply connected to the people who drive them. It is a philosophy that seeks to push the boundaries of what is possible in automotive design and create vehicles that are not just modes of transportation, but works of art that inspire and elevate the driving experience.。
汽车车辆类悬架和框架设计外文文献翻译
附录AFormula SAE is a student competition sponsored by Society of Automotive Engineers (SAE), were students design, build, and compete with a small formula style race car. The basis of the competition is that a fictitious company has contracted a group of engineers to build a small formula car. Since the car is intended for the weekend autocross racer, the company has set a maximum price of $8,500. The race car is also limited to a single 610cc displacement engine with a single inlet restrictor. Other major rules require that the car must have a suspension system with a minimum wheel travel of 50mm and a wheelbase greater than 1524mm. The remainder of the rules define safety requirements such as side impact protection .The competition is separated into static and dynamic events. The static events include the cost nalysis, sales presentation, and engineering design. The dynamic portions of the competition are the 15.25 m diameter skid-pad, 91.44 m acceleration event, 0.8 km autocross, 44 km endurance race, and fuel economy.The FSAE competition has been established to provide an educational experience for college students that is analogous to the type of projects they will face in the work force. To participate in FSAE, student groups work with a project from the abstract design until it is completed. The aspects of engineering design, team work, project management, and finance have been incorporated into the basic rules of Formula SAE.This paper is intended to cover some of the basic concepts of suspension and frame design and also highlights the approach UM-Rolla used when designing their 1996 suspension and frame. The suspension section addresses the basic design parameters and presents specific examples. Next, the frame section discusses how to achieve a compromise with the FSAE design constraints. Finally, the design section gives a brief overview of the design methodology used by UM-Rolla for the 1996 race car.1.Suspension GeometryFSAE suspensions operate in a narrow realm of vehicle dynamics mainly due to the limited cornering speeds which are governed by the racetrack size. Therefore, FSAE suspension design should focus on the constraints of the competition. Forexample, vehicle track width and wheelbase are factors governing the success of the car's handling characteristics. These two dimensions not only influence weight transfer, but they also affect the turning radius.Not only do the kinematics have to be considered for FSAE suspension, but the components must also be reasonably priced for the cost analysis and marketable for the sales presentation. For example, inboard suspension could be a more marketable design, while outboard suspension might cost less and be easier to manufacture.The suspension geometry section concentrates on some of the basic areas of suspension design and highlights what the UM-Rolla design team selected for their 1996 race car suspension geometry. UM-Rolla chose to use a four wheel independent suspension system with push rod actuated inboard coil over shocks. This decision was mainly because of packaging constraints. Furthermore, the appearance of inboard suspension was considered important for both the design judging and the sales presentation because of its similarity to modern race cars.Also, this section of the paper was written with short-long arm suspension systems in mind. However, many of the concepts are valid for other suspension types.2.Track Width and WheelbaseThe definition of track width is the distance between the right and left wheel centerlines which is illustrated in Figure 1. This dimension is important for cornering since it resists theFigure 1. Track Widthoverturning moment due to the inertia force at the center of gravity (CG) and the lateral force at the tires . For the designer, track width is important since it is oneUpper Ball Joint Track Low Ball Joint Upper Control UpperControlcomponent that affects the amount of lateral weight transfer . Also, the designers must know the track width before kinematic analysis of the suspension geometry can begin.When selecting the track width, the front and rear track widths do not necessarily have to be the same. For example, track width is typically wider in the front for a rear wheel drive race car. This design concept is used to increase rear traction during corner exit by reducing the amount of body roll resisted by the rear tires relative to the front tires. Based on the corner speeds and horsepower to weight ratio of FSAE cars, this concept should be considered by the designer.The wheelbase also needs to be determined. Wheelbase is defined as the distance between the front and rear axle centerlines, and also influences weight transfer, but in the longitudinal direction. Except for anti-dive and anti-squat characteristics, the wheelbase relative to the CG location does not have a large effect on the kinematics of the suspension system. However, the wheelbase should be determined early in the design process since the wheelbase has a large influence on the packaging of components.For track width and wheelbase starting points, the designers should research the opposition's dimensions to serve as a baseline for their own calculations. FSAE car specifications for the competing teams, including track width and wheelbase, are available in the event program published by SAE.The 1996 design team selected a 1727 mm wheelbase, 1270 mm front track width, and a 1219 mm rear track width, which were based on previous UM-Rolla cars. Although this wheelbase was adequate for the FSAE competition size courses, the UM-Rolla design team has decided to increase the wheelbase for the next car to 1854.2 mm. This increase in wheelbase is an attempt to improve stability for high speed corner entry at the competition.3.Tire and WheelAfter track width and wheelbase considerations have been addressed, tire and wheel selection is the next step in the design process. Since the tire is important to the handling of the vehicle, the design team should thoroughly investigate the tire sizes and compounds available. The tire size is important at this stage of the design since the height of the tire must be known before the geometry can be determined. For example, the tire height for a given wheel diameter determines how close the lower ball joint can be to the ground if packaged inside the wheel.Tire Size - The designers should be aware that the number of tire sizes offeredfor a given wheel diameter is limited. Therefore, considering the importance of the tire to handling, the tire selection process should be a methodical process. Since the amount of tire on the ground has a large influence on grip, it is sometimes desirable to use wide tires for increased traction. However, it is important to remember that wide tires add rotating mass which must be accelerated by a restricted FSAE engine. This added mass might be more detrimental to the overall performance than the increase in traction from the wider tires. Not only does a wider tire add mass, but it also increases the amount of rubber that must be heated. Since racing tires are designed to operate most efficiently in a specific temperature range, this added material may prevent the tires from reaching the optimum temperature range . The UM-Rolla team used tires for the 1996 competition that were designed to work most efficiently at a minimum of 71°.During the selection process the designers must consider how the tires will influence the performance of the entire package. For example, the weather conditions for the FSAE dynamic events might determine which tire compound and tire size should be used for the competition. Another important consideration is the price of the tires since the cost can be a large portion of a team's budget.For the 1996 competition, UM-Rolla selected a 20 by 6-13 racing tire for both the front and rear of the car. Because of the low vehicle mass, a narrow tire was selected so tire temperatures would be greater than previous UM-Rolla designs. This tire selection increased the operating temperature from 48o to 60oC. For the competition, the weather was predicted to be cool, so the team brought a set of hard and soft compound tires. The team chose to use the harder compound since the weather for the endurance was predicted to be clear and warm.Wheel Selection - Once a decision has been made as to which tire sizes to use, the wheel selection should be next. Usually, the wheel dimensions are fixed and allow for little modification. Therefore, it is important to have some design goals in mind before investing in wheels. Generally, the upright, brake caliper, and rotor are placed inside the wheel which requires wheel offset for clearance. It is usually easier to design the suspension geometry if the wheel profile is known. For example, the ball joint location is limited to the area defined by the wheel profile. Some packaging constraints are shown in Figure 2.Other considerations for wheel selection include: cost, availability, bolt circle, and weight. For example, three-piece rims, althoughexpensive, have the distinct advantage of offering many offsets and profiles that can be changed during the design process .Figure 2. 1996 Front SuspensionUM-Rolla designed the 1996 suspension geometry around a wheel profile from a previous car and then acquired a set of three-piece rims to meet the design specifications. All four wheels selected for the 1996 competition were size 6 by 13. This wheel selection allowed for tire rotations, reduced cost, and a wide selection of tire sizes, compounds, and manufacturers.4.GeometryThe designer can now set some desired parameters for the suspension system. These usually include camber gain, roll center placement, and scrub radius. The choice of these parameters should be based on how the vehicle is expected to perform. By visualizing the attitude of the car in a corner, the suspension can be designed to keep as much tire on the ground as possible. For example, the body roll and suspension travel on the skid pad determines, to a certain extent, how much camber gain is required for optimum cornering. The amount of chassis roll can be determined from roll stiffness while the amount of suspension travel is a function of weight transfer and wheel rates.Once a decision has been made about these basic parameters, the suspension must be modeled to obtain the desired effects. Before the modeling can begin, the ball joint locations, inner control arm pivot points, and track width must be known.The easiest way to model the geometry is with a kinematics computer program since the point locations can be easily modified for immediate inspection of their influence on the geometry. Should a dedicated kinematics computer program not be available, then a CAD program can be used simply by redrawing the suspension as the points are moved.When designing the geometry, it is important to keep in mind that designing is an iterative process and that compromises will be inevitable. For instance, the desired scrub radius might not be possible because of packaging constraints. When modelingthe suspension, the designers should not aimlessly modify points without first thinking through the results. For example, the designer should visualize how the wheel will camber relative to the chassis when making the lower A-arm four times longer than the upper A-arm. One method that can be used to visualize the results is the instant center location for the wheel relative to the chassis. Another method is to use the arcs that the ball joints circumscribe relative to the chassis. For a complete explanation for determining suspension point locations from instant center locations refer to Milliken .Scrub Radius, KPI, and Caster - The scrub radius, or kingpin offset, is the distance between the centerline of the wheel and the intersection of the line defined by the ball joints, or the steering axis, with the ground plane which is illustrated in Figure 2. Scrub radius is considered positive when the steering axis intersects the ground to the inside of the wheel centerline. The amount of scrub radius should be kept small since it can cause excessive steering forces . However, some positive scrub radius is desirable since it will provide feedback through the steering wheel for the driver .Kingpin inclination (KPI) is viewed from the front of the vehicle and is the angle between the steering axis and the wheel centerline . To reduce scrub radius, KPI can be incorporated into the suspension design if packaging of the ball joints near the centerline of the wheel is not feasible. Scrub radius can be reduced with KPI by designing the steering axis so that it will intersect the ground plane closer to the wheel centerline. The drawback of excessive KPI, however, is that the outside wheel, when turned, cambers positively thereby pulling part of the tire off of the ground. However, static camber or positive caster can be used to counteract the positive camber gain associated with KPI.Caster is the angle of the steering axis when viewed from the side of the car and is considered positive when the steering axis is tilted towards the rear of the vehicle . With positive caster, the outside wheel in a corner will camber negatively thereby helping to offset the positive camber associated with KPI and body roll. Caster also causes the wheels to rise or fall as the wheel rotates about the steering axis which transfers weight diagonally across the chassis . Caster angle is also beneficial since it will provide feedback to the driver about cornering forces .UM-Rolla's suspension design team chose a scrub radius of 9.5 mm, zero degrees of KPI, and 4 degrees of caster. This design required the ball joints to be placed near the centerline of the wheel,which required numerous clearance checks in the solid modeling program.Roll Center - Once the basic parameters have been determined, the kinematics of the system can be resolved. Kinematic analysis includes instant center analysis for both sets of the wheels relative to the chassis and also for the chassis relative to the ground as shown in Figure 3. The points labeled IC are the instant centers for the wheels relative to the chassis. The other instant center in Figure 3, the roll center, is the point that the chassis pivots about relative to the ground . The front and rear roll centers define an axis that the chassis will pivot around during cornering. Since the CG is above the roll axis for most race cars, the inertia force associated with cornering creates a torque about the roll center. This torque causes the chassis to roll towards the outside of the corner. Ideally, the amount of chassis roll would be small so that the springs and anti-roll bars used could be a low rate for added tire compliance . However, for a small overturning moment, the CG must be close to the roll axis. This would indicate that the roll center would have to be relatively high to be near the CG. Unfortunately, if the roll center is anywhere above or below the ground plane, a "jacking" force will be applied to the chassis during cornering forces . For example, if the roll center is above ground, this "jacking" force causes the suspension to drop relative to the chassis. Suspension droop is usually undesirable since, depending on the suspension design, it can cause positive camber which can reduce the amount of tire on the ground. Conversely, if the roll center is below the ground plane, the suspension goes into bump, or raises relative to the chassis, when lateral forces are applied to the tires. Therefore, it is more desirable to have the roll center close to the ground plane to reduce the amount of chassis vertical movement due to lateral forces .Figure 3. Front Roll CenterSince the roll center is an instant center, it is important to remember that the roll center will move with suspension travel. Therefore, the design team must check the migration of the roll center to ensure that the "jacking" forces and overturning moments follow a relatively linear path for predictable handling . For example, if the roll center crosses the ground plane for any reason during cornering, then the wheels will raise or drop relative to the chassis which might cause inconstant handling.Theroll center is 35.6 mm below ground in the front and 35.6 mm above ground in the rear for UM-Rolla's 1996 car. Since none of the previous UM-Rolla cars had below ground roll centers, the selection of the 1996 points was basically a test to understand how the below ground roll center affected the handling. Because of the large roll moment, the team designed enough camber gain into the suspension to compensate for body roll associated with soft springs and no anti-roll bar. The team was very happy with the handling but decided, for the next car, to have both roll centers above ground for a direct comparison between both designs.Camber - Camber is the angle of the wheel plane from the vertical and is considered to be a negative angle when the top of the wheel is tilted towards the centerline of the vehicle. Camber is adjusted by tilting the steering axis from the vertical which is usually done by adjusting the ball joint locations. Because the amount of tire on the ground is affected by camber angle, camber should be easily adjustable so that the suspension can be tuned for maximum cornering. For example, the amount of camber needed for the small skid pad might not be the same for the sweeping corners in the endurance event.The maximum cornering force the tire can produce will occur at some negative camber angle . However, camber angle can change as the wheel moves through suspension travel and as the wheel turns about the steering axis. Because of this change, the suspension system must be designed to compensate or complement the camber angle change associated with chassis and wheel movements so that maximum cornering forces are produced.The amount of camber compensation or gain for vertical wheel movement is determined by the control arm configuration. Camber gain is usually obtained by having different length upper and lower control arms. By using different length control arms, the ball joints will move through different arcs relative to the chassis. The angle of the control arms relative to each other also influence the amount of camber gain. Because camber gain is a function of link geometry, the amount of gain does not have to be the same for both droop and bump. For example, the suspension design might require the wheels to camber one degree per 25mm of droop versus negative two degrees per 25mm of bump.Static camber can be added to compensate for body roll, however, the added camber might be detrimental to other aspects of handling. For example, too much static camber can reduce the amount of tire on the ground, thereby affecting straightline braking and accelerating. Similarly, too much camber gain during suspension travel can cause part of the tire to loose contact with the ground.Caster angle also adds to the overall camber gain when the wheels are turned. For positive caster, the outside wheel in a turn will camber negatively, while the inside wheel cambers positively. The amount of camber gain caused by caster is minimal if the wheels only turn a few degrees. However, FSAE cars can use caster angle to increase the camber gain for the tight corners at the FSAE competition.UM-Rolla designed for a relatively large amount of camber gain since anti roll bars were not used in the 1996 suspension design. The use of low wheel rates with a large roll moment required the suspension to compensate for the positive camber induced by chassis roll and suspension travel. The camber gain for UM-Rolla's 1996 car was from both the caster angle and the control arm configuration.5.Steering SystemThe steering geometry has a large influence on the handling characteristics of the vehicle. For example, if the system is not properly designed, then the wheels can unexpectedly toe in or out during suspension travel. This toe change is referred to as bump steer which is described in detail in both references . Bump steer is basically undesirable since the car changes direction when the driver does not expect the change .Ackermann steering must also be considered during the design process. Ackermann steering occurs when the outside wheel turns less than the inside wheel. This is possible since the amount of steering angle for each wheel is determined by the steering geometry. Reverse or anti-Ackermann occurs when the outside wheel turns more than the inside wheel during cornering .During a turn, the inside wheel travels around a smaller geometric radius than the outside wheel. Ackermann steering can be used so that the wheels travel about their corresponding radii, theoretically, eliminating tire scrub. However, designing for precise Ackermann steering might not provide the best handling since tire slip angles influence the actual turning radius . The designer must decide, based on the requirements, if the steering system design will include Ackermann geometry.UM-Rolla placed the rack and pinion in front of the axle centerline near the lower control arms because of packaging constraints. This placement required extra room in the frame design since the driver had to straddle the steering column. Afterbuilding a test car that was hard to steer because of a half a turn lock to lock system, the 1996 steering system was designed to be one turn lock to lock. This was accomplished by changing the rack and pinion ratio instead of increasing the steering arm length because of packaging constraints. The system specifications for the 1996 car are: 76mm steering arms, 250mm diameter steering wheel, and 51mm of rack travel per one pinion revolution. These specifications were retained for the next race car design because of the handling characteristics. The 1996 UM-Rolla design has a small amount of anti-Ackermann due to packaging.FSAE suspension not only has to be competitive on the racetrack, but the suspension must also perform well in the static events. For the dynamic events, the designers should concentrate on the geometry so that most of the tire will stay in contact with the ground for all normal driving situations: braking, accelerating, and cornering. The suspension system must also be designed so that it is easy to manufacture and is reasonably priced for the cost analysis. To reduce the cost and complexity of the 1996 race car, UM-Rolla designed the system so that the wheels, hubs, and bearings were the same for each corner of the car.Designing the suspension geometry is only a small part of building a vehicle. A well engineered suspension system does not automatically make a fast race car. Although this paper has concentrated on the design aspect, development is just as important to the success of the package. Because the design process must take place within a given time constraint, the first suspension design might not provide the best handling. It is not uncommon to make design changes after the car is completed. It is more important for FSAE teams to compromise the overall design so that the car can be completed and tested prior to competition.6.FrameThe purpose of the frame is to rigidly connect the front and rear suspension while providing attachment points for the different systems of the car . Relative motion between the front and rear suspension attachment points can cause inconsistent handling . The frame must also provide attachment points which are not going to yield within the car's performance envelope.There are many different styles of frames; space frame, monocoque, and ladder are examples of race car frames. The most popular style for FSAE is the tubular space frame. Space frames are a series of tubes which are joined together to form a structurethat connects all of the necessary components together. However, most of the concepts and theories can be applied to other chassis designs.Figure 4. UM-Rolla's 1996 Frame Design7.StiffnessThe suspension is designed with the goal of keeping all four tires flat on the ground throughout the performance range of the vehicle. Generally, suspension systems are designed under the assumption that the frame is a rigid body. For example, undesirable changes in camber and toe can occur if the frame lacks stiffness. Superimposed images of a frame subjected to a torsional load and an undeflected frame and can be seen in Figure 5.Figure 5. Chassis DeflectionUM-Rolla has found that in most cases, a stiff chassis will not have a problem with yielding. However, some care should be taken to ensure that the attachment points of the frame do not yield when subjected to design loads. For example, the engine mounts should be made stiff enough to reduce the possibility of failure.Torsional Stiffness - Torsional stiffness is the resistance of the frame to torsional loads . UM-Rolla used FEA to analyze the torsional stiffness of the 1996 chassis. The solution of the simple rod and beam element model for the frame was roughly 2200 foot pounds per degree of deflection. The 1996 frame weighed approximately 27kg, which UM-Rolla believes is heavier than needed for a two day racing series. However, some extra structure was added to the frame to increase its safety. Also, the drivetrainmounts were significantly strengthened so that the car would be able to serve as a driver training tool for several semesters.As the 1996 frame evolved, the stiffness to weight ratios of different designs were compared. A chassis can be made extremely stiff by adding significant amounts of material to the frame. However, this additional material might degrade the performance of the car because of the added mass.Obviously, torsional rigidity is not the only measurement for analyzing the stiffness of a chassis. Bending stiffness can also be used to analyze the efficiency of a frame design. However, bending stiffness is not as important as torsional stiffness because deflection due to bending will not affect wheel loads . Because the design time is severely limited in FSAE, UM-Rolla has found that a torsional analysis is adequate to determine the relative stiffness of different frame designs.Triangulation - Triangulation can be used to increase the torsional stiffness of a frame, since a triangle is the simplest form which is always a structure and not a mechanism. Obviously, a frame which is a structure will be torsionally stiffer than a mechanism . Therefore, an effort should be made to triangulate the chassis as much as possible.Visualizing the frame as a collection of rods which are connected by pin joints can help frame designers locate the mechanisms in a design . Designers can also evaluate their frame by checking to see if each pin jointed node contains at least three rods which complement the load path.UM-Rolla chose to use thin wall steel tubing for the 1996 frame design. This required significant triangulation of the frame, since thin wall tubing performs very well in tension and compression but poorly in bending. The components which produce significant amounts of force, for example the engine and suspension, were attached to the frame at a triangulated point.Figure 6. Frame Triangulation(Frame, Side View)Previous UM-Rolla frames have lacked adequate triangulation for highly loaded components. These components were attached to the frame with load bearing tabs which were welded at the midpoint of a single section of tubing. As expected, thistube bent like a simply supported beam and caused unwanted movement of the attached component. Although these designs worked for the duration of the competition, they invariably failed by fracturing the tube or breaking the tab. For the 1996 car, all of the highly loaded components were attached to triangulated points.Area Moment of Inertia - The area moment of inertia has a large influence on the stiffness of a structure. Therefore, the farther material is from the axis of twist the stiffer the frame will be in bending and torsion. This concept is implemented by adding structural side pods to the basic frame.Figure 7. Structural Sidepods(Frame Top View)Figure 7 shows the triangulated side pods which were used to increase the torsional rigidity of the 1996 frame. This material also increased the side impact protection. The sidepods add structure as far from the centerline of the chassis as possible which increases the area moment of inertia between the front and rear suspensions. Most of the successful FSAE cars have structural side pods for safety and increased torsional stiffness.In addition to using the sidepods to increase the stiffness of the chassis, UM-Rolla's 1996 entry used the roll hoop and down tubes to increase the rigidity of the frame. The 1997 FSAE rules state that the tubes from the top of the roll hoops to the base of the frame have to be 0.049" wall when fabricated from 4130 steel . Because these tubes are stiffer than 0.035" wall tubing, the frame stiffness can be substantially increased by properly placing the roll hoop tubes.8.Load PathDuring the design process, it is important to consider how loads are passed into the frame. A "Load Path" describes the path through which forces are dissipated into the frame. For example, Figure 8 shows how the vertical load generated by the weight on the wheel will travel through the upright, push rod, rocker, coil-over shock and into the structure of the frame. Of course, to properly investigate the forces involved, a freebody diagram for each component would have to be drawn. Nevertheless, this。
汽车模型设计理念文案英文
汽车模型设计理念文案英文Title: The Concept of Automotive Model Design Philosophy。
In the world of automotive design, the concept of design philosophy plays a crucial role in shaping the identity and character of a car model. It is the guiding principle that defines the overall aesthetic, functionality, and emotional appeal of a vehicle. The design philosophy of a car model is not just about creating a visually appealing product, but also about crafting an experience that resonates with the target audience.At the heart of automotive model design philosophy is the idea of innovation and creativity. It is about pushing the boundaries of what is possible and reimagining the way people interact with their vehicles. Whether it is through the use of cutting-edge technology, innovative materials, or avant-garde design language, the design philosophy of a car model is about creating something that is not only visually striking but also functionally superior.Another key aspect of automotive model design philosophy is the concept of storytelling. Every car model has a unique narrative that is reflected in its design. Whether it is a nod to the rich heritage of a brand, a tribute to a specific era in automotive history, or a reflection of the cultural zeitgeist, the design philosophy of a car model is about creating a compelling narrative that resonates with the audience on an emotional level.Furthermore, the design philosophy of a car model is also about creating a sense of harmony and balance. It is about finding the perfect equilibrium between form and function, beauty and practicality, and tradition and innovation. A successful automotive model design philosophy is one that seamlessly integrates these elements to create a cohesive and compelling product.In conclusion, the design philosophy of a car model is a multifaceted concept that encompasses innovation, storytelling, and harmony. It is the driving force behind the creation of iconic and timeless automotive designs that resonate with people on a deepand emotional level. By embracing a strong design philosophy, automotive designers can create models that not only stand out in a crowded market but also leave a lasting impression on the world.。
最新汽车专业英语原文及翻译
李俊玲 罗永革版（原文与翻译） tore than 15000 separate,individual parts that must work together.these parts can be grouped into four major categories:body,engine,chassis and electrical system. 现在的汽车一般都由 15000 多个分散、独立且相互配合的零部件组成。这些零部件只要分为 四类：车身、发动机、底盘和电气设备。 an automobile body is a sheet metal shell with windows,a hood and a trunk deck built into it.it provides a protective covering for the engine,passengers and cargo.the body is designed to keep passengers safe and comfortable.the body styling provides an attractive,colorful modern appearance for the vehicle. 轿车车身是一个钣金件壳体，它上面有车窗、车门、发动机罩和行李舱门等部件，它给发动 机、乘客和行李提供防护。车身设计是为了确保乘客乘坐的安全和舒适。车身造型设计使得 汽车有一个华美、现代、吸引人的外观。 a sedan has an enclosed body with a maximum of 4 doors to allow access to the passenger compartment.the design also allows for storage of luggage or other goods.a sedan can also be referred to as a saloon and traditionally has a fixed roof.there are soft-top versions of the same body design except forhaving 2 doors,and there are commonly referred to as convertibles. 轿车车身为封闭式，轿车最多有 4 个车门，乘员通过车门进出。另外车身的设计还应考虑行 李和货物的存放。传统的轿车都是硬顶车身。活顶乘用车（敞篷车）的车顶是软顶，车身设 计与普通轿车类似，但只有两个车门。 the utility or pick-up carries ually it has stronger chassis components and suspension than a sedan to support greater gross vehicle mass. 皮卡一般用来运载货物。为能承载更大的总质量，皮卡的底盘部件和悬架比轿车更结实。 light vehicle vans can be based on common sedan designs or redesigns so that maximum cargo space is available. 轻型货车一般是基于普通轿车设计的，或是重新设计使可用载货空间最大化。 the bodies of commercial vehicles that transport goods are designed for that specific purpose.tankers transport fluids,tippers carry earth or bulk grains,flatbeds and vans are used for general goods transport. 用于运输货物的商用车车身必须满足具体要求，例如运输液体的油罐车、运输泥土或散装谷 物的自卸车、运输一般货物的平板车或货车。 buses and coaches are usually 4-wheel rigid vehices,but a large number of wheels and axles can be used. sometimes articulated buses are used to increase capacity.buses and coaches can be single-deck or double-deck.buses are commonly used in cities as commuter transports while coaches are more luxurious used forlong distances. 客车和长途汽车一般是有 4 个车轮的整体式车辆，也能配备更多的车轮和车桥。为了增加客 车的载客量往往使用由铰链连接的客车。公共汽车和长途汽车有单层和双层两种。公共汽车 一般用城市内公共交通，而长途汽车一般用于长距离的旅行。 1.2 Engine The engine acts as the power unit. The internal combustion engine is most common: this
汽车 毕业 设计 文献翻译 中英文
摘要本文主要研究轻型汽车前独立悬架的设计分析方法以及轮胎磨损与悬架运动、前轮定位参数的关系。
首先对双横臂独立悬架的各主要组成部件如减振器的选型设计、横向稳定杆的设计校核、扭杆弹簧设计以及对双横臂式和麦弗逊式独立悬架的运动进行了分析，提出了相应的计算方法，编制了一套具有一定实用价值的前独立悬架设计分析软件。
并且采用前轮定位仪，进行了实验验证。
论文对双横臂独立悬架参数提出以减小轮胎磨损为优化目标，进行了优化设计。
提出了通过优选、调整悬架初始位置状态，以及优化确定转向横拉杆断开点位置的方法，来减小轮胎磨损。
同时采用正交实验的方法分析了双横臂独立悬架各结构参数和安装参数对悬架性能和轮胎磨损的影响，确定出最大的影响因素及次要因素。
然后从轮胎模型入手分析前轮定位参数同轮胎磨损的关系。
以轮胎磨损能量作为评价指标，选取刷子轮胎模型，对轮胎在稳态纵滑状态下、稳态纵滑侧偏状态下和边界条件下的轮胎磨损进行了分析研究，确定了量化模型。
并以轮胎侧偏角为中间变量，建立了前轮定位参数同轮胎磨损之间关系的数学模型，进行了计算机仿真计算。
从而可对悬架进行进一步的优化设计，以减小对轮胎磨损的影响，提高车辆的行驶性能和使用经济性。
关键词：汽车；独立悬架；轮胎磨损；定位参数悬架系统原理Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio YamamotoHonda R&D Co.,Ltd.悬架系统虽不是汽车运行不可或缺的部件，但有了它人们可以获得更佳的驾驶感受。
简单的说，它是车身与路面之见的桥梁。
悬架的行程涉及到悬浮于车轮之上的车架，传动系的相对位置。
就像横跨于旧金山海湾之上的金门大桥，它连接了海湾两侧。
去掉汽车上的悬架就像是你做一次冷水潜泳通过海湾一样，你可以平安的渡过整个秋天，但会疼痛会持续几周之久。
想想滑板吧！它直接接触路面你可以感受到每一块砖，裂隙及其撞击。
英文翻译外文文献翻译259汽车车身总布置
附录 1汽车车身总布置采取以人为中心的设计思想，尤其是在轿车设计中，确保驾驶员与乘员的舒适性、居住性、上下车方便性、安全性以及驾驶员的操纵方便性和视野性等其应遵循一定的设计原则：外部尺寸尽量小、内部空间尽量大、满足各项功能要求、满足人机工程学要求、满足标准法规及技术条件要求。
人机工程学是上世纪50年代发展起来的一门新学科。
它以人-机关系为研究的对象，以实测、统计、分析为基本的研究方法，是一种描述如何塑造适宜人的工作环境的科学。
具体到产品开发，就是在产品的设计和制造方面要按照人体的生理解剖功能量身定做，更加适合于人体的工作效能。
今天的汽车要追求“人车合一”，就是设计汽车的目标要以人为本，围绕人的需求而建造。
要使人驾乘汽车感到舒适、方便和不易疲劳，这就是汽车人机工程学的目的。
汽车设计以总体布置为核心，而轿车总体布置又是从车厢开始的。
为此，要利用能表述人体形状的标准模型作为准绳来安排驾驶舱各个部件位置。
例如驾驶员的位置，从脚踩油门踏板上算起，身材高大者要比身材矮小者靠后坐，这决定了驾驶座椅后移的位置；身材矮小者要比身材高大者靠前坐，这决定了座椅前移的位置。
手臂长度与腿相比是较短的，当座椅后移时可能手触及不到仪表板，这就有了一个范围限制。
例如以百分位人群来划分，假设第5个百分位的女子身高为1.47米，而第95个百分位的男子身高为1.82米，对于固定踏板的布置，工程师就只考虑5%的矮小女子和95%高大男子的手臂触及范围。
做出仪表板的可接触的衡量，通常以高大男人的手臂长为一个决定性准则，即以伸展的手臂运动，在水平及垂直方向上各绘出一个圆弧线，近似描绘出一个半圆形空间去安排座椅、仪表、方向盘、踏板、变速杆、中控板控制旋钮等零部件的位置及相互的距离尺寸。
人机工程学,在美国称之为人类工程学(Human Engineering)、人因工程学(Human Factors Engineering)，在欧洲有人称之为功效学(Ergonomics)，日本称之为人间工学。
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汽车设计汽车设计汽车设计汽车设计----车架设计车架设计车架设计车架设计车架是汽车最基本的台架，所有的悬架和转向连接部件都安装在车架上面。
如果汽车车架柔性过大，会使汽车既无法转向，也无法进行正常操纵。
而如果汽车车架结构刚性过大，又会引起不必要的震动传递给驾驶员和乘客的座舱室。
汽车车架和悬架的结构设计不仅决定了汽车噪声大小和震动的幅度强度，而且也将影响到汽车的质量和车辆的正常操纵。
汽车制造厂商们在他们生产的汽车上都使用了几种不同的车架结构。
其中，整个七十年代最常使用的是壳体和大梁的分体结构。
目前它仍然在大型货车、小吨位货车和卡车上应用着。
在汽车壳体和大梁的分体结构里，发动机、传动装置、传动齿轮和车壳都是通过绝缘装置固定在车身大梁上。
车架内部的绝缘装置是人造橡胶缓冲垫，能够阻止道路不平和发动机工作引起的噪音和震动传到驾驶员和乘客的座舱里。
第二种是汽车车架的单体结构。
这种设计到目前为止在现代汽车上是最常用。
单体车架按所需的强度来分，设计有轻型结构。
在这种汽车结构中大梁作为车架的一部分被直接焊接到壳体上。
底盘的重量增加了大梁的强度。
传动齿轮和传动装置经由大而软的人造橡胶绝缘垫安装在单体车架上。
绝缘垫减弱了噪声的传动和震动。
若绝缘垫太软，将会引起传动齿轮和传动装置位移。
这种位移称为柔量，它会影响到汽车的操纵性能和控制性能。
若绝缘垫太硬，则不能起到应有的隔绝噪音和减小震动的作用。
汽车制造厂商们精心地设计绝缘垫，把它们装置在汽车适当的地方，以降低噪声，缓冲震动的传送，使汽车便于驾驶，驾驶员和乘客乘坐舒适。
绝缘垫的性能随使用年限发生变化，当汽车变旧时原先的性能也随之改变。
第三种结构是把前两种结构的主要特点结合在一起。
它在汽车前舱使用了短车梁，在汽车后舱使用了单体车架。
单体部分刚性很大，而短的车梁增强了绝缘作用。
汽车制造厂家们在汽车上选择那种生产成本低而同时又符合对噪音震动，驾驶操纵性能要求很高的车架结构。
老式的大型的车辆、货车、和卡车通常使用壳体和大梁的分体结构。
较新的，较小型的车辆通常使用单体结构的车架。
发动机活塞连杆组发动机活塞连杆组发动机活塞连杆组发动机活塞连杆组活塞连杆组由活塞、活塞环、活塞销、连杆、连杆轴瓦等组成。
功用：活塞的功用是承受气体压力，并通过活塞销传给连杆驱使曲轴旋转，活塞顶部还是燃烧室的组成部分。
工作条件：活塞在高温、高压、高速、润滑不良的条件下工作。
活塞直接与高温气体接触，瞬时温度可达2500K以上，因此，受热严重，而散热条件又很差，所以活塞工作时温度很高，顶部高达600～700K，且温度分布很不均匀；活塞顶部承受气体压力很大，特别是作功行程压力最大，汽油机高达3～5MPa，柴油机高达6～9MPa，这就使得活塞产生冲击，并承受侧压力的作用，因此，活塞应有足够的耐热性，要尽量减小活塞的受热面，加强活塞的冷却，适当增大传热面，使活塞顶部的最高温度下降。
活塞在气缸内以很高的速度(8～12m/s)往复运动，且速度在不断地变化，这就产生了很大的惯性力，使活塞受到很大的附加载荷。
活塞在这种恶劣的条件下工作，会产生变形并加速磨损，还会产生附加载荷和热应力，同时受到燃气的化学腐蚀作用。
为了减小往复惯性力，必须尽可能地减轻活塞的重量。
活塞是在高温、高压、高速（活塞平均速度可达101115m/s）的条件下工作的，其润滑条件较差，活塞与气缸壁间摩擦严重。
为减小摩擦，活塞表面必须耐磨。
要求： 1) 要有足够的刚度和强度，传力可靠； 2) 导热性好，耐高压、耐高温、耐磨损； 3) 质量小，重量轻，尽可能减小往复惯性力。
铝合金材料基本上满足上面的要求，因此，活塞一般都采用高强度铝合金，但在一些低速柴油机上采用高级铸铁或耐热钢。
构造：活塞可分为三部分，活塞顶部、活塞头部和活塞裙部。
1.活塞顶部活塞顶部承受气体压力，它是燃烧室的组成部分，其形状、位置、大小都和燃烧室的具体形式有关，都是为满足可燃混合气形成和燃烧的要求，其顶部形状可分为四大类，平顶活塞、凸顶活塞、凹顶活塞和成型顶活塞。
加工简单平顶活塞顶部是一个平面，结构简单，制造容易，受热面积小，加工简单，顶部应力分布较为均匀，一般用在汽油机上，柴油机很少采用。
凸顶活塞多用于二冲程内燃机上，有利于改善换气过程。
现代四冲程汽油机为了增强挤气效果或增大压缩比也有采用凸顶活塞。
凸顶活塞顶部凸起呈球顶形，其顶部强度高，起导向作用，有利于改善换气过程，二行程汽油机常采用凸顶活塞。
凹顶活塞顶部呈凹陷形，凹坑的形状和位置必须有利于可燃混合气的燃烧，有双涡流凹坑、球形凹坑、U形凹坑等等。
2.活塞头部活塞头部指第一道活塞环槽到活塞销孔以上部分。
它有数道环槽，用以安装活塞环，起密封作用，又称为防漏部。
柴油机压缩比高，一般有四道环槽，上部三道安装气环，下部安装油环。
汽油机一般有三道环槽，其中有两道气环槽和一道油环槽，在油环槽底面上钻有许多径向小孔，使被油环从气缸壁上刮下的机油经过这些小孔流回油底壳。
第一道环槽工作条件最恶劣，一般应离顶部较远些。
在一道气环的上方往往开有一道较窄的隔热槽，隔断由活塞顶部传向第一道气环的热流，使部分热量由第二、三道活塞环传出，从而减轻第一道气环的热负荷。
有的发动机，在活塞顶面至第一道环槽之间，有时一直到以下几道环槽处，常加工出细小的环行槽。
这种细小的环行槽可以因积碳而吸附润滑油，在失油工作时可防止活塞与气缸壁的咬合，故称之为积碳槽。
活塞顶部吸收的热量主要也是经过防漏部通过活塞环传给气缸壁，再由冷却水传出去。
总之，活塞头部的作用除了用来安装活塞环外，还有密封作用和传热作用，与活塞环一起密封气缸，防止可燃混合气漏到曲轴箱内，同时还将(70～80)%的热量通过活塞环传给气缸壁。
3.活塞裙部活塞裙部指从油环槽下端面起至活塞最下端的部分，它包括装活塞销的销座孔。
活塞裙部对活塞在气缸内的往复运动起导向作用，并承受侧压力。
裙部的长短取决于侧压力的大小和活塞直径。
所谓侧压力是指在压缩行程和作功行程中，作用在活塞顶部的气体压力的水平分力使活塞压向气缸壁。
压缩行程和作功行程气体的侧压力方向正好相反，由于燃烧压力大大高于压缩压力，所以，作功行程中的侧压力也大大高于压缩行程中的侧压力。
活塞裙部承受侧压力的两个侧面称为推力面，它们处于与活塞销轴线相垂直的方向上。
动动动动力传动系统力传动系统力传动系统力传动系统动力传动系统包括从发动机直到驱动轮的所有部件。
联动装置和后驱动装置传送着来自发动机的扭矩。
其它部件则把部件与部件相互连接起来。
加速时发动机的扭矩和制动时的扭矩则加载在悬架部位上。
修理悬架时，很可能需要拆卸传动系统的各零部件来进行修理。
悬架移动时产生的噪音可能来源于传动系统的零部件。
下边叙述一些不同的传动装置系统的基本知识，在进行悬架修理时可供参考。
使用前轮驱动的传动系统经常将联动装置和后轮传动装置结合成一个装置。
这个对中置和后置发动机的汽车也是很适用的。
这个装置称为转换轴。
它为两端各带有一个万向节的短半轴，把转换轴和车轮连接起来。
这些轴当悬梁移动和转向时把动力从后传动装置传送到车轮上。
后传动装置里的差速器分流输入的动力，每个驱动轮上各分一半。
这就使驱动轮在转弯时会以不同的速度转动。
在前置发动机后轮驱动的汽车里，联动装置位于驾驶坐舱的前底板下。
传动轴被用来把发动机动力传送到后桥上。
传动轴每端各有一个万向节。
当悬架移动时，万向节通过变化着的传动系统的角度传送动力。
驱动轮上带有独立悬架的汽车中有一个牢固地附加在车身大梁或发动机上的后传动装置。
在加速时该装置在悬架部位上会产生动力，并不产生扭矩。
如果刹车装置安装在车舱内，卡钳装到大梁上而不是悬架上，那么刹车装置也不会在悬架上产生扭矩。
仅用于控制加速和减速扭矩的悬架与必须同时控制悬架力和扭矩的悬架在汽车设计上是完全不相同的。
悬架系统悬架系统悬架系统悬架系统悬架包括弹簧，避震器和控制连杆装置。
它必须能够足以支撑车身自重和负载。
悬架也应能够承受发动机和制动对它的反作用力。
悬架系统最重要的作用是使轮胎与路面接触的时间尽可能的长。
在支撑车体和负载时，甚至在高低不平的道路上行驶时更加应如此。
这四个轮胎的胎面是车与路面相接触的唯一的部位。
发动机全部输出的动力，转向力和制动力都通过与路面相接触的轮胎的胎面起作用。
每当轮胎不与路面接触或汽车开始打滑时，汽车的控制力（动力、转向力、制动力）就会减弱甚至丧失。
车体是靠弹簧支撑着，弹簧可分为螺旋型、钢板型、扭棒型和充气型。
螺旋型弹簧是现代汽车中应用最为广泛的类型。
螺旋型、扭棒型和充气型弹簧都需要用连杆和连杆臂以使车轮就位。
钢板弹簧提供了对车体的横向和纵向控制，以防止汽车车轮在行驶时不必要的位移，它们通常用在载重货车和卡车上。
悬架系统是随着客运汽车的发展而变化和改进着。
豪华轿车，特种车辆，小型汽车和轻型卡车的设计目的是截然不同的。
现代轮胎的改进不断地改善了车辆的操作性能，它的改进是与避震器，转向系统和悬架控制装置一起同步改进的。
现代汽车在各种操纵条件下都需要轮胎与路面接触，以便安全、正确地控制并行驶汽车。
要想要最大限度的安全驾车，要牢记这四个轮胎必须在任何时间都与路面相接触。
同时需要考虑汽车操纵的灵活性，轮胎的抗耐磨性，汽车驾驶的舒适性和行车的安全性，以达到汽车的有效控制。
悬架系统分为前悬架和后悬架。
前悬架的设计已得到了飞速发展。
从较为粗糙的硬轴结构发展到了现代的轻型、高强度、支撑型独立悬架结构，并由于增加了连杆装置而使汽车的性能得到了改善。
悬架结构的改进是随着路况的改善和驾驶员的需要而进行改进的。
大多数前置发动机，后轮驱动的汽车都采用一个简单的从属性后悬架。
但后轮驱动的独立悬架结构复杂得多，而且成本极高，因而只用于少数客车上。
对于前置发动机前轮驱动的车辆，通过把传动装置移至前部，后悬架仅用来调节驾驶控制力和刹车时的反作用。
这就导致了简化的非独立的悬架机构，半独立的悬架机构和独立的后悬架机构的应用，后者大量应用于新型车辆的结构设计上。
转向系统转向系统转向系统转向系统汽车驾驶员通过对转向齿轮的控制汽车前轮的方向。
现代的转向齿轮有两个主要的部分组成，转向杆和齿轮组。
转向杆有一个被支撑的轴，它把驾驶员的方向盘与齿轮组连在了一起。
齿轮组可将汽车驾驶员的转向力增大，以带动转向连杆装置。
后轮驱动汽车的前轮在一个心轴上转动。
心轴是转向节的一部分。
该转向节与带有球接头的前悬横梁相互连接。
球接头在前悬架上下移动时可以进行转向。
前轮驱动的汽车的轮毂在转向节里的轴承内的空心轴短轴杆上传动。
汽车方向盘控制转向齿轮装置。
它依次通过转向连杆装置使转向节开始移动。
现在使用两种转向齿轮的结构，即齿轮齿条式结构以及循环球式结构。
现代汽车设计了对速度敏感的转向结构。
因此当汽车慢速行驶时需要较大的力才能使汽车转向。