汽车发展史 (英文)
汽车发展史 英文资料
by Arthur D. Delagrange, Massachusetts Beta ’64F ONE PIECE OF TECHNOLOGY had to be cho-sen to represent twentieth-century America, a likely candidate would be the automobile or, more precisely, the presence of a car in every household,on the average. (There are more cars than licenseddrivers.) The microcomputer is certainly impressive, but every new car has at least one of these plus a host of other highly-developed parts. The machines that produce these cars, nearly au-tomatically, are marvels in themselves. If engineering is science in quan-tity, then the au-tomobile is an engineering mas-terpiece. Not only is auto-mak-ing the biggest industry in the U.S., it supports a number of other major industries,e.g., steel.S o c i o l o g i -cally, few things define the American cul-ture better. Oneof my earliest memories from childhood was our car. I wasimpressed that you just got in, turned the key, pumped the accelerator, pulled out the choke, pushed a button, and it started—if the weather were not too cold—and it went nearly anywhere you wanted to go. I was told our car would go clear across the country, and when I was 10 we went! I was told a car was a precious thing (it was World War II),and I should be thankful we had one, which I was.Today’s young people see the car pretty much as a given.You turn the key and it goes; if it doesn’t, you pick up the cell phone and call for another. Of course, we engineers re-alize there is really much more to it. There was a lot of de-velopment to get to this point, and a lot of things have to work correctly to drive down the road safely and reliably.Tales of traveling by horse and buggy seem further removed from today’s life than Star Trek is in the future. Actually,this is probably correct, because it took not just one cen-tury, but more than two, to reach this point.The development of the modern automobile is a micro-cosm of the development of modern engineering. The story is recounted here, both for those young people who would like to know how we went about achieving personal land rockets that sit in massive traffic jams, and for the old-tim-ers who long for the good-old days when cars wouldn’t start in cold weather, boiled over in hot weather, and wouldn’t stop in wet weather.Origins:T he 1700sThe history of the automobile can be conveniently divided into three periods: the 19th century (and earlier!) and the first and last halves of the 20th century. That break may be taken at WWII as civilian car production ceased during the war and resumed immediately afterward—pre-war models.The first section is short. Steam-powered vehicles were demonstrated in the latter half of the 18th century, the first practical application being traction engines (tractors) avail-able in the 1770s. Some steam-powered horseless carriages were used in the 1800s. They were large, and there were few roads adequate for them. Instead, steam was mostly applied to boats and locomotives where large size and heavy weight were partly an advantage.Beginnings:Cars & T rafficA major, if not overriding, factor in the advent of the auto-mobile (literally, moving by itself) was the invention of the internal-combustion (IC) engine (as opposed to steam, where combustion takes place outside the cylinder). Electric was also a competitor, but the required batteries were expensive,short-lived, heavy, and of limited capacity. In this applica-tion, nothing could match the performance of the IC engine.Steam-powered “traction engines” (tractors)such as this were available in the 1770s.(Henry Ford Museum)1896Duryea:one of 13similar cars from the first real auto factory.(Henry Ford Museum)iThere is some argument, but the first car is generally credited to Benz in Germany. In 1885, he designed, as an integral unit, a 3/4 hp, 8mph three-wheeler (it still exists) with a surprising number of features still used, including a four-stroke gasoline engine with electric ignition and a differential. The first automobile factory likely belonged to the Duryea Brothers in Massachusetts, who produced 13 similar cars in 1896.By 1900 there were more than 100 brands. Early vehicles were mostly built one-at-a-time, sometimes entirely by the builder, and were often to a customer’s specifications. This made them very expensive, but it was understood they were for the rich. As quantities increased, sec-tions were farmed out, particularly the coachwork, which was often of parlor quality. When Ransom E. Olds suffered a fire in his factory, he contracted out nearly everything and became basically a designer/as-sembler. Some of Ford’s early cars used almost entirely parts made by the Dodge brothers, who did not sell a car of their own—yet.The early twentieth century was dotted with the names of pioneers,some becoming rich from cars that bore their names, some winding up broke, and several doing both: Chevrolet, Ransom E. Olds (Oldsmobile and REO), Ford, Dodge, Chrysler, Cord, Duesenberg, Firestone, Benz,Bugatti, Buick, Daimler, Renault, Packard, Studebaker, Dunlop,Michelin, Mitsubishi, Bentley, Citroen, Peugeot, Rolls, and Royce. Some attempts were made to produce an inexpensive car, notably by Olds,but it was Henry Ford who succeeded beyond anyone’s imagination. He made some decisions that revolutionized the industry (although some of these were apparently accidental), and he made some bad decisions, too.He felt it wrong to charge too much for a car, and hit a more favorable spot on the s u p p l y /d e -mand curve.The product of many buy-ers times a low price turned out to be much more than a few buyers times a high price.Ford was also persuaded by his partner that workersshould be treated and paid better.They reduced the workday from nine hours to eight and nearly dou-bling the prevailing wage rate. This gave Ford the pick of the work force and worker loyalty, at least for a while. He set a speed record, 91 or 100 mph, depending on the account, personally driving a car of his own design at considerable risk. He was also responsible for the first re-corded auto accident, running his first car over a pedestrian, who went on his way once the spindly car was lifted off him.Ford’s crowning achievement was the Model T in 1908. To achieve his goals, he had to cut costs and improve efficiency. The key was an assembly line producing identical cars in huge quantities. Ford didn’t invent assembly line mass production, but he mastered it. He may have invented the moving assembly line, which produced a “steady stream of cars flowing forth” from the factory. Everything was carefully engi-neered to support the process. Parts suppliers, eager to be chosen for the huge quantities used, were required to ship the parts in boxes made with certain-size boards with certain-size holes drilled in specific places.These re-appeared in the cars as floorboards (hence the name). The T was a front-engine, rear-drive layout. It used a water-cooled four-cycleengine and would exceed 40 mph. The transmission used epicyclic (plan1908 Model T Ford: the start of major mass production. (Henry Ford Museum)FORD FLATHEAD V-8In 1932 Ford advanced from a four-cylinder engine directly to a V-8. The result established the Ford name for performance, but it was almost a disaster. Being frugal, Ford did not want to add an oil pump but wanted to stay with splash lubrication. His engineers finally persuaded him that the power achieveddestroyed the engine without it.Ford was also overly optimistic as to making an integral V-8block with the casting tech-niques of the day, and many defective blocks had holes welded in order to get enough engines built.The engine clearly reflected its lineage; the two sides were nearly independent: twin water pumps had twin hoses from the radiator, which had twin return hoses from the heads. Thedistributor had twin caps for the two sides. The carburetor had two barrels, each pretty much feeding its side. Oddly, it had but a single exhaust, a tortuous design where the two manifolds were connected together and only one was connected to the exhaust pipe.The Chevrolet straight-6 was a nicer design, theoretically, being inherently balanced, whereas the V-8 was not. But this was of little consolation when one was literally left in the dust . Perfor-mance was especially exciting because Ford resisted changing from mechanical brakes to hydraulic. The Ford flathead V-8was the choice of hot rodders for decades, and performance parts are still made for it today!etary) gears, which would be replaced later, only to re-appear in auto-matic transmissions.But the production line had its downside. Workers, installing the same part hour after hour as the line moved faster and faster, began to envy the freedom and individuality of the farmer, even at more work for less pay. It was called dehumanizing , certainly true in the sense that Ford sought to eliminate human error. Ironically, the first big labor demon-stration in the industry was directed at Ford, who had originally im-proved the worker’s lot. He responded with force against the union, which quickly learned the tactic. He was ready to close his plant rather than admit a union, until his wife persuaded him otherwise.Ford reduced the price of the Model T several times, finally down to $260. The ubiquitous T sold 15,000,000 cars in 20 years, more than any other model until the Volkswagen Beetle broke the record in the 1990s,but only after a production run of more than half a century. In some countries, and indeed parts of the U.S.A., Ford became synonymous for car . Ford tried to enjoy the success too long. He believed that if the car did the job, there was no reason to change it. Meanwhile, other makers were offering improved models. Sloan of General Motors (GM) created the concept of regularly introducing new models, planned obsolescence .But Ford came up with a trick of his own. He terminated production of the Model T before the new Model A was ready! All the details of the A were kept secret: no specifications, no pictures, no price, nothing. (Ap-parently, industrial espionage was not in vogue yet.) The suspense and speculation created a new type of market. When the A finally appeared,it was not outstanding. Nevertheless, dealers took 400,000 orders in thefirst two weeks!On the other end of the scale, many others tried their hands at making auto-mobiles, typi-cally after working for an e s t a b l i s h e d company. In e n g i n e e r i n g terms, some of these were masterpieces.There is little on today’s carsthat wasn’t at least tried before WWII. But economically, most firms were failures in the sense that they didn’t produce a large number of cars or stay in business for a long time. In fact, a surprising number of companies never got as far as actually selling a car. The Depression elimi-nated many of them. The number of brands available today may be be-wildering, but it is small compared to the number that no longer exist.The Complete Encyclopedia of Motorcars lists more than 300 makes un-der the letter A alone!Cars quickly changed the American landscape, filling in the spaces be-tween the towns. Motor hotels , later shortened to motels were built along the highway. Ford himself, with his friends Harvey Firestone and Thomas Edison (for whom he had worked), pioneered the motoring vacation. In 1913 the Gulf Refining Company opened the first filling station; previ-ously motorists had to drive to a railroad station and fill from a tank ernment, rather than supporting the wonderful invention, con-sidered it a nuisance and discouraged it with high taxes and low speed limits. Bad technical design was purposely used to avoid repressive regu-lations, but the concept was too powerful to kill.Willys-Overland Jeep : THE vehicle of WWII.(Walter P. Chrysler Museum)Production of civilian cars ceased shortly after the country’s entry into WWII. All industry turned to manufacturing war materiel. Even re-placement parts to keep the existing cars going were sometimes un-available. Gasoline was rationed, but if you needed extra, you just bought tickets from someone else, and the free market continued as the black market. Tires, the fastest wearing parts on the car, were nearly unavail-able, but they used inner tubes, which were. If the tire were torn too badly to contain the tube, “boots” (essentially pieces of ultra-heavy tube) were available to cover the hole. The main problem was that the supply of natural rubber from the Orient had been intercepted by the Japa-nese. This led to the development of synthetic rubber, which turned out to be better anyway.The best-known vehicle of WWII was the Army’s general-purpose vehicle, abbreviated GP, which came to be pronounced Jeep, now a reg-istered trademark. In 1939 the Army sought a lightweight, but tough, utility vehicle. The first successful models were built by Bantam, but the contract was awarded to Willys-Overland Company. With Ford also producing the vehicle under forced license, 660,000 were produced for WWII. It had four-wheel-drive (4WD), unusual back then, and was known for chewing through muck while everything else was getting stuck. Aside from the complexity of 4WD, it was simple and rugged. If the defrosters couldn’t keep up with the snow, which was most of the time, you disassembled the top, folded down the windshield, and sol-diered on. At one time Jeep was used to signify any 4WD vehicle. A notable anomaly was the ubiquitous U.S. postal jeep (neither rain, wind, nor snow, etc.), which was 2WD.After WWII, Willys redesigned the Jeep slightly for civilian use and designated it the CJ for civilian Jeep. Willys-Overland was taken over by Kaiser in 1953 and then by American Motors Corporation (AMC) in 1970. After a model run of 33 years with minimal changes, the CJ was replaced by the YJ, allegedly for yuppie Jeep, although never officially acknowledged. AMC became dominated by Renault and then was bought entirely in 1988 by Chrysler, now part of Daimler-Chrysler. The Jeep survived all of this and is now a complete line, all 4WD.Post WWIIAt the end of WWII, the mighty wartime industry returned to manu-facturing cars for the public in record numbers as fast as factories could be reconverted and scarce supplies replenished. These were bought hun-grily by returning military personnel who had not been home to spend their pay and by civilians, who had not spent theirs because there were few goods to buy. Initially, the cars were the same as before the war, but the industry was already preparing for explosive growth. If the economy could produce millions of vehicles to be destroyed, why not millions for good use? In 1946 the miles of surfaced roads exceeded the unsurfaced total for the first time.American manufacturers began making their cars look different with sheet metal, chrome, and ornaments, but underneath they were pretty much the same: water-cooled flathead V-8 or straight-6 engine, front-mounted, rear drive. Automatic transmissions were just beginning, and some were not fully automatic. Independent front suspension was be-ginning to replace beam axle. Rear was solid or live-axle with leaf springs. Although far from optimum, the combination was quite ad-equate, serviceable, and reliable. Options consisted of: exterior color, whitewall tires, radio (AM only), heater/defroster, and cigarette lighter. Generally not available were: power steering, power brakes, power windows/door locks, air conditioning, any safety equipment, or any sortof sound reproduction.1950s:T he Modern AutomobileAll that changed in the 1950s. If one decade were selected out of the century as that of the automobile, it would be the fifties. By now most families again had a car; the industry set out to convince them they needed a new one, perhaps more than one! Each model year was im-proved, mostly restyled. Options proliferated even for the less expen-sive brands: a range of models within each brand, a variety of engines,standard or overdrive or automatic transmission, anti-spin differential,power accessories, air conditioning, two-tone paint, seat belts, full-wheel covers (very important), fender skirts, and continental kits for the spare tire. Low-profile tubeless tires were introduced, and wheel diameter was reduced to 15 inches, and then 14, to lower vehicle height. It was assumed that each year’s models would be slightly bigger, heavier, bet-ter, and, of course, more expensive than the previous year’s. The luxury marque would, over a few years’ span, be downgraded and replaced with a new name and eventually be relegated as the economy model. Compe-tition was fierce, but it consisted more of copying than innovating. In-dustrial spying was becoming big business. Although model changes had to be planned years in advance, features in one make were invari-ably reflected in the others. Grilles in Fords and Chevys had an un-canny resemblance. One year it was noted that the prices of the base models from the big three were within $20 of each other.I might be slightly biased, because it was the year I got my license,but 1955 seemed to be the outstanding year of the outstanding decade.Chevrolet put the first V-8 in its passenger cars, and it was overhead valve (OHV) and a potent engine. Plymouth had a V-8 for the first time.Ford had gone OHV the year before, but horsepower was up for 1955.Chrysler upped the horsepower of its hemi engine to 300 for a special new model. The 300 series endures today. Styling completed the transi-tion from bulbous to boxy. Chrome was an integral, or even defining,element of the styling. That great American icon, the tailfin, had spread from Cadillac to all makes, although in modest form at first. With the V-8’s popularity came dual exhaust. A beltline chrome strip separated the body into halves for two-tone paint (or three!). The buyers loved it all;by the end of 1955 there were twice as many cars in the country as in 1945.Another notable year was 1958, but in this case it was a bit negative.It was the year of the chrome plague: chrome bumpers were massive to the point of being blinding in bright sun, and trim strips were added anywhere there was room. It was the year of the Edsel, a word that has become a synonym for bad planning. It was the year Chevy introduced air suspension. The damping from the leafs of the leaf springs rubbing against each other was gone, the shock absorbers (dampers, really) were not stiffened accordingly (probably in deference to Americans’ penchantOld and new high-performance: famed Duesenberg “J” (origin of the expression,“It’s a Doozy!”) and Dodge Viper (William Pettit)for a soft, if unsafe, ride), and the rear end was noted for bobbing around.(Air was soon replaced by coil springs all around, but this had the same problem, and the uncomplimentary name bedspring suspension was ac-quired.) Chevy’s body style lasted only one year. Chevy introduced a bigger optional V-8, which proved less practical and was itself replaced after seven years. (The previous small block , in contrast, lasted into the 90s.) Ford also introduced a new engine that was disturbingly similar to the previous trouble-prone design it replaced; it was eventually refined into Ford’s legendary 427. Ford’s Thunderbird became a four-passen-ger luxury sedan, giving up all pretense of being a sports car.1960s:Muscles, Compacts, and PoniesThe sixties were notable for several things, not all good: Beauty may be in the eye of the beholder, but it is close to scientific truth to say that some profoundly ugly cars were made. Cadillac produced the batmobile series whose tailfins were so big and sharp that they were declared a hazard to pedestrians. Some Chrysler products had a fake spare tire cover on the trunk lid that was promptly named the toilet seat .Enthusiasts cared less about looks—performance had become breath-taking! Performance meant engines—speed in a straight line only, please.In the decade after 1955, available horsepower doubled. To be eligible un-der NASCAR (National Association of Stock Car Racing) rules, a maker had to sell a certain number of cars or engines through a dealer, allegedly for use on the street. The companies quickly learned the advertising value of winning races. Ratings shot from 200 hp to 400 hp and then mysteri-ously stopped while development continued. What had happened was that the insurance companies were declining to insure these rockets, and they weren’t selling, even at cost. At the peak, all of the big three makers had engines actually producing in excess of 600 hp on the test stand!This was for full-sized cars, as all had been in the 50s. Within each brand in the 60s came sub-lines of different sizes. Known as compacts ,they seemed relatively small, spartan, and underpowered. Except for their styling, compacts weren’t much different from the cars of a decade or two earlier.In between came a line imaginatively termed intermediates . How-ever, some came to be fitted with engines only slightly smaller and tamer than the NASCAR-oriented engines. These came to be known as muscle cars and are highly prized by collectors today.1959 Cadillac: dubbed the Batmobile , the fins were later declared a hazard to pedestrians. (Henry Ford Museum)In 1962 Ford exhibited a two-passenger, mid-engine, V-6, indepen-dent-rear-suspension, sporty show car named the Mustang. It gener-ated much interest, and Ford announced it would produce the Mustang.In 1964 the company did, but it was a four-passenger, front-engine, solid-axle car which used components from Ford’s regular compact, the Fal-con. However, the Mustang was cute and sold well; in fact, the Mustang gave a name to a class known as pony cars. The line was downgraded,but it survived, and pony cars became Ford’s current performance line.1970s:BackslidingThe euphoria was shattered by a series of events: First, the govern-ment imposed emission standards. High performance had been achieved partly by feeding the cylinders excess fuel to use 100% of the oxygen,considerably more than theoretically necessary. This improved horse-power, response, and cold operation at the expense of seriously increas-ing hydrocarbons and carbon monoxide. These had to go, so mixtures were leaned, and the old bugaboos returned. Unleaded gasoline was mandated—lead fouled the necessary catalytic converters. Octane rat-ings dropped, necessitating lower compression ratios. The method of rating octane was changed, making the numbers look even worse than they were. The converters contained platinum and hence were expen-sive, so dual exhaust disappeared.Second, a more realistic method of rating horsepower was adopted.Originally engines were tested with everything possible removed—no water pump, generator, air cleaner, or exhaust system. The new system required the engine to be in street configuration. Net output was measured rather than gross; ratings suddenly dropped by about a third.Lastly, the Organization of Petroleum Exporting Countries (OPEC)oil embargo hit in 1973. Gasoline was scarce, and many companies stopped producing high-test altogether. Also, the government mandated the post-ing of fuel-economy figures on new cars, and buyers paid attention.All of these factors conspired against the engine, and the seventies were known for poor-performance cars. The suddenness of the change,combined with the de-ratings, made the decade seem worse than it was.There was a general consensus (fortunately incorrect) that high-perfor-mance was gone for good.1964 Mustang: resemblance to show car, nearly zero, was close enough.(Henry Ford Museum)1980s:Fight for SurvivalBy the eighties all American automakers were in trouble, losing bil-lions of dollars per year. The dinosaurs (as George Romney, AMC presi-dent, had referred to them) were having trouble adapting to cosmic changes. They believed (correctly) that by-and-large Americans pre-ferred American cars, but they mis-guessed how much the buyers would put up with before they switched. Japan became the world’s No. 1automaker in 1980, eventually capturing 28% of the U.S. market.Chrysler convinced the government to guarantee a billion-dollar loan to modernize in order to survive.Throughout the seventies American manufacturers begrudgingly introduced subcompacts. (Smaller cars returned smaller profits.) They also made alliances with foreign manufacturers, sometimes selling a purely foreign car under an American name. As the economy worsened,small cars came to account for the majority of sales.In 1985, Ford boldly invested heavily in an all-new FWD aerody-namic model—the Taurus. It certainly looked different, eliciting such comments as “a basket of Easter eggs” and “another Edsel.” But Ford stood by it, fixed some problems, and maintained quality. Taurus/Sable became its mainstay.GM gradually undertook to beat the Japanese at their own game—build a better car for a lower price—and with the help of tariffs, im-port quotas, and changing exchange rates, succeeded to a certain ex-tent. Some parties, both labor and management, clearly would have preferred a law requiring Americans to buy American , but the gov-ernment wasn’t willing to go that far.1990s:The Resurgence of the AutomobileWith the economy strong once again, the price of gasoline stabilized,and a number of significant technological advances coming on line, de-signing, selling, and driving cars once again became fun. Manufacturers stopped complaining about emission standards and bragged that they could exceed them. Computer-controlled, sequential-port electronic fuel injection (EFI) gave not only lower emissions, but also better perfor-mance. Closed-loop feedback systems measured combustion and exhaust and adjusted the engine parameters for optimal operation, even for sub-optimal components on the input side. Detroit decided that it could af-ford disc brakes and independent suspension for the rear, too, after see-ing them on imports for decades. Virtually everything designed for home427 Shelby-Ford-AC Cobra: a living legend. There are many more clones than originals.(Auburn-Cord-Duesenberg Museum)audio was so miniaturized and rugged that it could be readily adapted for a car. Makers could no longer afford not to have the automatic trans-mission controlled by an electronic computer, rather than ramain me-chanical. Performance began to match that of the old muscle cars, while meeting emission standards, getting reasonable gas mileage, and re-taining all safety and comfort features. In addition, a number of specialty supercars became available—200 mph cars that met federal standards. 2000 and BeyondHistorically, exciting predictions of the future have mostly been wrong. The best bet is the status quo. Breakthroughs are always possible, but one should not count on them, much less schedule them. One manufac-turer speaks of the air being cleaner after its car has passed through; imagine being urged to drive because the air was dirty! (A similar situ-ation does occur with river water intake compared to sewage water out-put in some cities.) We do have some potentially limitless energy sources: the sun, if we can invent a cheap, efficient way of harnessing its radia-tion, preferably directly as electricity; nuclear fusion, which needs a tech-nological breakthrough; and nuclear fission, where the problems are po-litical, not technical. Then we can use electric cars, that is, if we can get a battery breakthrough. Or we can dissociate water into hydrogen and oxygen so we can have a more powerful IC engine whose emissions are harmless, if we can figure out a practical storage system for the gases.As one wag puts it, “The electric car is the car of the future and has been for 100 years.” The internal combustion engine will probably be around in some form for a while, continually improving. Historically, again, most predicted barriers have since been broken. We have already reached the point where replacing an existing car with a new one is negative progress because the pollution incurred in manufacturing all the necessary materials is more than the old car will emit. Furthermore, the expense could have been directed to something that actually would reduce pollution (the exclusion principle, too often ignored). It appears that the future of the IC automobile may be decided not by engineering, nor even economics, but by politics. Often in the past, lawmakers have tried to set aside the laws of nature, with disastrous results, and it will no doubt happen again.References:Autoweek Magazine, various issues.Automobile Magazine, various issues.America on Wheels, Coffey and Layden, General Publishing Group.The Complete Encyclopedia of Motorcars, G.W. Georgano, editor, E.F.Dutton & Co. The History of the Automobile, Marco Ruiz, Gallery Books.The Automobile, the First Century, Burgess-Wise, Boddy, Laban, Greenwich House. Guy Eavers Museum, Mint Spring, V A (540/337-1126).Henry Ford Museum, Dearborn, MI (313/982-6116).Walter P. Chrysler Museum, Auburn Hills, MI (888/473-2822).Auburn-Cord-Duesenberg Museum, Auburn, IN (219/925-1444).Dodge Viper prototype: the productioncar was as similar as the law would allow. (Walter P. Chrysler Museum)Arthur D. Delagrange, Massa-chusetts Beta ’61, and his wifeJanice, live near Mt. Airy, MD,which is on the Old NationalPike. He received a B.S. andM.S. from the MassachusettsInstitute of T echnology in 1962and a Ph.D. from the Univer-sity of Maryland in 1974, all inelectrical engineering. Heworked at the Naval SurfaceWarfare Center in SilverSpring, MD, (now closed)during 1959-94. Since retiringhe has done consulting, bothfree-lance and for AdvancedT echnology & Research,Burtonsville, MD.Art has authored 68governmental reports,22 articles in trade magazines,and one chapter in The Art andScience of Analog Design,editedby Jim Williams (Butterworth-Heinemann).He has written articles on the C&O Canal (T HE B ENT, Fall1999) and on the B&ORailroad (T HE B ENT, Spring2000). Art holds nine patents,and his hobbies includeelectronics, audio, music, cars,water-skiing, and cycling. Hehas been interested in cars aslong as he can remember.。
Mercedes-benz (奔驰)发展史.ppt
Daimler-MotorenGesellschaft 1916
Daimler-Benz AG 1926
Mercedes-Benz 1989
今天，三叉星徽已成为世界最驰名品牌的象征。
1926
一战后的经济危机时期，奢侈品销售陷入 困境。 1926年6月，戴姆勒和奔驰这两个老牌汽车 制造商合并成立戴姆勒-奔驰汽车公司，共 同在汽车制造道路上携手前行。 这个商标现已成为汽车品质与安全的保证。 如今，梅赛德斯-奔驰已经驰名世界，代表 着汽车业的传统、创新、奢华与未来。
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Slide 19
M级越野车 改进的动力---为路而生，道路就在脚下
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Slide 20
M级
M级SUV堪称SUV潮流的引导者：动感，时尚，道路驾驶和越野性能同样 出众 M级SUV不仅透漏着动感、力量和运动性，更有着无与伦比的性能和优雅 M级SUV的独特设计理念使得它成为独一无二、高贵奢华和无限创新的代 名词
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Slide 15
E级轿车 悠久传统与精彩设计 “美丽永恒”
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Slide 16
E级
E级车是梅赛德斯-奔驰的主打产品，秉承了这个品牌的优良价值 E级车永远是商务用车的经典选择，在同类型车中被认为是最安全和最 舒适的
“一个工程师，一台发动机”显示了梅赛德斯-AMG对传动的尊重，同时传承了精 湛的工艺和创造性
每一个发动机都是由一个工程师打造，这位工程师会在梅赛德斯-AMG发动机的金 属板上刻上自己的签名
Mercedes-Benz Cars, Date
汽车发展历史
汽车发展史汽车历史1．汽车的远祖2．汽车发明家时代3．汽车发展史——未来汽车4．法国汽车发展史5．德国汽车发展史6．美国汽车工业史7．韩国汽车发展史8．日本汽车发展史汽车企业的辉煌1．昨日奔驰2．今日奔驰3．奔驰“星光”灿烂4．菲亚特百年史5．丰田的发展史6．雪铁龙自传7．雷诺的发展历程8．大众汽车发展史9．奥迪的曲折发展史10．福特汽车发展史11．绅宝汽车之世纪梦回12．宝马历史13．劳斯莱斯天使的传奇14．通用--庞蒂亚克发展史15．捷豹传奇16．越小越精神——“mini”的迷人故事17．狂野不羁林宝坚尼18．克莱斯勒家族史19．法拉利之历史20．甲壳虫的传奇神话21．通用--奥兹莫比尔的历史22．通用--卡迪拉克的百年传奇23．保时捷的发展历史24．开启“车器”时代的日产25．东方车坛的菱钻―三菱汽车26．朝鲜半岛的黑马―现代汽车汽车发展历程拾零1．汽车：对20世纪人类影响最大的产业2．越野车的历史3．吉普车的诞生4．消防汽车的发展史5．楔形汽车6．船型汽车7．鱼型汽车8．箱型汽车9．子弹头型汽车10．汽车发动机的发展史11．汽车灯的发展史12．汽车轮胎发展史13．汽车牌照趣史汽车百年历程历程回顾1886——1896 1897——1907 1908——1918 1919——1929 1930——1940 1941——1951 1952——1962 1963——1973 1974——1984 1985——1990汽车行业精英轶事1．卡尔·本茨2．亨利·福特3．威廉·C·杜兰特4．艾尔弗雷德·P·斯隆5．瓦尔特·克莱斯勒6．恩佐·法拉利7．安德烈·雪铁龙8．费迪南·保时捷9．丰田喜一郎10．本田宗一郎11．交通始祖伊诺12．一代宗师——费迪南德.波尔舍13．莲花跑车独行打天下14．世界汽车设计师的摇篮15．汽车技术六大里程碑中国汽车百年1．驾座千年沧桑2．新中国成立前的汽车业（1901一1949）3．新中国汽车工业创业史4．1992—2002：中国汽车发展最好的十年5．中国汽车业的光荣与梦想6．中国汽车（1949——1999）大事记7．中国汽车三大集团8．主要汽车企业乘用车生产企业上海大众、一汽－大众、上海通用、神龙汽车广州本田、风神汽车、一汽轿车、南京菲亚特上汽奇瑞、华晨汽车、北汽控股、长安福特东风悦达起亚、长安汽车、哈飞汽车、昌河汽车、上汽五菱、西安秦川商用车生产企业一汽解放、东风载重、东风股份、中国重汽江淮汽车、陕汽集团、中兴汽车、长城汽车9．我国汽车分类标准汽车历史车的诞生，车的发展，在历史的长河中给我们留下了点点滴滴。
汽车简史
2.1 汽车的起源
一、车轮的发明
撬
轮子
手拉肩扛
2.1 汽车的起源
公元前1900年，埃及人就学会用滑橇来搬运重型
物体。为了省力，人们将轮装在滑撬下面，于是就产
生了车（二轮车或四轮车）。
2.1 汽车的起源
轮被视为人类最古老、最 重要的发明，轮子的发明改变 了人类的陆地运动方式，实现 移动由滑动到滚动的飞跃。从 轮到车，是人类交通方式的第 一次伟大革命，它放飞了人类 对快捷交通的梦想
2. 4 汽车技术发展史
一百多年的汽车发展史表明：汽车诞 生于德国，成长于法国、成熟于美国，兴 旺于法国，挑战于日本。 汽车技术经历了六个最重要的里程碑
2. 4 汽车技术发展史
一、“梅塞德斯”开创了汽车时代
德国人发明了汽车，但促进汽车初期发展的却是法国人。汽车出 现以后，各国政府纷纷立法管理。当时在欧洲立法基本上是对汽车发 展不利的，只有在法国汽车才能自由发展，初期汽车技术的发展都是 在法国。 1889年法国的别儒研制成功齿轮变速器、差速器； 1891年首次采用前置发动机后轮驱动，开发出摩擦片式离合器； 1895年开发出充气式橡胶轮胎； 1898年法国的雷诺一号车采用了箱式变速器、万向节传动轴和齿 轮主减速器； 1902年法国的狄第安采用了流传至今的狄第安后桥半独立悬架；
1934年3月24日，一种新型的汽车结构出现了
一款名叫“7A”的前驱动汽车问世。
2. 4 汽车发展史
2. 4 汽车技术发展史
四、“甲壳虫”汽车的神话
2. 4 汽车技术发展史
小巧的流线型车身，经典的“圆眼睛”车灯，二门四座、后 置风冷发动机，费迪南德.波尔舍老款“甲壳虫”给人的印象是
它可爱的造型和低廉的价格。曾经红极一时的“甲壳虫”创造了
三菱汽车(Mitsubishi)发展史
三菱汽车（Mitsubishi）发展史1970年在三菱重工业公司和美国克莱斯勒公司共同出资下,三菱汽车工业股份有限公司成立了。
总部设在东京都。
随后的几十年,Diamante、GTO、Galant、Mirage、RVR、Pajero等车款,奠定了三菱在车坛上的菱钻形象。
从专业角度来看,三菱汽车只是三菱企业的一个部门,却是日本汽车业界,拥有最强研发实力的一家车厂。
目前公司汽车年产量在100万辆以上,在日本国内有10个生产厂、2个轿车研究中心和1个载货车、客车研究中心,国外有25个生产厂。
曾生产出日本第一辆柴油客车扶桑BD46。
主要产品有微型轿车和载货汽车、小型轿车和载货车、中重型载货车、厢式车、客车、运动车、发动机和其他零部件等。
1917年三菱第一辆小客车量产成功,这是全日本首部量产型汽车。
1918年三菱首部货车原型车研制成功。
1931年日本首台柴油引擎―三菱450AD研发上市,直接喷注式引擎,确立了三菱在商用汽车领域的领导地位。
1932年首部大型巴士B46问市,标示着三菱巴士生产线的开启。
1934年完成首部四轮驱动(4WD)日本汽车,就是引起世界车坛注目的三菱PX33跑车(装配柴油引擎)。
1951年推出配备革命性悬挂系统的八吨货车T380,此种设计典型,对今天重型货车系列的影响深远。
1960年完成首部经风洞测试、符合空气动力学设计的三菱500房车,后又衍生为Colt车款。
1961年三菱4DP柴油引擎首获日本机械学院奖(JMAA),被公认在同级引擎中效率最佳。
1963年推出首部高速观光巴士MAR820,配置全球最强力的涡轮增压柴油引擎(290PS),能以时速134公里的速度行车。
1975年以先进的科技,首创无声的防震差速车轴,透过两条双重转动的差速车轴,驱动一反向曲轴,从而确保稳定又很静的行车。
其他竞争车厂必须向三菱申请许可证,才能使用这项技术。
1982年成立全球独一无二、全生产线配置涡轮增压引擎的车厂,当时装配的全涡轮增压车款有Golt、Lancer、Galant、Sapporo及Starion。
汽车发展史【英文版】
Cadillac
Smaller air resistance, but narrow space and bad stability with cross wind.
➢ History---old stories
Real Automobile Era
Changed the style to be better!
➢The history of the car
Name： Student id：
➢ Car culture
How much do you
know about cars?
• Vehicle history • Auto and logo show • Conception car
➢ History---elder stories
Three Box Car (Boat) 1950s
For d
Chevrolet
Buick Cadillac
The world's largest number of a kind of models!
Conquered the instability with cross wind, but cannot run at high speed because of the strong air eddy.
Karl Benz made the first gasoline engine and used on the first 3 wheels automobile; Daimler manufactured the first four wheels car!
French, America, England, Japan and Russia started to their automobile era.
汽车百年发展史
汽车世界第一辆汽车（1886年 Benz Patent Motorwagen）瑞典Koenigsegg CCX超跑 2008版汽车，即本身具有动力得以驱动，不须依轨道或电力架设，得以机动行驶之车辆。
广义来说，具有四轮行驶的车辆，普遍多称为汽车。
虽然，长久以来学术各界对「谁是第一位汽车发明者」皆有不同的看法及论述，未有完全一致性的看法，但是，绝大部份学者皆将德国工程师卡尔·奔驰视为第一位发明者[1]。
汽车历史蒸汽车∙1888年，法国自行车商人埃米尔·罗杰斯（Emile Roger）获得朋驰的许可，开始生产商用汽车。
安全性环境保护主条目：环境保护2008每千人拥有汽车比率 601+ 501-600 301-500 151-300 101-150 61-100 41-60 21-40 11-20 0-10定义与分类各国法律依汽车的使用方式、大小、功能，所付予的定义与分类：日本定义∙使用内燃机行使的车辆，超过三轮以上，或二轮但是排气量大于125mL分类∙乘用车：以搭载人员为主的车o普通自动车：总重5吨以下，载重3吨以下，载人10人以下o普通机车：排气量125mL以上400mL以下两轮车o小型机车：排气量400mL以上两轮车∙载运车：载货空间大于载人空间的车或载运10人以上的车o中型自动车：总重5吨以上11吨以下，载重3吨以上6吨以下，载人10人以上29人以下o大型自动车：总重11吨以，载重6.5吨以上，载人30人以上∙特殊作业车：不属于以上两者，且有运输之外的主要用途o小型特殊自动车：有运输外用途最高速15km以下全长4.7m以下、全幅1.7m以下、全高2.8m以下o大型特殊自动车：有运输外用途不符上述小型标准者中华人民共和国分类∙小型、微型非营运载客汽车∙摩托车∙拖拉机∙其他机动车基本构造说明：词汇内容选用多数汽车公司所拥有的科技词汇为对象，不计少数汽车公司的科技词汇。
词汇名称与中译名称皆以台湾汽车工业或学术机构常用的美式英语名称为对象，不使用日式英语词汇。
汽车发展史简述500字
世界汽车发展简史汽车萌芽期——蒸汽汽车的起因1478年，意大利科学家、发明家列奥纳多·迪·皮耶罗·达·芬奇（Leonardo di ser Piero da Vinci）第一次提出了具有自推进功能的汽车设计。
1765年，詹姆斯·瓦特（James Watt）改进了蒸汽机设计，制造了第一台有实用价值的蒸汽机，推动了机械工业社会的发展。
1769年，法国工程师尼克拉斯·库纽（NicholasCugnot）在巴黎制造出世界上第一辆整齐驱动的三轮车。
汽车成型期（1885-1913）——内燃机—发动机发展-底盘发展-材料发展1885年，德国发明家卡尔·奔驰（BariFriedriBhAenz）设计和制造了世界上第一辆能实际应用的内燃机驱动的马车是三轮汽车。
1886年，卡尔·本茨发明的世界上第一辆三轮汽车获得了“汽车制造专利权”，本茨因此而被后人誉为“汽车之父”。
同年7月，世界第一部四轮汽车正式贩售。
德国人戴姆勒发明了第一辆四轮汽车。
1888年，法国自行车商人埃米尔·罗杰斯（EmileRoger）获得奔驰的许可，开始生产商用汽车。
1908年，福特公司T型轿车上市，至T型轿车停产前共计销售1500万辆，为汽车产业及制造业的发展做出了巨大的贡献。
1913年，福特公司开发出世界上第一条生产流水线，组装效率提升了约8倍。
中国的汽车工业简史汽车初始发展期（1953-1958）1953年，7月15日，中国第一汽车制造厂动工。
1956年，7月13日，国产第一辆解放牌CA10型载货汽车在中国第一汽车制造厂诞生；吉林长春第一汽车制造厂投产；国馋第一辆解放牌载货汽车驶下装配线。
1958年，大跃进期间，由于国家实行企业下放，各省市纷纷利用汽车配件厂和修理厂仿制和拼装汽车，形成了中国汽车工业发展史上的第一次“热潮”。
发展期（1960-1980）该阶段从1960年到1980年，跨越了四个“五年”计划，以第二汽车制造厂、四川汽车制造厂和陕西汽车制造厂的建设为主线。
1.汽车发展史Automobile History(英语)
Germany Hans Hochu 's Clockwork Car
1649
In 1649, a German watchmaker Hans Hochu（汉斯· 郝丘） made a clockwork car. But the speed of this car less than 1.6km / h, and after a distance of 230m, it must be rolled steel strip once.
The Automotive Industry before PRC
从1936年至1946年，我国各地先后试制过几种汽车，除沈阳的“民生牌”外， 还有太原的“山西牌”、长沙的“衡岳牌”，上海的“中国牌”、云南的“资源 牌”、天津的“飞鹰牌”等，但都仅仅是昙花一现。其中山西汽车修理厂试制的 山西牌汽车，对社会公众影响颇大。
1964年，国家确定在三线建设 以生产越野汽车为主的第二汽 车制造厂、四川和陕西汽车制 造厂。一个崭新的大型汽车制 造厂在湖北省十堰市兴建和投 产，当时主要生产中型载货汽 车和越野汽车。
Second Automobile Works
Construction Site in 1967
Henry Ford's Model T & His Assembly Line
1913
Ancient Chinese Vehicle
Qin Shi Huang mausoleum bronze horse chariot
China 's First Imported Car
我国最早进口汽车是在1901年(清光绪二十七年)，是匈 牙利人李恩时(Leine)将两辆汽车带人上海。一车轮是木 制的，外面包上实心橡胶轮胎。采用转向盘、转向带和 梯形结构控制行驶方向。照明用煤油灯，喇叭是手揿的。 这两辆车在上海招摇过市，引起轰动。
汽车文化之汽车发展史车身变迁史-1
• 1934年克莱斯勒气流牌轿车
• 大众甲壳虫汽车
• 大众甲壳虫汽车
03
流线型汽车 Streamlined Car 汽车车身形式在发展过程中主要经历了马车型汽车、箱型汽车、流线型汽车、船型汽车、鱼型汽车、楔形汽车等。
现 代 汽 车 上 船 型 汽 车 的 影 子
05
鱼型汽车 Fish Type Car
05
鱼型汽车 Fish Type Car 汽车车身形式在发展过程中主要经历了马车型汽车、箱型汽车、流线型汽车、船型汽车、鱼型汽车、楔形汽车等。
输入小标题
01
鱼型汽车 的由来
为减小船型汽车尾部 阶梯的涡流，船型车 后玻璃逐渐倾斜，倾 斜的极限即成为斜背 式，被称为鱼型汽车。
马车型汽车
从19世纪末到20世纪初，世界上相继出现了一批汽 车制造公司，戴姆勒、奔驰、美国的福特、英国的劳 斯莱斯等。当时的汽车外形基本上沿用了马车的造型， 因此被人们称为无马的“马车”。
01
马车型汽车 Carriage Type Car 汽车车身形式在发展过程中主要经历了马车型汽车、箱型汽车、流线型汽车、船型汽车、鱼型汽车、楔形汽车等。
鱼型汽车 05
Fish Type Car
汽车车身形式在发展过程中主要经历了马车型汽车、箱型汽车、流线型汽车、船型汽车、鱼型汽车、楔形汽车等。
现代汽车上鱼型汽车的影子
01
02
03
04
06
楔形汽车 Wedge-shaped Car
06
楔形汽车 Wedge-shaped Car 汽车车身形式在发展过程中主要经历了马车型汽车、箱型汽车、流线型汽车、船型汽车、鱼型汽车、楔形汽车等。
汽车发展史介绍
汽车发展史介绍百年世界汽车大年夜事记1886年卡尔·奔腾制造出世界上首辆三轮汽车，戈特利布·戴姆勒制成四冲程汽油机驱动的四轮汽车。
1888年奔腾临盆出世界上第一辆供出售的汽车。
1889年法国漂亮汽车公司成立。
1890年陆虎（Rover）开端临盆汽车。
1891年法国潘哈德与勒伐索开创发念头前置车型，研制成功汽车专用车架。
1893年世界上第一个汽车牌照和驾驶证在法国揭橥。
杜里埃设计出美国第一辆汽油机汽车。
1894年戴迪安获首届汽车公路赛冠军，平均时速12英里。
P·狄塞尔展现第一台有用柴油机。
1895年世界上初次官方举办的公路汽车赛在巴黎――波尔多之间举办。
杜里埃获首届美国汽车赛冠军，平均时速5.05英里。
美国第一家汽车公司杜里埃汽车公司成立。
米其林兄弟在漂亮汽车内应用充气轮胎。
法国汽车俱乐部成立。
贝斯电动车问世。
1896年亨利·福特临盆出第一辆汽车。
为了庆贺英国司法将灵活车限速进步到19公里/时，举办了首届伦敦－布莱顿汽车赛。
1897年奥兹汽车公司成立，并出产第一辆奥兹汽车。
1898年波士顿举办美国首届汽车博览会。
美国的哥伦比亚号汽车起首应用电灯照明，用于前灯和尾灯。
查斯洛普·劳博特伯爵制造出63公里/时的车速记载。
梅茨格设立第一家汽车专卖店。
1899年菲亚特汽车公司和雷诺汽车公司成立。
第一辆欧宝汽车出厂。
纽约市成立美国第一家汽车补缀厂。
卡米尔·金纳特驾驶一辆电动车制造了106公里/时的车速记载。
1900年美国《礼拜六晚邮报》登出全球第一份汽车告白。
纽约市政当局揭橥美国第一份汽车驾驶执照，称”工程师证书”。
1901年奥兹汽车公司起首给汽车安装车速表。
美国帕克特汽车内显现第一个手控焚烧提早装配。
戴姆勒用”梅赛德斯”为本身的汽车定名。
一辆罗克莫比克蒸汽车驯服了美国科罗拉多海拨4312米派克斯峰。
1902年卡迪拉克汽车公司成立。
1903年福特汽车公司成立。
关于汽车发展史的英语作文
关于汽车发展史的英语作文English Response:History of Automobile Development.Introduction:Since its inception, the automobile industry has undergone remarkable evolution, revolutionizing transportation and shaping modern society. From rudimentary steam-powered vehicles to sophisticated electric cars, the journey of automotive development is a testament to human ingenuity and innovation.Early Beginnings:The dawn of the automotive era dates back to the late 19th century, with inventors like Karl Benz and Henry Ford pioneering the concept of self-propelled vehicles. Benz's creation of the first practical automobile, the BenzPatent-Motorwagen in 1886, marked a significant milestone. Meanwhile, Ford's introduction of the assembly line technique in the early 20th century revolutionized mass production, making cars more affordable and accessible to the public.Technological Advancements:Over the decades, automotive technology has witnessed remarkable advancements. The transition from internal combustion engines to electric propulsion is one of the most notable trends of the 21st century. Electric vehicles (EVs) offer numerous advantages, including environmental sustainability and reduced dependency on fossil fuels. Companies like Tesla have played a pivotal role in popularizing EVs, showcasing the potential for innovation in the automotive sector.Innovations in Safety and Comfort:Apart from propulsion technology, improvements in safety and comfort have also defined the evolution ofautomobiles. Features such as airbags, anti-lock braking systems (ABS), and advanced driver assistance systems (ADAS) have significantly enhanced vehicle safety, reducing the likelihood of accidents and fatalities. Moreover, developments in automotive design and materials have led to more ergonomic and luxurious interiors, providing passengers with a comfortable and enjoyable travel experience.Challenges and Opportunities:Despite the progress, the automotive industry faces various challenges, including environmental concerns, regulatory requirements, and changing consumer preferences. However, these challenges also present opportunities for innovation and growth. Concepts like autonomous vehiclesand shared mobility services hold the potential to reshape the future of transportation, offering efficient and sustainable solutions to urban mobility problems.Conclusion:In conclusion, the history of automobile development is a testament to human creativity and perseverance. From humble beginnings to the present day, the automotive industry has continuously evolved, driven by technological innovation and changing societal needs. As we look towards the future, the journey of automotive development promises exciting possibilities, shaping the way we live, work, and travel.---。
汽车发展史(英文展示ppt)
The first car
The first gasoline car
汽车发展史
October 1885 , Carl Benz , designed and manufactured a gasoline loading threewheel car .
high-speed like planes computer control,safer
less more humanzied design
multifunctional less accident
general speed not snsitive enough
large more defects
丰田购买福特汽车的引擎，研究并研发自己的产品。 在精益生产方式的带领下，丰田走在日本汽车制造商 的前沿，然后也逐渐成为世界领先的汽车制造商。
汽车发展史
The most famous automobile brands:
USA: General Motors 通用 Ford 福特 Europe: volkswagen 大众 daimler 戴姆勒 Japan: Toyota 丰田
(1885年10月，奔驰发明 了世界上第一台由汽油引 擎机发动的三轮车)
汽车发展史
After the 20th century , cars no longer just the Europeans dominated , Ford , invented Ford "T" car , which built water production line ,starting a new car period. (20世纪后，汽车不再只是欧洲人主 导，美国福特公司推出T型车并且发 明了流水线生产方式，将汽车行业领 入新时代。)
汽车发展史-英文翻译
汽车发展史译者:现代汽车的发展是现代发动机发展的缩影。
在这里我们从新回顾下这些故事，这既是为了那些想要了解过去我们是如何着手实现私人着陆火箭怎样造成严重交通事故的年轻人，同时也是为了那些追求美好古老日子的老计时员。
在那时，汽车在寒冷天气不能启动，在炎热的天气爆炸，在潮湿的天气了不能停止。
起源：1700年汽车史大致分为三个阶段：19世纪（或更早以前）和20世纪上半世纪、20世纪下半世纪。
中断应该发生在第二次世界大战，当时在战争期间普通汽车生产中断，而后来又以战争模式立即恢复生产。
第一部分是短暂的.蒸汽汽车在18世纪后半世纪被示范操作，成为1770年牵引车可利用的第一个实际应用.一些靠蒸汽而不用靠马拉的车辆在1800年开始使用。
他们外形非常庞大,很少的道路适应他们。
但是，蒸汽大部分被应用在船和机车上,体积大而重，某种意义上对他们是一种优势。
开端：汽车和交通汽车由它本身驱动的一个主要原因是内燃机（与蒸汽相反，燃烧在汽缸外)的发明。
电也是一个很难解决的问题，所需的电池非常昂贵、寿命短、质量重、能力有限。
在这个应用中，没有任何东西能比得上内燃机发动机的作用。
现在仍然存在一些争议，但是第一辆汽车普遍认为归功于德国奔驰。
1885年,作为一个整体单元，他设计一个四分之三马力、每小时八英里有着十分惊人数量特征的三轮机动车（现在仍然存在）.他包含一个电子点火的四冲程汽油机和差速器.第一个汽车工厂应属于，他在1896年生产了13辆相似的汽车。
到1900年已经有了100多种品牌。
早期的汽车大部分是一次制造一辆。
有时整辆汽车都由一个制造者负责，且经常按照顾客的具体要求来制造，这使得他们非常昂贵。
但是他也是财富的象征。
随着数量的增多，开始招人承包，经常出现质量恶劣的情况，尤其是车身外壳。
当SansomE.Olds的工厂遭遇火灾时,他几乎把一切都外包给别人,而他只是基本的设计者和组装者.福特早期的有些汽车采用的几乎全是Dodge brothers生产的零件，他从来没有卖过一辆自己的汽车.二十世纪初期出现了很多汽车开发者，有些人因为那些以他们名字为人所知的汽车变得十分富有.，有些人则倒闭关门，还有一些处于两者之间:如Chevrolet、RansomE.Olds、 Ford、Dodge等.有些人尝试着制造便宜的汽车，以Olds为代表,但是Henry Ford 是超出任何人的想象—-他成功了。