汽车检测与维修技术专业外文翻译--多连杆式独立悬架

汽车检测与维修技术专业外文翻译--多连杆式独立悬架 外文原文 Multi-link independent suspension Multi-link suspension by the (3-5) KAN-bar combination control wheel changes in the location of the suspension. Multi-link can wheel around the longitudinal axis line with the vehicle into the angle of the axis of swing, arm and the vertical arm of the compromise, the proper choice Baibi axis and the vertical axis of the vehicle into the angle , To varying degrees can be obtained arm and vertical arm suspension of the advantages of the use to meet different performance requirements. Multi-link suspension of the main advantages are: beating the wheel when the beam and the former Lunju little change, regardless of the vehicle is driven, braking by the driver can be the intention to carry out a smooth, its inadequacies in the When the vehicle is a high-speed shaft swing phenomenon. The so-called multi-link suspension, as its name suggests is the link through a variety of configurations of the body and wheels connected to the hoisting of a set of institutions. And the number of links in the three above only referred to as multi-link, the current mainstream of the number of five-link connecting rod. Hence its structure than the double-cross and the complexity of many of McPherson. We know that the double-cross was hoisted by the lower and upper control arm of the font A wheel position. A control arm due to the font can only do so up and down the floating through the control arm length of the design configuration can achieve dynamic control wheel angle, the purpose of improving vehicle at the turn of the manipulation. However, the steering wheel and the drive wheels, alone outside the control of the inclination to bend to improve the performance is clearly limited. In addition to four positioning parameters, dip, the former beam angle is also affected corners manipulation of the important parameters, then how can we kind of like the control of the same dynamic control inclination angle beam before it ? This dual-fork arm can do, but improving the performance is very limited. Although the dual-fork arm hoisted the design have a lot 1 of design freedom, if the dual-use fork arm to control the beam before, the usual practice is to control A font with the body linked to the arm connecting the front-end loaded than the soft rubber lining Sets. When the vehicle when turning around the hub due to the rigidity of different wheels to the corners will certainly change the direction of the beam before the point of view, if this design for the rear wheels, the rear wheels will be in the role of the horizontal follow-up to the next, although this Steering angle is very small, but the performance still have some improvement. Through the design of the rubber bushing stiffness can reach a certain point of variable angle and the beam before moving to the function, but the primary task of rubber bushings or link suspension and exclusion from the shock effect and stiffness can not be too low. This caused the beam and with the variable before moving to the limitations, can be a little tight angle. Multi-link hoisted on the complete solution of this issue, it adopted a different link configuration, so that the hoisting of the contraction can automatically adjust the angle, the former beam angle and to obtain a rear-wheel steering angle. The principle is to connect through sports at the point of constraint design makes the hoisting of the compression can take the initiative to adjust wheel alignment, and the design of very large degree of freedom, can fully match against models do and adjust. So multi-link hoisted to the maximum tire grip of a vehicle to enhance the control limit. However, due to structural complexity, the cost is very high, whether it is the cost of research and development or manufacturing costs are the highest, but the performance is all the hoisting of the design of the best. Our common medium and large vehicles will use this design, but usually only for rear wheels. Linkage is more complex and occupy a large space, it is not easy layout. It can only have more room for after the bridge. But here there are an exception, that is, Audi series models. 2 3 多连杆式独立悬架 多连杆式悬架是由(3—5)根杆件组合起来控制车轮的位置变化的悬架。多连杆式能使车轮绕着与汽车纵轴线成二定角度的轴线内摆动，是横臂式和纵臂式的折衷，适当地选择摆臂轴线与汽车纵轴线所成的夹角，可不同程度地获得横臂式与纵臂式悬架的优点，能满足不同的使用性能。多连杆式悬架的主要优点是:车轮跳动时轮距和前束的变化很小，不管汽车是在驱动、制动状态都可以按司机的意图进行平稳地转向，其不足之处是汽车高速时有轴摆动现象。 所谓多连杆悬挂，顾名思义就是通过各种连杆配置把车轮与车身相连的一套悬挂机构。而连杆数量在3根以上才称为多连杆，目前主流的连杆数量为5连杆。因此其结构要比双叉和麦弗逊复杂很多。我们知道，双叉悬挂是通过上下两个A字型控制臂对车轮进行定位。由于A字型控制臂仅能做上下方向的浮动，通过对控制臂长度的设计配置可以达到动态控制车轮外倾角的目的，提高汽车转弯时的操控性能。但对于转向轮和随动轮来说，仅仅靠控制外倾角来适应弯道所提高的性能显然是有限的。在四轮定位参数中除了外倾角，还有前束角也是影响弯道操控的重要参数，那么怎么样才能像控制外倾角一样动态控制前束角呢,这一点双叉臂可以做到，但提高的性能非常有限。虽然双叉臂悬挂在设计上拥有很大的设计自由度，如果要用双叉臂来控制前束，通常的做法就是在A字型控制臂与车身相连的前端连接处装入较柔软的橡胶衬套。 当车辆转弯时由于前后衬套的刚度不同，车轮会向弯道方向改变一定的前束角度，如果这种设计用于后轮，后轮就可在横向力的作用下随动转向，虽然这个转向角度很小，但对性能还是有一定提高的。通过设计橡胶衬套的刚度能达到一定的可变前束角角度以及随动转向功能，但橡胶衬套的首要任务还是起连接悬挂和隔绝震动的作用，因此刚度不能过低。这就造成对可变前束以及随动转向的局限性，紧能获得一个很小的角度。 多连杆悬挂就完全解决了这个问题，它通过不同的连杆配置，使悬挂在收缩时能自动调整外倾角，前束角以及使后轮获得一定的转向角度。其原理就是通过对连接运动点的约束角度设计使得悬挂在压缩时能主动调整车轮定位，而且这个设计自由度非常大，能完全针对车型做匹配和调校。因此多连杆悬挂能最大限度的发挥轮胎抓地力从而提高整车的操控极限。但由于结构复杂，成本也非常高，无论是研发实验成本还是制造成本都是最高的，但性能是所有悬挂设计中最好的。 我们常见的中型和大型车上才会使用这种设计，但通常都只用于后轮。原因是多连杆机构非常复杂而且占用空间大，使其不便于布置。因此只能用于拥有较大空间的后桥上。但这里也有一个例外，那就是奥迪系列车型。 4 5