【正文】 ough if they39。 they prefer dampers. The unwashed masses that39。s wheel goes over a bump and gets pushed upward, the spring absorbs that additional load, keeps the road shock from reaching the chassis, and makes sure the tire maintains contact with the pavement[3]. ng presses or extends is determined by its spring rate. Spring rate is measured in pounds per inch of deflection。t make for the most fortable ride. Even though solid axle designs utilize springs to soften their inherently harsh ride characteristics (more on different spring setups below), they still bump along like a brick outhouse. So why use them at all? Well, strength, for one. Because of the unitized construction, solid axle suspension systems offer incredible load bearing capacity. They also handle uneven roads superbly. You39。 Abstract The method of independem suspension design is studied in detail andthe relation among suspension movement， front wheel alignment parametersand tyre wear is analysed in this paper． Firstly,the big indpendent designmethods of main ponents of doublelinksindependent suspension， including shock absorber’choosing， antiroU bar’scalculation， torque bar spring’s design， are presented and movement ofdouble— links indpendent suspension is analysed． So a soRware which isused to design optimal and analyse independent suspension is programmed． Meanwhile， me experiment to Verifythe result is made with the equipment ofthe front wheel alignment． Then an optimal design t0 mjnimize tyre 、 vear is perfonlled， whichbrings forward me way to reduce tyre wear throu optimal choosing andmodulating origina ldenpention cture of double1ink independent suspension andoptimizjng the cut point of track rodill． Futuremore， the memod oformogonal experiment is used to analyse t11e effect that tllestn cture a11d fixparameters of double1ink indendent suspension have on me suspension performance and tyre the most impotent factor and the second important factor are confiemed. KEY WoRDS: automobile， independent suspension， tyre wear， alignment paraeter Suspension Basics Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio Yamamoto Honda Ramp。所以，一個 LEM 可以在任何的速度伸張和壓縮，自然它可衰減乘員艙體的所有振動。 現(xiàn)在，你就知道它 — 汽車懸架的基本原理。包括，振動，左右搖擺，制動前傾，和加速后傾。振動和支撐桿可以幫助控制懸架在允許的范圍內(nèi)快速運動?，F(xiàn)在，拿著一端放開另一端，繃帶就會衰減由于地心引力而產(chǎn)生的潛在能量。 如果沒有減振器，彈簧衰減的能量將會以不可控制的速率釋放。 減振器 ： 懸架的另外一個重要部件是 減震器。由于彈簧衰減了大部分的能量，因而可以提供較好的駕駛環(huán)境。以此來保證能量傳遞的連貫性，在此過程中確保車輪始終與路面保持接觸。如果你喜歡較軟的懸架，那么獨立懸架無疑是最佳選擇。你可以在卡車和重載車輛上見到它。正如其名，它是用一根金屬材料 —— 軸，來連接兩側(cè)車輪的。就像橫跨于舊金山海灣之上的金門大橋，它連接了海灣兩側(cè)。 然后從輪胎模型入手分析前輪定位參數(shù)同輪胎磨損的關(guān)系。 首先對雙橫臂獨立懸架的各主要組成部件如減振器的選型設(shè)計、橫向穩(wěn)定桿的設(shè)計校核、扭桿彈簧設(shè)計以及對雙橫臂式和麥弗遜式獨立懸架的運動進行了分析，提出了相應(yīng)的計算方法，編制了一套具有一定實用價值的前獨立懸架設(shè)計分析軟件。從而可對懸架進行進一步的優(yōu)化設(shè)計，以減小對輪胎磨損的影響，提高車輛的行駛性能和使用經(jīng)濟性。這簡直就是一種令人全身都為之震顫的體驗。它們的反饋結(jié)果就像是一個整體。這種設(shè)計可兼得較大的剛性和較好的韌性，通常用于輕卡的前懸。有集中不同的彈簧，比如扭桿彈簧，但幾乎所有的車輛都采用螺旋彈簧來構(gòu)成四輪獨立懸架系統(tǒng)。比如 ,1 inch/pound,所以 200 磅的負荷可以產(chǎn)生 2 inch 的變形量。這種彈簧會使車輛的重心較高，從而在輪子跳動時導(dǎo)致不穩(wěn)定工況。人們不喜歡限程減振器；他們更喜歡阻尼器。此后，彈簧仍舊會以其自然頻率被彈回直至它的能量被摩擦力損耗完。 你可能聽過“支撐桿”這個單詞，或者更平常點的麥弗遜 — 支撐桿。這是因為擴張行程決定著汽車彈簧的重量（通常為懸架重量的50％ ―― 100%）。當(dāng)一個車輪上的懸架上下跳動時，橫向穩(wěn)定桿可以傳遞運動的能量給另一邊的車輪。但是這一切都隨著 BOSE 公司的懸架品牌的引入而發(fā)生改變 就是那個在聲學(xué)因發(fā)明創(chuàng)造引以為名的公司。不幸的是，當(dāng)它通常都是出現(xiàn)在高端，甚至是超豪華的車上時， 2022 年之前是不可能有這種具有理想變換特性的懸架系統(tǒng)在普通車上見到的。s almost a visceral experience. As the wheels growl across the pavement, picking up a bump here, a crack there, the vibration travels up your legs and settles in your gut. You could almost admit you were having fun, if you didn39。s ride, we can almost guarantee it has independent su