【正文】 后懸39。y=d.*d.*9./w.*sqrt(1./a)。a=((1w./w0).^2).*(1+91./u.*(w./w0).^21).^2+4.*b.*b.*(w./w0).^2.*(9(1./u+1).*(w./w0).^2).^2。w=2.*pi.*x。x0=。m1=60。hold onx=::10。f0=,r=9,u=39。)。gtext(39。彈簧動撓度的幅頻特性曲線39。)。ylabel(39。激振頻率 f/HZ39。y=d.*d.*9./w.*sqrt(1./a)。a=((1w./w0).^2).*(1+91./u.*(w./w0).^21).^2+4.*b.*b.*(w./w0).^2.*(9(1./u+1).*(w./w0).^2).^2。w=2.*pi.*x。x0=。m1=55。3．彈簧動撓度幅頻特性曲線程序x=::10。后懸39。y=w.*9./g.*sqrt(((d.*d./(1+u)1).^2+4.*b.*b.*d.*d)./a)。d=w./w0。b=。w0=2.*pi.*x0。u=m2/m1。m2=1060。 )。legend(39。前懸39。)。title(39。Fd/Gq/()39。)。loglog(x,y)gridxlabel(39。g=。a=((1w./w0).^2).*(1+91./u.*(w./w0).^21).^2+4.*b.*b.*(w./w0).^2.*(9(1./u+1).*(w./w0).^2).^2。w=2.*pi.*x。x0=。m1=55。2．相對動載的幅頻特性曲線程序x=::10。后懸39。)。title(39。Fd/q/s39。)。plot(x,y)gridxlabel(39。g=。a=((1(w./w0).^2).*(1+91./u.*(w./w0).^2)1).^2+4.*b.*b.*(w./w0).^2.*(9(1./u+1).*(w./w0).^2).^2。w=2.*pi.*x。x0=。m1=60。hold onx=::20。f0=,r=9,u=39。)。gtext(39。車身加速度幅頻特性曲線39。)。ylabel(39。激振頻率 f/HZ39。y=w.*9./g.*sqrt((1+4.*b.*b.*d.*d)./a)。d=w./w0。b=。w0=2.*pi.*x0。u=m2/m1。m2=1105。因為這點，現(xiàn)在幾乎所有汽車都安裝橫向穩(wěn)定桿作為標準配置，即使沒有安裝它也易于在任何時間安裝。這就使得行駛平順性更好和減小了車身搖晃。他是一個金屬質(zhì)地的桿，橫跨整個車軸并且有效的連接了兩邊的懸架。這使減振器能夠適應(yīng)各種路況和控制行駛中的汽車會產(chǎn)生的任何不希望的移動，其中包括跳動,左搖右擺,制動俯沖和加速度蹲下。基于這點，壓縮行程控制汽車的簧下質(zhì)量，而延伸行程控制較重的簧上質(zhì)量。伸展行程發(fā)生在活塞向作腔上部移動時壓縮活塞上部的油液。減振器有兩個工作行程，壓縮形成和伸展行程。因為節(jié)流口相對很小，只有很少的油液在大的液壓下通過。當汽車在顛簸路面是行行走，導(dǎo)致彈簧卷曲和伸展，彈簧能量通過上部轉(zhuǎn)移到減振器，向下傳到活塞桿再到活塞。筒的內(nèi)部為工作腔，外層為儲油腔。他的上部分連接在車架上（如簧上質(zhì)量），下部分連接在半軸上，靠近車輪（如簧下質(zhì)量）。想要知道他是如何工作的，最好的方法是進入減振器內(nèi)部看看他的結(jié)構(gòu)和功能。減振器內(nèi)部或者說是緩沖器，是一個阻尼的過程控制使彈簧不動的裝置。彈簧將以其自然頻率繼續(xù)跳動直到所有最初的能量被耗盡。使得事情更復(fù)雜的是，只有彈簧不能提供完美的駕駛平順性，為什么呢？因為彈簧在吸收能量上非常出色，可在消退能量上不是很好，另一結(jié)構(gòu)，被稱為減振器可以做到這點。剛剛度汽車，如如運動轎車(馬自瑪雅塔)，他緩解崎嶇道路的沖擊較差，但是他能做很小的車身運動，這意味著他能很積極的行駛，甚至過彎。低剛度汽車，像奧拓轎車(林肯城市轎車)，可以緩解撞擊，和提供一個非常好的行駛平順性?；趶椈稍谲嚿系奈恢茫?，在車輪和車架之間設(shè)計師為了方便會談成簧 空氣彈簧上質(zhì)量和簧下質(zhì)量彈簧：簧上質(zhì)量和簧下質(zhì)量簧上質(zhì)量是汽車支撐在彈簧以上的質(zhì)量，簧下質(zhì)量大概的定義為路面和懸架之間的質(zhì)量。那個時代的空氣彈簧由皮革作為隔板充氣而成，很像個婁。在19世紀50年代到60年代歐洲汽車廣泛的應(yīng)用這種彈簧系統(tǒng)， 扭桿彈簧空氣彈簧——空氣彈簧系統(tǒng),由位于車輪和車身之間的圓柱曲面空氣裝置組成，利用它的空氣可壓縮性來吸收車輪振動。當車輪發(fā)生碰撞，垂直的移動傳遞到前臂，通過杠桿作用傳到扭桿。 鋼板彈簧 螺旋彈簧 扭桿簧——扭桿簧是利用金屬棒的扭曲特性而產(chǎn)生類似螺旋彈簧的性能。 鋼板彈簧——這種彈簧由若干層金屬(以下簡稱葉 )聯(lián)系在一起,作為一個單位。彈簧 當今的彈簧系統(tǒng)基于四種基本設(shè)計： 螺旋彈簧——最常見的彈簧種類，它實質(zhì)上是一與一根軸螺旋盤繞的重負荷扭力棒。所以懸架在任何汽車上都很是重要的系統(tǒng)。 轉(zhuǎn)向系統(tǒng)——機械裝置，使得駕駛者指導(dǎo)和指揮汽車。這些系統(tǒng)包括： 車 架——結(jié)構(gòu),承載組件,它支持了發(fā)動機和車身,由懸架支撐。汽車懸架系統(tǒng)，用它的各個組成部分，提供了所有解決辦法。如果沒有這個內(nèi)部結(jié)構(gòu)，所有的車輪的能量都以同樣的方向傳到車架。但路面不很平坦，即使是剛鋪好的公路也不是很完美，而使得車輪受到干擾，這些不平將使車輪受力，根據(jù)牛頓運動定律，力都具有大小和方向。這里我們將探討懸架如何工作，發(fā)展和未來的研究方向。這就是為什么汽車設(shè)計師在剛掌握了四沖程內(nèi)燃機時就把精力轉(zhuǎn)移到了懸架系統(tǒng)。re not, kits make it easy to install the bars at any time. 譯文 懸架系統(tǒng)當人們想到汽車性能，通常先到的是是馬力，轉(zhuǎn)矩和0到60公里的加速度。s best to look inside a shock absorber to see its structure and function. A shock absorber is basically an oil pump placed between the frame of the car and the wheels. The upper mount of the shock connects to the frame (., the sprung weight), while the lower mount connects to the axle, near the wheel (., the unsprung weight). In a twintube design, one of the most mon types of shock absorbers, the upper mount is connected to a piston rod, which in turn is connected to a piston, which in turn sits in a tube filled with hydraulic fluid. The inner tube is known as the pressure tube, and the outer tube is known as the reserve tube. The reserve tube stores excess hydraulic fluid. When the car wheel encounters a bump in the road and causes the spring to coil and uncoil, the energy of the spring is transferred to the shock absorber through the upper mount, down through the piston rod and into the piston. Orifices perforate the piston and allow fluid to leak through as the piston moves up and down in the pressure tube. Because the orifices are relatively tiny, only a small amount of fluid, under great pressure, passes through. This slows down the piston, which in turn slows down the spring. Shock absorbers work in two cycles the pression cycle and the extension cycle. The pression cycle occurs as the piston moves downward, pressing the hydraulic fluid in the chamber below the piston. The extension cycle occurs as the piston moves toward the top of the pressure tube, pressing the fluid in the chamber above the piston. A typical car or light truck will have more resistance during its extension cycle than its pression cycle. With that in mind, the pression cycle controls the motion of the vehicle39。 however, such a car is prone to dive and squat during braking and acceleration and tends to experience body sway or roll during cornering. Tightly sprung cars, such as sports cars (think Mazda Miata), are less forgiving on bumpy roads, but they minimize body motion well, which means they can be driven aggressively, even around corners. So, while springs by themselves seem like simple devices, designing and implementing them on a car to balance passenger fort with handling is a plex task. And to make matters more plex, springs alone can39。s body, use the pressive qualities of air to absorb wheel vibrations. The concept is actually more than a century old and could be found on horsedrawn buggies. Air springs from this era were made from airfilled, leather diaphragms, much like a bellows。 Torsion bars Torsion bars use the twisting properties of a steel bar to provide coilspringlike performance. This is how they work: One end of a bar is anchored to the vehicle frame. The other end is attached to a wishbone, which acts like a lever that moves perpendicular to the torsion bar. When the wheel hits a bump, vertical motion is transferred to the wishbone and then, through the levering action, to the torsion bar. The torsion bar then twists along its axis to provide the spring force