汽車麥弗遜懸架結(jié)構(gòu)設(shè)計(jì)及有限元分析
汽車麥弗遜懸架結(jié)構(gòu)設(shè)計(jì)及有限元分析,汽車,麥弗遜,懸架,結(jié)構(gòu)設(shè)計(jì),有限元分析
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譯文題目：The?principle?Of?Car?Suspensions
汽車懸架的原理
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The?principle?Of?Car?Suspensions??
When?people?think?of?automobile?performance,?they?normally?think?of? horsepower,?torque?and?zero-to-60?acceleration.?But?all?of?the?power?generated?by?a? piston?engine?is?useless?if?the?driver?can't?control?the?car.?That's?why?automobile? engineers?turned?their?attention?to?the?suspension?system?almost?as?soon?as?they?had? mastered?the?four-stroke?internal?combustion?engine.?
The?job?of?a?car?suspension?is?to?maximize?the?friction?between?the?tires?and?the?
road?surface,?to?provide?steering?stability?with?good?handling?and?to?ensure?the? comfort?of?the?passengers.?In?this?article,?we'll?explore?how?car?suspensions?work,? how?they've?evolved?over?the?years?and?where?the?design?of?suspensions?is?headed?in? the?future.?
1.Vehicle?Dynamics?
If?a?road?were?perfectly?flat,?with?no?irregularities,?suspensions?wouldn't?be? necessary.?
But?roads?are?far?from?flat.?Even?freshly?paved?highways?have? subtle?imperfections?that?can?interact?with?the?wheels?of?a?car.?It's?these?imperfections?that?apply?forces?to?the?wheels.?According?to?Newton's?laws?of?motion,?all?forces?have? both?magnitude?and?direction.?A?bump?in?the?road?causes?the?wheel?to?move?up?and?down?perpendicular?to?the?road?surface.?The?magnitude,?of?course,?depends?on?whether?the?wheel?is?striking?a?giant?bump?or?a?tiny?speck.?Either?way,? the?car?wheel?experiences?a?vertical?acceleration?as?it?passes?over?an?imperfection.????? Without?an?intervening?structure,?all?of?wheel's?vertical?energy?is?transferred?to?the? frame,?which?moves?in?the?same?direction.?In?such?a?situation,?the?wheels?can?lose? contact?with?the?road?completely.?Then,?under?the?downward?force?of?gravity,?the? wheels?can?slam?back?into?the?road?surface.?What?you?need?is?a?system?that?will? absorb?the?energy?of?the?vertically?accelerated?wheel,?allowing?the?frame?and?body? to?ride?undisturbed?while?the?wheels?follow?bumps?in?the?road.?
The?study?of?the?forces?at?work?on?a?moving?car?is?called?vehicle?dynamics,? and?you?need?to?understand?some?of?these?concepts?in?order?to?appreciate?why?a? suspension?is necessary in the first place. Most automobile engineers consider the dynamics of a moving car from two perspectives:
1)Ride - a car's ability to smooth out a bumpy road
2)Handling - a car's ability to safely accelerate, brake and corner
These two characteristics can be further described in three important principles- road isolation, road holding and cornering. The table below describes these principles and how engineers attempt to solve the challenges unique to each.
A car's suspension, with its various components, provides all of the solutions described.
The Chassis System
The suspension of a car is actually part of the chassis, which comprises all of the important systems located beneath the car's body.
These systems include:
1)The frame - structural, load-carrying component that supports the car's engine and body, which are in turn supported by the suspension
2)The suspension system - setup that supports weight, absorbs and dampens shock and helps maintain tire contact
3)The steering system - mechanism that enables the driver to guide and direct the vehicle
4)The tires and wheels - components that make vehicle motion possible by way of grip and/or friction with the road
So the suspension is just one of the major systems in any vehicle.
With this big-picture overview in mind, it's time to look at the three fundamental components of any suspension: springs, dampers and anti-sway bars.
3.Springs
Coil springs - This is the most common type of spring and is, in essence, a heavy-duty torsion bar coiled around an axis. Coil springs compress and expand to a the Leaf?springs?-?This?type?of?spring?consists?of?several?layers?of?metal?(called? " leaves")?bound?together?to?act?as?a?single?unit.?Leaf?springs?were?first?used?on? horse-drawn?carriages?and?were?found?on?most?American?automobiles?until?1985.?They?are?still?used?today?on?most?trucks?and?heavy-duty?vehicles.
Torsion?bars?-?Torsion?bars?use?the?twisting?properties?of?a?steel?bar?to?provide? coil-spring-like?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.?European?carmakers?used?this?system?extensively,?as?did?Packard?and? Chrysler?in?the?United?States,?through?the?1950s?and?1960s. Air?springs?-?Air?springs,?which?consist?of?a?cylindrical?chamber?of?air?positioned? between?the?wheel?and?the?car's?body,?use?the?compressive?qualities?of?air?to? absorb?wheel?vibrations.?The?concept?is?actually?more?than?a?century?old?and? could?be?found?on?horse-drawn?buggies.?Air?springs?from?this?era?were?made? from? air-filled,? leather?diaphragms,?much?like?a?bellows;?they?were?replaced?with? molded-rubber?air?springs?in?the?1930s.
Based?on?where?springs?are?located?on?a?car?--?i.e.,?between?the?wheels?and the? frame?--?engineers?often?find?it?convenient?to?talk?about?the?sprung?mass?and?the?unsprung?mass.
The?sprung?mass?is?the?mass?of?the?vehicle?supported?on?the?springs,?while?the? unsprung?mass?is?loosely?defined?as?the?mass?between?the?road? and? the? suspension springs.?The?stiffness?of?the?springs?affects?how?the?sprung?mass?responds?while?the? car?is?being?driven.?Loosely?sprung?cars,?such?as?luxury?cars?(think?Lincoln?Town?Car),?can?swallow?bumps?and?provide?a?super-smooth?ride;?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?comfort?with?handling?is?a?complex?task.?And?to?make?matters?more?complex,?springs?alone?can't?provide?a?perfectly? smooth?ride.?Why??Because?springs?are?great?at?absorbing?energy,?but?not?so?good?at? dissipating?it.?Other?structures,?known?as?dampers,?are?required?to?do?this.
3.Damper：Shock Absorbers
Unless?a?dampening?structure?is?present,?a?car?spring?will?extend?and?release?the?energy?it?absorbs?from?a?bump?at?an?uncontrolled?rate.?The?spring?will?continue?to? bounce?at?its?natural?frequency?until?all?of?the?energy?originally?put?into?it?is?used?up.?A?suspension?built?on?springs?alone?would?make?for?an?extremely?bouncy?ride?and,? depending?on?the?terrain,?an?uncontrollable?car.
Enter?the?shock?absorber,?or?snubber,?a?device?that?controls?unwanted?spring? motion?through?a?process?known?as?dampening.?Shock?absorbers?slow?down?and? reduce? the?magnitude?of?vibratory?motions?by?turning?the?kinetic?energy?of?suspension?movement?into?heat?energy?that?can?be?dissipated?through?hydraulic?fluid.?To?understand?how? this?works,?it'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?(i.e.,?the?sprung? weight),?while?the?lower?mount?connects?to?the?axle,?near?the?wheel?(i.e.,?the?unsprung?weight).?In?a?twin-tube?design,?one?of?the?most?common?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?compression?cycle?and?the?extension? cycle.?The?compression?cycle?occurs?as?the?piston?moves?downward,?compressing?the?hydraulic?fluid?in?the?chamber?below?the?piston.?The?extension?cycle?occurs?as?the?piston?moves?toward?the?top?of?the?pressure?tube,?compressing?the?fluid?in?the?chamber? above?the?piston.?A?typical?car?or?light?truck?will?have?more?resistance?during its?extension?cycle?than?its?compression?cycle.?With?that?in?mind,? the?compression?cycle?controls?the?motion?of?the?vehicle's?unsprung?weight,?while?extension?controls? the?heavier,?sprung?weight.?
All?modern?shock?absorbers?are?velocity-sensitive?--?the?faster?the?suspension? moves,?the?more?resistance?the?shock?absorber?provides.?This?enables?shocks?to?adjust?to?road?conditions?and?to?control?all?of?the?unwanted?motions?that?can?occur?in?a? moving?vehicle,?including?bounce,?sway,?brake?dive?and?acceleration?squat.?
Another?common?dampening?structure?is?the?strut?--?basically?a?shock?absorber? mounted?inside?a?coil?spring.?Struts?perform?two?jobs:?That?means?struts?deliver?a?bit?more?than?shock?absorbers,?which?don't?support?vehicle?weight?--? they?only?control?the?speed?at?which?weight?is?transferred?in?a?car,?not?the?weight?itself.
Because?shocks?and?struts?have?so?much?to?do?with?the?handling?of?a?car,?they? can?be?considered?critical?safety?features.?Worn?shocks?and?struts?can?allow?excessive?vehicle-weight?transfer?from?side?to?side?and?front?to?back.?This?reduces?the?tire's? ability?to?grip?the?road,?as?well?as?handling?and?braking?performance.
Anti-sway?bars?(also?known?as?anti-roll?bars)?are?used?along?with?shock absorbers?or?struts?to?give?a?moving?automobile?additional?stability.? rod?that?spans? the?entire?axle?and?effectively?joins?each?side?of? the?suspension?together.??
When?the?suspension?at?one?wheel?moves?up?and?down,?the?anti-sway?bar?transfers?movement?to?the?other?wheel.?This?creates?a?more?level?ride?and?reduces? vehicle?sway.?In?particular,?it?combats?the?roll?of?a?car?on?its?suspension?as?it?corners.?For?this?
reason,?almost?all?cars?today?are?fitted?with?anti-sway?bars?as?standard? equipment,?although?if?they're?not,?kits?make?it?easy?to?install?the?bars?at?any?time.
4.The?Future?of?Car?Suspensions?
While?there?have?been?enhancements?and?improvements?to?both?springs?and shock?absorbers,?the?basic?design?of?car?suspensions?has?not?undergone?a? significant?evolution?over?the?years.?But?all?of?that's?about?to?change?with?the?introduction?of? a?brand-new?suspension?design?conceived?by?Bose?--?the?same?Bose?known?for?its? innovations?in?acoustic?technologies.?Some?experts?are?going?so?far?as?to?say? that?the?Bose? suspension? is? the? biggest?advance?in?automobile?suspensions?since? the? introduction?of?an? all-independent?design.??
How?does?it?work??The?Bose?system?uses?a?linear?electromagnetic?motor?(LEM)?at?each?wheel?in?lieu?of?a?conventional?shock-and-spring?setup.?Amplifiers?provide? electricity?to?the?motors?in?such?a?way?that?their?power?is?regenerated?with?each? compression?of?the?system.?The?main?benefit?of?the?motors?is?that?they?are?not?limited?by? the? inertia?inherent?in?conventional?fluid-based?dampers.?Virtually?eliminating?all?vibrations?in?the?passenger?cabin.?The?wheel's?motion?can?be?so?finely?controlled?that?the?body?of?the?car?remains?level?regardless?of?what's?happening?at?the?wheel.?The?LEM?can?also?counteract?the?body?motion?of?the? car?while?accelerating,?braking?and?cornering,?giving?the?driver?a?greater?sense?of? control.??
Unfortunately,?this?paradigm-shifting?suspension?won't?be?available?until?2009,? when?it?will?be?offered?on?one?or?more?high-end?luxury?cars.?Until?then,?drivers?will? have?to?rely?on?the?tried-and-true?suspension?methods?that?have?smoothed?out?bumpy?rides?for?centuries.
汽車懸架的原理?
當(dāng)人們考慮汽車性能的時(shí)候，他們通常會(huì)想到汽車的功率，扭矩和0到60的加速時(shí)間。但是，如果司機(jī)無(wú)法控制汽車，由一個(gè)活塞發(fā)動(dòng)機(jī)產(chǎn)生的功率都是無(wú)用的。這就是為什么汽車的工程師在掌握四沖程內(nèi)燃機(jī)開始將注意力轉(zhuǎn)向懸掛系統(tǒng)。?
汽車懸架的工作是盡量在輪胎和路面之間提供良好的操縱穩(wěn)定性，并確保乘客的舒適度。在這篇文章中，我們將探討汽車懸架如何的工作，在這些年中是如何演變的以及未來(lái)懸架設(shè)計(jì)的發(fā)展方向在哪里。?
1.車輛動(dòng)力性?
如果道路是完全平坦，那么懸架就沒(méi)有存在的必要了。但道路是絕對(duì)不會(huì)平坦的，即使是剛鋪好的公路上也有細(xì)微的缺陷，與汽車的車輪會(huì)與地面相互作用。正是這些路面不平將力傳給了車輪。根據(jù)牛頓運(yùn)動(dòng)定律，所有的力都大小和方向。路面的沖擊導(dǎo)致車輪向上和向下垂直移動(dòng)。力大小，取決于所撞到的障礙物的大小。無(wú)論哪種方式，車輪經(jīng)過(guò)路面不平的地方時(shí)，就產(chǎn)生一個(gè)垂直的加速度。?
如果沒(méi)有介于車輪和車架的中間結(jié)構(gòu)，所有車輪的垂直能量將全部轉(zhuǎn)移到車架，而且車輪和車架在同一方向運(yùn)動(dòng)。在這種情況下，車輪與路面可能完全失去接觸。接著，在向下的重力作用下，車輪會(huì)陷到地面以下。這樣就需要一種系統(tǒng)，將吸收的車輪垂直加速度的能量，使車輪在遇到不平路面時(shí)，車架和車身不受干擾的運(yùn)行。?
用來(lái)研究行駛中的汽車受力的學(xué)科被稱為車輛動(dòng)力學(xué)，如果你想要了解其中一些概念，那么必須要把懸架擺在首位。大多數(shù)汽車工程師從兩個(gè)角度考慮汽車的動(dòng)力學(xué)：?
1） 行駛性——汽車平穩(wěn)通過(guò)不平路面的能力；?
2） 操控性——汽車安全加速，制動(dòng)和轉(zhuǎn)彎的能力；?
這兩個(gè)特點(diǎn)可以進(jìn)一步從三個(gè)方面進(jìn)一步描述，道路隔離性能、著地性能和轉(zhuǎn)向性能。
底盤系統(tǒng)?
一輛汽車的懸掛，其實(shí)就是在底盤的一部分，底盤包含了汽車汽車車身底部所有重要系統(tǒng)。
這些系統(tǒng)包括：
1） 車架——承載組件，用于支持汽車的引擎和車身的架構(gòu)性部件，它是由懸架來(lái)支撐的。?
2） 懸掛系統(tǒng)——用于支持車的重量，吸收并削弱震動(dòng)，保持車輪與路面接觸的裝置。?
3）轉(zhuǎn)向系統(tǒng)——駕駛者用于操控車輛的機(jī)制。?
4）輪胎和車輪——通過(guò)與路面的摩擦，汽車運(yùn)動(dòng)成為可能的部件。
?因此，懸架僅僅是汽車上一個(gè)主要部件而已。接下來(lái)了解一下懸架最基本的三個(gè)部件。?
2.彈簧
現(xiàn)在的彈簧系統(tǒng)主要基于以下四種基本的設(shè)計(jì)：?
1）螺旋彈簧——這是彈簧中最常見的類型，在本質(zhì)上是一種受重載的扭桿彈簧繞一軸線的螺旋纏繞。螺旋彈簧通過(guò)被壓縮和伸長(zhǎng)來(lái)吸收車輪傳遞的能量。?
2）鋼板彈簧——這個(gè)彈簧由很多層次金屬（稱為“葉片”）聯(lián)系在一起，作為一個(gè)獨(dú)立的單元。鋼板彈簧最先被應(yīng)用于應(yīng)用于馬車，以及1985年前的美國(guó)汽車。它們今天仍被使用在大多數(shù)卡車和重載車輛上。?
3）扭桿彈簧——扭桿彈簧利用鋼桿的扭轉(zhuǎn)特性來(lái)獲得和螺旋彈簧一樣的性能。他們是這樣工作的：扭桿的一段固定在車架上，另一端是連接到一個(gè)橫臂上。它就像一個(gè)杠桿在扭桿彈簧上做垂直運(yùn)動(dòng)。當(dāng)車輪與道路面不平時(shí)，垂直的運(yùn)動(dòng)被轉(zhuǎn)移到橫臂上并進(jìn)一步通過(guò)杠桿的作用被傳遞到扭桿彈簧上，扭桿彈簧就繞軸線產(chǎn)生扭曲來(lái)提供彈性力。在歐洲的汽車廠商廣泛的運(yùn)用這種系統(tǒng)，就像美國(guó)的帕卡德和克萊斯勒在十九世紀(jì)五六十年代一樣。?
4）空氣彈簧——空氣彈簧包括一個(gè)圓柱形的氣室，它被安置在車輪和車身之間利用壓縮空氣的數(shù)量來(lái)吸收車輪的震動(dòng)。這個(gè)概念早在一個(gè)多世紀(jì)前就已經(jīng)產(chǎn)生。最早用在輕便的馬車上。那個(gè)時(shí)代的空氣彈簧是由充滿氣的皮革做成的，就像一個(gè)風(fēng)箱，他們是在19世紀(jì)30年代被模制橡膠空氣彈簧取代。?
基于彈簧的安裝位置——列如，在車輪和車架之間——為了方便工程師常用簧載質(zhì)量和非簧載質(zhì)量來(lái)區(qū)分。?
簧載質(zhì)量是指汽車上由彈簧所支撐的質(zhì)量，非簧載質(zhì)量簡(jiǎn)單的定義為路面和懸架彈簧之間的質(zhì)量。汽車行駛時(shí)，彈簧剛度影響簧載質(zhì)量的響應(yīng)。安置小剛度彈簧的汽車，如豪華轎車（林肯town汽車），能吸收所有路面的不平，來(lái)提供超級(jí)平順的駕駛體驗(yàn)；然而，這樣的車更易于剎車前仰和制動(dòng)后蹲以及轉(zhuǎn)彎時(shí)更易發(fā)生搖擺或者側(cè)傾。安置大剛度彈簧的汽車，列如運(yùn)動(dòng)轎車，吸收路面的顛簸能力更弱一些，但它們能使車身運(yùn)動(dòng)達(dá)到最小，這也就意味著它更好操控，即使在拐角處。?
因此，雖然彈簧裝置看起來(lái)簡(jiǎn)單，但是設(shè)計(jì)它們并將他們安裝在汽車上使乘客操縱舒適卻是一項(xiàng)復(fù)雜的任務(wù)。而為了讓問(wèn)題變得更加復(fù)雜，單獨(dú)的彈簧海不能提供一個(gè)完美的平順性。由于彈簧在吸收能量是巨大的，但它不能很好地釋放。被稱作減震器的其他結(jié)構(gòu)就是來(lái)做這件事的。。?
3.減震器?
如果沒(méi)有減震裝置，汽車彈簧從不平路面所吸收的能量會(huì)以不受控制的速率被放大或釋放。一旦彈簧所吸收的能量全部被釋放出來(lái)，他就會(huì)繼續(xù)以它固有的頻率跳動(dòng)。僅僅安裝在彈簧上的懸架會(huì)造成一臺(tái)完全根據(jù)地形而跳動(dòng)不受控制的汽車。
安裝震動(dòng)吸收裝置或緩沖器———種通過(guò)被稱作減震的過(guò)程來(lái)控制不想得到的彈簧運(yùn)動(dòng)裝置。震動(dòng)吸收裝置可以通過(guò)將懸架運(yùn)動(dòng)的動(dòng)能轉(zhuǎn)化為熱能來(lái)減慢震動(dòng)并降低震動(dòng)的振幅，這些熱能又可以通過(guò)液體的流動(dòng)被釋放出來(lái)。為了便于理解它的工作過(guò)程，我們來(lái)了解一下震動(dòng)吸收裝置的結(jié)構(gòu)和功能。
震動(dòng)吸收裝置其實(shí)就是一個(gè)裝在車架和車輪之間的油泵，它的上端與車架相連（及簧載質(zhì)量），下端與車軸相連，靠近車輪（即非簧載質(zhì)量）。在一種最常見的震動(dòng)吸收裝置——雙管式設(shè)計(jì)中，它的上端與一個(gè)活塞桿相連，活塞桿與活塞相連，活塞有裝在一個(gè)充滿流體的管子內(nèi)的。里面的管子被稱為壓力管，外面的被稱為儲(chǔ)備管，儲(chǔ)備管中儲(chǔ)存多余的液體。
當(dāng)汽車車輪在路上遇到碰撞，引起彈簧的壓縮和伸張，彈簧內(nèi)的能量就會(huì)通過(guò)上面連接傳遞到活塞桿并進(jìn)一步傳遞到活塞上。活塞穿有孔，活塞在管中上下運(yùn)動(dòng)時(shí)液體可以從中流出，因?yàn)榭紫鄬?duì)很小，即使在很大的壓力下，只有少量的液體可以從中流出，這減慢了活塞的運(yùn)動(dòng)，并進(jìn)一步減慢了彈簧運(yùn)動(dòng)。?
震動(dòng)吸收裝置有兩個(gè)工作循環(huán)——壓縮循環(huán)和伸張循環(huán)。當(dāng)活塞向下運(yùn)動(dòng)時(shí)發(fā)生壓縮循環(huán)，壓縮活塞的液體。活塞向上運(yùn)動(dòng)時(shí)發(fā)生伸張循環(huán)，將活塞上部的液體進(jìn)行壓縮。了解這些，壓縮循環(huán)控制非簧載質(zhì)量的你運(yùn)動(dòng)，而伸張循環(huán)控制更重的，簧載質(zhì)量運(yùn)動(dòng)。?
所有現(xiàn)代的減震器都是對(duì)速度敏感——懸架運(yùn)動(dòng)的速度越快，減震器提供的阻力越大。這就確保了震動(dòng)可以根據(jù)路況來(lái)調(diào)節(jié)，并且一切在運(yùn)動(dòng)著的車輛中會(huì)發(fā)生的不希望的運(yùn)動(dòng)都可以被控制，包括跳動(dòng)、擺動(dòng)、剎車點(diǎn)頭和加速后仰。??
另一種常見的減震結(jié)構(gòu)式減震器支柱——其實(shí)就是裝在螺旋彈簧內(nèi)部的一種震動(dòng)吸收裝置。減震支柱有兩個(gè)功能：像減震器一樣提供減震功能，為車輛懸架提供結(jié)構(gòu)支撐。這意味著減震支柱比減震器傳遞更多東西，減震器不支持車中——它們僅僅控制車上重量被傳遞的速度，而不是重量本身。因?yàn)闇p震器和減震器支柱對(duì)汽車的操控性具有重要的作用，它們可以被認(rèn)為有重要的安全特性。磨損的減震器和減震支柱可以將過(guò)多的車重從一側(cè)轉(zhuǎn)移到另一側(cè)，或從前端轉(zhuǎn)移到后端，這將降低輪胎的附著能量以及操控和制動(dòng)性能。?
橫向穩(wěn)定桿（也稱反側(cè)翻桿）與減震器和減震支柱一起為汽車提供額外的穩(wěn)定性。當(dāng)一側(cè)車輪上的懸架上下運(yùn)動(dòng)時(shí)，橫向穩(wěn)定桿會(huì)將運(yùn)動(dòng)傳遞到另一車輪，這就形成了更平衡的行駛性并降低車輛的擺動(dòng)。特別的，當(dāng)汽車轉(zhuǎn)彎時(shí)，它會(huì)抵制懸架發(fā)生側(cè)傾，正是由于這個(gè)原因，現(xiàn)在大多數(shù)汽車都把它作為標(biāo)配，即便不是，配套元件也可以使衡向穩(wěn)定桿隨時(shí)方便的安裝。
5.未來(lái)的汽車懸架?
雖然彈簧和減震器得到大幅度的改善，但汽車懸架的基本設(shè)計(jì)經(jīng)過(guò)多年來(lái)進(jìn)化沒(méi)有一個(gè)顯著的變化。但是一個(gè)品牌改變了這一局面，Bose提出了全新的懸掛設(shè)計(jì)構(gòu)思。Bose同時(shí)也因它在聲學(xué)技術(shù)上的創(chuàng)新而聞名世界。巨虎所有專家都認(rèn)為Bose懸架是汽車歷史上的重大突破。?
它是如何工作的的呢？Bose在每個(gè)系統(tǒng)上安裝一個(gè)線性的電磁馬達(dá)（LEM）來(lái)代替?zhèn)鹘y(tǒng)的減震裝置。放大器用一種特別的方式向馬達(dá)提供電能使系統(tǒng)中每次壓縮是的能量都可以再生。馬達(dá)的優(yōu)勢(shì)是它不像傳統(tǒng)的液體式減震器一樣受內(nèi)部慣性的限制。結(jié)果LEM的可以以更大的速度進(jìn)行伸張和壓縮，從而消除乘客的所有震動(dòng)感。車輪被控制的十分完美以至于不管發(fā)生什么樣的情況，車身都能保持平衡。LEM的也可以抵消車在加速、制動(dòng)、轉(zhuǎn)向時(shí)的運(yùn)動(dòng)，從而給駕駛員更好的操縱感。
不幸的是，這種模式在2009年前都無(wú)法使用，它將被運(yùn)用在超豪華車上。在這之前駕駛員還是要適應(yīng)目前這種不是很完美的懸架。
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