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1、廣東技術師范學院天河學院 本科畢業(yè)設計外文翻譯譯文 學生姓名 陳劍鋒 院（系） 廣東技術師范學院天河學院 專業(yè)班級 機械設計制造及其自動化 指導教師 蔣文明 完成日期 2011.12.30 外文出處：http://en.wikipedia.org/wiki/Leaf_spring Leaf spring history There wer

2、e a variety of leaf springs, usually employing the word "elliptical". "Elliptical" or "full elliptical" leaf springs referred to two circular arcs linked at their tips. This was joined to the frame at the top center of the upper arc, the bottom center was joined to the "live" suspension components,

3、such as a solid front axle. Additional suspension components, such as trailing arms, would be needed for this design, but not for "semi-elliptical" leaf springs as used in the Hotchkiss drive. That employed the lower arc, hence its name. "Quarter-elliptic" springs often had the thickest part of thes

4、tack of leaves stuck into the rear end of the side pieces of a short ladder frame, with the free end attached to the differential, as in the Austin Seven of the 1920s. As an example of non-elliptic leaf springs, the Ford Model T had multiple leaf springs over its differential that were curved in the

5、 shape of a yoke. As a substitute for dampers(shock absorbers), some manufacturers laid non-metallic sheets in between the metal leaves,such as wood. Leaf springs were very common on automobiles, right up to the 1970s in Europe and Japan and late 70s in America when the move to front-wheel drive, a

6、nd more sophisticated suspension designs saw automobile manufacturers use coil springs instead. Today leaf springs are still used in heavy commercial vehicles such as vans and trucks, SUVs, and railway carriages. For heavy vehicles, they have the advantage of spreading the load more widely over the

7、vehicles chassis, whereas coil springs transfer it to a single point. Unlike coil springs, leaf springs also locate the rear axle, eliminating the need for trailing arms and a Panhard rod, thereby saving cost and weight in a simple live axle rear suspension. A more modern implementation is the para

8、bolic leaf spring. This design is characterised by fewer leaves whose thickness varies from centre to ends following a parabolic curve. In this design, inter-leaf friction is unwanted, and therefore there is only contact between the springs at the ends and at the centre where the axle is connected.

9、Spacers prevent contact at other points. Aside from a weight saving, the main advantage of parabolic springs is their greater flexibility, which translates into vehicle ride quality that approaches that of coil springs. There is a trade-off in the form of reduced load carrying capability, however. T

10、he characteristic of parabolic springs is better riding comfort and not as "stiff" as conventional "multi-leaf springs". It is widely used on buses for better comfort. A further development by the British GKN company and by Chevrolet with the Corvette amongst others, is the move to composite plastic

11、 leaf springs. Typically when used in automobile suspension the leaf both supports an axle and locates/ partially locates the axle. This can lead to handling issues (such as axle tramp), as the flexible nature of the spring makes precise control of the unsprung mass of the axle difficult. Some su

12、spension designs which use leaf springs do not use the leaf to locate the axle and do not have this drawback. The Fiat 128s rear suspension is an example. Figure 1 leaf spring a variety of shapes Leaf spring manufacturing process Multi-leaf springs are made as fllows: 1.Shearing of flat bar 2

13、.Center hole punching/Drilling 3.End Heating process forming (hot & cold process) 1.Eye Forming/Wrapper Forming 2.Diamond cutting/end trimming/width cutting/end tapering 3.End punching/end grooving/end bending/end forging/eye grinding 4.Center hole punching/Drilling/nibbing 4.Heat Treatment

14、 1.Heating 2.Camber forming 3.Quenching 4.Tempering 5.Surface preparation 1.Shot peening/stress peening 2.Painting 6.Eye bush preparation process 1.Eye reaming/eye boring 2.Bush insertion 3.Bush reaming 7.Assemble 1.Presetting & load testing 2.Paint touch-up 3.Marking & packing

15、 外文中文翻譯： 板簧歷史 板簧的種類各種各樣，經(jīng)常用的“橢圓”“全橢圓”板簧指兩個端點相連的形。上面的拱形的上方中心與框架連接，下方中心與“主動”懸掛部件相連，例如固體前軸。其他的懸架部分，例如縱向推力桿，也在這樣的設計中用到，但是不用在霍奇凱斯傳動的“半橢圓”板簧。 這樣的板簧使用更低的拱形，因此它的名字叫做“四分之一橢圓”簧片，這樣的簧片經(jīng)常使用短梯式框架的側(cè)片后部堆積的金屬片的最厚的部分，懸空或者連接在差速器上，就像19世紀20年代的奧斯汀史蒂芬。對于“非橢圓”板

16、簧，福特T型車的彎成牛軛形狀的差速器上有多重板簧，作為阻尼器（震動吸收器）的替代，一些生產(chǎn)商把非金屬的薄板放在金屬片中間，例如木頭。 板簧在機動車中使用很多，在歐洲和日本的19世紀70年代和美國的70年代后期，當機動車發(fā)展為前輪驅(qū)動和更加復雜的懸架設計時，更多機動車生產(chǎn)商使用卷簧。今天，板簧仍然在重型貿(mào)易機動車中，例如運貨車和卡車，越野車和軌道車廂。對于重型機動車來說，這些板簧能夠把車的載重廣泛的分散到車的地盤上，然而卷簧只能把載重轉(zhuǎn)化到一個點上。不像螺旋彈簧，板簧能夠固定后軸，這樣就不需要縱向推力桿和橫向推力桿了，因此通過簡單的主動軸后懸掛裝置節(jié)省了成本和重量。 更現(xiàn)代的是拋物線式的板簧

17、。這樣的設計具有更少的金屬薄片，從中間部分到兩端的薄片厚度不同，形成一個拋物線式的曲線。在這樣的設計中，金屬片之間的摩擦是不利的，因此只有彈簧的兩端和與主軸相連的中部相互接觸。之間的空間也防止了其他點的接觸。除了節(jié)省重量，拋物線式的板簧的主要優(yōu)點還在于更強的靈活性，能夠使機動車達到像使用螺旋彈簧而達到的乘坐舒適性，然而，這之中存在一種載重承受力減少的權衡效應。拋物線式的板簧能夠帶來更好的乘坐舒適性，不像傳統(tǒng)的“多金屬片板簧”那樣僵硬。拋物線式板簧被廣泛的使用在公共汽車中以提高乘坐舒適度。由英國吉凱恩公司和雪佛蘭與克爾維特開發(fā)的新型板簧是復合材料板簧。 當用于機動車懸架時，板簧既支撐主軸，又固

18、定或部分固定主軸。這會帶來一些問題（例如主軸拖地），因為彈簧的彈性無法對主軸無彈性的地方進行精確的控制。一些使用板簧的懸架設計不用金屬片固定主軸，因此不會出現(xiàn)這樣的缺陷，像菲亞特128的后懸架設計。 圖1 板簧各種形狀 板簧制造工藝 多片板簧如下： 1、扁鋼條削剪 2、中心打眼/鉆孔 3、加熱端部加工（冷/熱加工） (1)眼制造/包裝制造 (2)金剛石切割/端部修剪/寬度切割/端部磨細 (3)打眼/端部開槽/端部彎曲/端部鍛造/磨眼 (4)中心打眼/鉆孔/捏 4、加熱處理 (1)加熱 (2)形成弧形 (3)擠壓 (4)降溫 5、表面準備 (1)噴丸加工/ 噴丸強化 (2)噴漆 6、鉆眼的襯套準備工序 (1)挖眼/鉆孔 (2)插入襯套 (3)挖襯套 7、組裝 (1)預調(diào)整和承載測試 (2)噴漆潤色 (3)標記/包裝 翻譯工具有：牛津高階英漢雙解詞典（第六版）牛津大學出版社 機械工程專業(yè)英語（第十版）哈爾濱工業(yè)大學出版社 谷歌翻譯