Chassis components and systems

These components consist of chassis subsystems as well as the modules and parts contained in these subsystems. Chassis components and systems can be classified according to function or divided into groups or modules. The resulting organizational structures often overlap with one another.

The functions of the chassis are: wheel control; steering; springing; damping; braking; driving; wheel support; maintaining contact with the road surface; coordination of chassis functions, control of vehicle dynamics; driver assistance.

These functions are performed with chassis subsystems such as the axle systems, steering system, spring system, damping system, brake system, drivetrain, tire system, vehicle dynamics system, and driver assistance systems. In general, the physical components responsible for the realization of these functions are not independent of one another. Additionally, these subsystems cannot be considered as complete, pre-assembled modules. These components must be developed, tested, and evaluated together, and have a common control strategy and control software, but are not in the same immediate location in the vehicle.

Systems differ in their methods of operation and their compositions, and also in the ways that they influence the dynamics of the vehicle. As a result, the various systems must be tuned to work with one another. Although each system could operate independently, a well-balanced integration of the individual systems results in better functionality. An example of this is lateral stability control using integrated engine control, brake intervention, torque vectoring (single wheel drive control), and steering. To facilitate this type of integration, system functions can be consolidated into three main groups. These groups are also referred to as domains. The vehicle has three basic functional domains:

• Longitudinal Dynamics (propulsion, braking, tires).

• Vertical Dynamics (springing, damping, tires).

• Lateral Dynamics (steering, single-wheel braking, single-wheel propulsion, self-steering behavior, tires).

Functional classification is important for development and functional compliance, but it is not directly related to component manufacturing or assembly requirements. The locations of most components are typically chosen for optimal operation and function, and partial functional integration is often used to integrate multiple functions into a single part or module.

Text C

New words and word combinations:

1) advantage – преимущество; 2) drivability – управляемость; 3) twist-beam rear suspension – задняя поворотная подвеска; 4) layout – расположение; 5) traction – контроль тяги; 6) double-wishbone front suspension – двухрычажная передняя подвеска; 7) subframe – подрамник; 8) all-wheel-drive – полный привод; 9) axle – ось; 10) fuel consumption – расход топлива;        11) unpaved – грунтовый.

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The position of an engine

Transverse-Mounted Front Engine with Front-Wheel-Drive: this configuration is by far the most commonly used. Its advantages include low cost, light weight, compact size, winter drivability, and well-mannered driving characteristics. The compact and inexpensive twist-beam rear suspension is the best match for this configuration. Due to the twist-beam suspension’s dynamic limitations, vehicles above the lower midsize class often use larger, more expensive, multi-link rear suspensions with three lateral control arms and one trailing arm.

Longitudinally-Mounted Front Engine with Rear Wheel-Drive: this combination is most often found in vehicles at or above the midsize class. It is the standard layout for vehicles above the upper midsize class. Improved steering behavior is achieved by the separation of the steered wheels from the driven wheels. Further advantages include considerable improvements in weight distribution and comfort, as well as good traction on dry roads under full power or when towing a trailer.

This configuration is typically combined with a double-wishbone front suspension. In many cases, the plane of the upper control arm is above the tire, and the lower control arm is divided into two 2-point control arms (a leading arm and a trailing arm).

The above-mentioned configuration typically uses a multi-link suspension for the rear axle. Various configurations are in use, among them a five-link design or a four-point link with an upper lateral arm and a lower semi-trailing arm. To improve driving comfort, the rear suspension is mounted on a subframe, which helps to isolate the vehicle’s occupants from roadway noise and vibration

Front-Mounted Engine with All-Wheel-Drive

Ever since the successful introduction of Audi’s Quattro system, the popularity of all-wheel-drive has continued to grow. The improved traction offered by an all-wheel-drive system is not only an advantage on unpaved roads, but also on wet or icy roads. High powered vehicles can benefit from all-wheel-drive even on dry roadways. The rapid development of lighter and more efficient automobiles has led to automakers increasingly taking advantage of the improved traction and driving dynamics offered by all-wheel-drive. The high torque ratings of modern diesel engines make a complete transfer of power to the roadway difficult with only one driven axle.

All-wheel-drive combines the advantages of front wheel-drive and rear-wheel-drive, with disadvantages including high costs, increased weight, and greater fuel consumption. All-wheel-drive vehicles use multilink or double-wishbone suspensions for the front and rear wheels. The suspension and differentials are mounted to the vehicle by means of a subframe, which reduces noise and vibration.

Text D

New words and word combinations:

1) drive shaft – приводной вал; 2) piston – поршень; 3) idling – холостой ход; 4) gearbox – коробка передач; 5) to assist – помогать; 6) transmission system – система передач; 7) manual shifted transmission – механическая коробка передач; 8) dual-clutch transmission – коробка передач с двойным сцеплением; 9) handling – управление; 10) to require – требовать;               11) steplessly – бесступенчато.