壓縮包已打包上傳。下載文件后為完整一套設計。【清晰，無水印，可編輯】dwg后綴為cad圖紙，doc后綴為word格式，所見即所得。有疑問可以咨詢QQ 197216396 或 11970985
外文資料原文
Clutch Common Problems
From the 1950s to the 1970s, you could count on getting between 50,000 and 70,000 miles from your car's clutch. Clutches can now last for more than 80,000 miles if you use them gently and maintain them well. If not cared for, clutches can start to break down at 35,000 miles. Trucks that are consistently overloaded or that frequently tow heavy loads can also have problems with relatively new clutches.
The most common problem with clutches is that the friction material on the disc wears out. The friction material on a clutch disc is very similar to the friction material on the pads of a disc brake or the shoes of a drum brake -- after a while, it wears away. When most or all of the friction material is gone, the clutch will start to slip, and eventually it won't transmit any power from the engine to the wheels.
The clutch only wears while the clutch disc and the flywheel are spinning at different speeds. When they are locked together, the friction material is held tightly against the flywheel, and they spin in sync. It's only when the clutch disc is slipping against the flywheel that wearing occurs. So, if you are the type of driver who slips the clutch a lot, you'll wear out your clutch a lot faster.
Sometimes the problem is not with slipping, but with sticking. If your clutch won't release properly, it will continue to turn the input shaft. This can cause grinding, or completely prevent your car from going into gear. Some common reasons a clutch may stick are:
Broken or stretched clutch cable - The cable needs the right amount of tension to push and pull effectively.
Leaky or defective slave and/or master clutch cylinders - Leaks keep the cylinders from building the necessary amount of pressure.
Air in the hydraulic line - Air affects the hydraulics by taking up space the fluid needs to build pressure.
Misadjusted linkage - When your foot hits the pedal, the linkage transmits the wrong amount of force.
Mismatched clutch components - Not all aftermarket parts work with your clutch.
A "hard" clutch is also a common problem. All clutches require some amount of force to depress fully. If you have to press hard on the pedal, there may be something wrong. Sticking or binding in the pedal linkage, cable, cross shaft, or pivot ball are common causes. Sometimes a blockage or worn seals in the hydraulic system can also cause a hard clutch.
Another problem associated with clutches is a worn throw-out bearing, sometimes called a clutch release bearing. This bearing applies force to the fingers of the spinning pressure plate to release the clutch. If you hear a rumbling sound when the clutch engages, you might have a problem with the throw-out.
Clutch Diagnostic Test
If you find that your clutch has failed, here is an at-home diagnostic test that anyone can perform:
1. Start your car, set the parking break, and put the car in neutral.
2. With your car idling, listen for a growling noise without pushing the clutch in. If you hear something, it's most likely a problem with the transmission. If you don't hear a noise, proceed to step three.
3. With the car still in neutral, begin to push the clutch and listen for noise. If you hear a chirping noise as you press, it's most likely the clutch release, or throw-out bearing. If you don't hear a noise, proceed to step four.
4. Push the clutch all the way to the floor. If you hear a squealing noise, it's probably the pilot bearing or bushing.
If you don't hear any noise during these four steps, then your problem is probably not the clutch. If you hear the noise at idle and it goes away when the clutch is pressed, it may be an issue in the contact point between the fork and pivot ball.
Biomaterials
Manufacturers are starting biomaterials to reduce CO2 emissions throughout the vehicles lifecycle
Manufacturers are starting to concentrate more closely on cutting carbon dioxide emissions from vehicles’ lifecycles. That means looking at the carbon dioxide production and disposal of the vehicle, not just the pollutants that come out of the tailpipe.
European vehicle recycling laws are making carmakers that sell cars in Europe take more responsibility for the effect their vehicles Honda and Mitsubishi are the latest to develop new materials.
Recycling the metal that makes up majority of the vehicle is not the hardest pert; the plastics plastics present a far greater challenge. Interiors pose a particular recycling problem as they use a lot of plastics.
Honda has developed a plant-based fabric with excellent durability and resistance to sunlight for use a surface material in automobile interiors.
Bio-fabrics are the most likely solution as they are derived from plants that absorb carbon dioxide ad they grow. When vehicle is scrapped and the fabrics incinerated, only some of the released carbon dioxide has come from a fossil source.
Despite this benefit, plant-based fabrics have not yet been used commercially for automobile interiors. Interior quality is too important to take risks with and there have been concerns about the limited durability and aesthetics of biomaterials.
Honda says it has a fabric that can overcome these issues, achieving a soft and smooth material appropriate for the surface of automobile interiors. It has high durability and its color does not fade after prolonged exposure to sunlight.
Honda will use the material for seats, the interior surface of doors, roof linings and for floor mats. Series production is still some way off , however. The firm will install the bio-fabric interiors in 2009 in a fuel cell vehicle and then expand the application.
The bio-fabric’s basic material is a polyester called polypropylene terephthalate (PPT). PPT is produced through the polymerization of propaneiol, which is produced from corn and terephthalic acid, a petroleum-based component.
In order to improve the fabric’s stability, Honda has applied a multi-thread structure for the fiber. “The fiber is very flexible, achieving unprecedented aesthetic properties,” says Honda.
The bio-fabric does not require changes to existing fabric production processes and is suitable for mass production .Using it instead of the traditional petroleum-based polyester materials reduces the amount of energy consumed in the process by between 10 and 15 percent.“The use of a plant-based ingredient can reduce carbon dioxide emissions by 5Kg per vehicle,” says Honda.
Mitsubishi`s environmentally friendly plastic is a little closer to production. It will be used in a concept car next year. But despite its early development stage, the firm is confident it will be used in car interiors.
Mitsubishi has developed a material that uses a plant-based resin, polybutylene succinate (PBS), reinforced with bamboo fibers. They began developing the materials with the Aichi industrial technology institute, Japan in 2004.
“To help stop global warming and slow the depletion of oil reserves, we plant to substitute plant-based resins and quick-growing plant fibers for materials such as petroleum-based resins and wood hardboards used in car interiors,” says Mitsubishi.
PBS. The main component of the material. Is a plant-based resin composed mainly of succinct acid and 1.4-butanediol.The succinct acid for the material comes from the fermentation of sugar extracted from sugarcane or corn?
The new material combines bamboo fiber with PBS in order to increase its rigidity.
According to tests. The PBS/bamboo-fiber prototype achieves an estimated 50 percent cut in lifecycle CO2 emissions over petroleum-based polypropylene plastic. Volatile organic compound levels are also reduced drastically over processed wood hardboards; roughly 85 per cent in testing.
Bamboo grows to its full height in just a few years, compared with the tens of years required for traditional timber. And as such may be called a potentially sustainable resource.”We expect the research to lead to further breakthroughs in the use of bamboo.” says Mitsubishi.
9
外文資料譯文
離合器常見問題
從20世紀50年代至70年代，你可以依靠離合器行駛50000公里到70000公里。如何過你對離合器使用和保養(yǎng)好的話，離合器現(xiàn)在可以使用達到80000公里。如果保養(yǎng)的不好的話，離合器的性能可能在總里程達到35000公里時開始下降。一貫超載或經常拖重物的卡車，其新離合器也會發(fā)生許多問題。
離合器最常見的問題是摩擦材料的實效。離合器從動盤上的摩擦片與盤式制動器上的摩擦材料及鼓式制動器制動蹄比較類似，過一段時間后，它們就實效了。當大部分或所有的摩擦材料都失效了，離合器將開始打滑，并最終將不會傳送任何動力，從發(fā)動機到車輪 。
當離合器從動盤和飛輪不是以同一個速度旋轉時，離合器只是磨損。當它們被鎖定在一起時，摩擦片將會緊緊的貼在飛輪上，并且一同旋轉，僅僅當離合器從動盤和飛輪不同步時，磨損才會產生，所以，如果你是那種經常讓離合器打滑的駕駛員，你將會加快離合器的磨損。
有時，問題不在于打滑，但與堅持。如果您的離合器將不會公布得當，它將繼續(xù)把輸入軸。這可能會導致磨削，或完全防止您的汽車從進入齒輪。
斷掉的或拉伸的離合器拉索 -拉索需要正確的拉緊力，來進行有效的推拉。
漏泄或有缺陷的離合器主或副缸 -泄漏保持液壓缸擁有必要數(shù)值的壓力。
空氣中的液壓管路 -空氣影響水力以空間流體需要建立的壓力。
不合適的連接件 -當您的腳踩在踏板上時，連接管件將傳遞錯誤的壓力。
不匹配的離合器組件 -并非所有的售后的零件與您的離合器匹配的。
“硬”離合器也是一種常見的問題。所有離合器都需要一定的力來充分壓緊。如果你必須很“硬”壓下離合器踏板，可能會有些麻煩。堅持或有約束力的在踏板的聯(lián)系，電纜，交叉軸，或樞軸球是常見的原因。有時堵塞或磨損密封在液壓系統(tǒng)也可能導致硬離合器。
另一個與離合器相關的問題是一個磨損的要丟棄的軸承,有時被稱為離合器釋放軸承。這關系到適用的力量，分離指的壓力板釋放離合器。如果您聽到低沉的聲音，當離合器工作時，您可能有一個問題，。
離合器的診斷測試
如果您發(fā)現(xiàn)您的離合器已經失效，這是一個在家的診斷測試，任何人都可以執(zhí)行：
1. 啟動汽車，設置停車休息，并把汽車設在空檔位置。
2. 在汽車空轉時，聽取了咆哮的噪音，不要讓離合器接合，如果你聽到什么聲音，它最有可能是變速器的問題。 如果您沒有聽到噪音，進行步驟3 。
3. 仍然保持汽車在空檔，開始推動離合器和聽噪音。 當您踩下時， 如果您聽到啁啾的噪音，它最有可能的離合器釋放，或投擲出軸承。 如果您沒有聽到噪音，進行步驟4 。
4. 推動離合器一直到地上。如果您聽到刺耳的噪音，這可能是試驗軸承或襯套。
如果您沒有聽到任何噪音，在這四個步驟，那么您的問題可能是沒有離合器。 如果您聽到噪音，閑置不用離開時，離合器壓，它可能是一個問題，在接觸點之間的交岔路口樞軸球。
生物材料
汽車制造上紛紛通過采用生物材料來減少車輛整個生命期內的二氧化碳排放。
汽車制造商紛紛開始對車輛在整個生命期內，即從生產到報廢的全過程中產生的二氧化碳排放，而不僅是排氣管中產生的二氧化碳予以重視。
歐洲的汽車回收法規(guī)迫使汽車行業(yè)經營者對車輛的環(huán)境影響擔負更大的責任。日本汽車制造商日產和三菱最近開發(fā)出了一些新型的材料。
對構成汽車主體部分的金屬材料進行回收并不是最難的，塑料的回收要難得多。特別是大量使用塑料的內飾材料。 本田開發(fā)出一種用植物生產的布料。其耐用性和防曬性能極好，可用作車輛內飾的表面材料。
這種生化布料最有可能成為內飾材料回收問題的解決方案。用來生產這種布料的植物在生長時會吸收二氧化碳，在車輛報廢并焚燒這些不了時，只有一部分二氧化碳來自化石原料。
盡管有這樣的有點，植物生產的布料并未廣泛用作汽車內飾，應為內飾的質量太重要了，廠家不愿冒這個風險，而且生物材料有限的耐久性和外觀也是問題。
本田宣布開發(fā)出一種布料，可以解決上述問題，這種不了的質地柔軟滑順，適合用作汽車內飾的表面材料。這種材料的耐久性很高，并且長時間受陽光照射也不會褪色。
本田將把這種材料用在座椅、車門的內表面、車頂襯墊和地板墊等處。然而，將這些材料用于系列化生產還要過幾年。該公司將于 2009年開始將這種生化布料制成的內飾用于一款燃料電池汽車，并將推廣到其他車型。
這種生化布料的基本成分是PPT。PPT可有石油基化合物對苯二甲酸與谷物的產物丙二醇為原料聚合而成。
為了改善這種不了的穩(wěn)定性，本田在材料中加入多線狀結構，“這種布料質地柔和、可達到無可比擬的美觀效果”本田稱。
這總生化布料不需要改變現(xiàn)有的布料生產流程，而且設大批量生產，用這種材料代替石油基聚酯材料可是加工過程中消耗的能源降低10-15%,“用這種以植物為基礎的成分可是每輛車的二氧化碳排放減少5公斤”本田稱。
三菱公司的環(huán)保型塑料則離實現(xiàn)生產更近。它將在明年用于一款概念車上。不過盡管還處于早期開發(fā)階段，該公司對將其用于汽車內飾很有信心。
該公司開發(fā)的這種材料是用一種產自植物的樹脂－聚丁烯琥珀酸酯加竹纖維增強材料制成，三菱公司與2004年開始與日本愛知工業(yè)大學合作開發(fā)這種材料。
“為了阻止全球變暖、降低是有資源枯竭的速度，我們計劃用植物基塑料和快速生長的植物的纖維來代替汽車內飾采用的石油基塑料和木板。”三菱公司稱。
這種材料的主要盛飯PBS塑料是一種植物基樹脂，主要有琥珀酸和1、4丁二醇組成，生產該材料所用的琥珀酸有甘蔗或玉米中提煉的糖經發(fā)酵而產生。
這種新材料在PBS中加入了竹纖維，以增加其剛性。
經過試驗，采用這種PBS－竹纖維材料的原型車的全生命期二氧化碳排放比采有基聚丙烯塑料的車輛約低50%。揮發(fā)性有機化合物的水平以比木板大大降低，在試驗中大約低85%.
竹子只需幾年就可以成材，而不像普通的木材那樣需要幾十年，因此是一種很有希望的可持續(xù)資源，“我們希望通過研究能為竹子找到更具突破性的用途” 三菱公司稱。