外文翻譯--盤式制動器

附錄 A Disc Brakes Disc brakes are used on the front wheels of most cars and on all four wheels on many cars. A disc rotor is attached to the wheel hub and rotates with the tire and wheel. When the driver applies the brakes, hydraulic pressure from the master cylinder is used to push friction linings against the rotor to stop it. In the disc brake rotor assembly, the rotor is usually made of cast iron. The hub may be manufactured as one piece with the rotor or in two parts. The rotor has a machined braking surface on each face. A splash shield, mounted to the steering knuckle, protects the rotor from road splash. A rotor may be solid or ventilated. Ventilated designs have cooling fins cast between the braking surfaces. This construction considerably increases the cooling area of the rotor casting. Also, when the wheel is in motion, the rotation of these fan-type fins in the rotor provides increased air circulation and more efficient cooling of the brake. Disc brakes do not fade even after rapid, hard brake applications because of the rapid cooling of the rotor. The hydraulic and friction components are housed in a caliper assembly. The caliper assembly straddles the outside diameter of the hub and rotor assembly. When the brakes are applied, the pressure of the pistons is exerted through the shoes in a clamping action on the rotor. Because equal opposed hydraulic pressures are applied to both faces of the rotor throughout application, no distortion of the rotor occurs, regardless of the severity or duration of application. There are many variations of caliper designs, but they can all be grouped into two main categories: moving and stationary caliper. The caliper is fixed in one position on the stationary design. In the moving design, the caliper moves in relation to the rotor. Most late-model cars use the moving caliper design. This design uses a single hydraulic piston and a caliper that can float or slide during application. Floating designs float or move on pins or bolts. In sliding designs, the caliper sideways on machined surfaces. Both designs work in basically the same way. In the single piston floating caliper, the single-piston caliper assembly is constructed from a single casting that contains one large piston bore in the inboard section of the casting. Inboard refers to the side of the casting nearest the center line of the car when the caliper is mounted. A fluid inlet hole and bleeder valve hole are machined into the inboard section of the caliper and connect directly to the piston bore. The caliper cylinder bore contains a piston and seal. The seal has a rectangular cross section. It is located in a groove that is machined in the cylinder bore. The seal fits around the outside diameter of the piston and provides a hydraulic seal between the piston and the cylinder wall. The rectangular seal provides automatic adjustment of clearance between the rotor and shoe and linings following each application. When the brakes are applied, the caliper seal is deflected by the hydraulic pressure and its inside diameter rides with the piston within the limits of its retention in the cylinder groove. When hydraulic pressure is released, the seal relaxes and returns to its original rectangular shape, retracting the piston into the cylinder enough to provide proper running clearance. As brake linings wear, piston travel tends to exceed the limit of deflection of the seal； the piston therefore slides in the seal to the precise extent necessary to compensate for lining wear. The top of the piston bore is machined to accept a sealing dust boot. The piston in many calipers is steel, precision ground, and nickel chrome plated, giving it a very hard and durable surface. Some manufacturers are using a plastic piston. This is much lighter than steel and provides for a much lighter brake system. The plastic piston insulates well and prevents heat from transferring to the brake fluid. Each caliper contains two shoe and lining assemblies. They are constructed of a stamped metal shoe with the lining riveted or bonded to the shoe and are mounted in the caliper on either side of the rotor. One shoe and lining assembly is called the inboard lining because it fits nearest to the center line of the car. The other is called the outboard shoe and lining assembly. As already mentioned, the caliper is free to float on its two mounting pins or bolts. Teflon sleeves in the caliper allow it to move easily on the pins. During application of the brakes, the fluid pressure behind the piston increases. Pressure is exerted equally against the bottom of the piston and the bottom of the cylinder bore. The pressure applied to the piston is transmitted to the inboard shoe and lining, forcing the lining against the inboard rotor surface. The pressure applied to the bottom of the cylinder bore forces the caliper to move on the mounting bolts toward the inboard side, or toward the air. Because the caliper is one piece, this movement causes the outboard section of the caliper to apply pressure against the back of the outboard shoe and lining assembly, forcing the lining against the outboard rotor surface. As the line pressure builds up, the shoe and lining assemblies are pressed against the rotor surfaces with increased force, bringing the car to a stop. The application and release of the brake pressure actually causes a very slight movement of the piston and caliper. Upon release of the braking effort, the piston and caliper merely relax into a released position. In the released position, the shoes do not retract very far from the rotor surfaces. 附錄 B 外文翻譯： 盤式制動器 許多汽車所有四個車輪 ， 盤式制動器是用 在 大多數(shù)轎車的前輪上。 制動盤安裝在輪轂上隨著輪胎和車輪轉(zhuǎn)動。 當(dāng) 汽車制動時 ，液壓主缸推動摩擦片 使其 停止轉(zhuǎn)動 。 在盤式制動器 的 轉(zhuǎn) 動部件中 ， 制動盤 通常是 使用 鑄鐵 制造 。 輪轂和制動盤 可制造為一體或兩部分。 制動盤 的每個面 都要 加工 為 制動 表 面。一 塊防護(hù)板 ，安裝在轉(zhuǎn)向節(jié) 上 ，保護(hù) 制動盤不被飛濺物污染 。 制動盤 可以是 實心 或 有 通風(fēng) 孔 。 擁 有通風(fēng) 孔的制動盤表面之間設(shè)有散熱片 。這種結(jié)構(gòu)大大提高了 制動盤的 散熱 面積。此外，當(dāng)車輪在運動時，這些風(fēng)扇型 散熱片 在 制動盤 旋轉(zhuǎn) 時 增 大 空氣流通 并 提供更有效的 制動 冷卻。盤式制動器不 會受熱變形 ，即使快速 、強制制動 ，原因 就 是 制動盤 的快速冷卻。 液壓和摩擦部件都 安 裝在 制動鉗總成中 。 制動鉗 跨越 輪轂和制動盤 外徑。當(dāng)制動器作用時 ，通過活塞 推動制動塊 在夾緊 制動盤 的 過程中產(chǎn)生 壓力。由于 在制動過程中液 壓 壓力 等于應(yīng)用于 制動盤兩側(cè) ， 制動盤 沒有出現(xiàn) 變形 ，無論 過程的壓力多大和持續(xù)時間 。也有許多 種制動鉗 ，但他們都可以分為兩大類：移動和固定卡鉗。 固定式 卡 鉗 是固定在一個固定的設(shè)計位置上。在移動 式設(shè)計中 ， 制動 卡鉗相對于制動盤 移動。 大多數(shù)晚期 制造的汽車 使用移動 式卡鉗 。 在 設(shè)計 中 采用一個 單獨的 液壓活塞和能夠在制動過程中滑動或擺動的卡鉗 。 在滑動設(shè)計中卡鉗 在 導(dǎo)向銷上 移動。在擺動式 設(shè)計 中 ， 卡鉗在垂直表面內(nèi)擺動 。這兩種設(shè)計的工作方式基本相同。 在單活塞浮動卡鉗 中 ，單活塞卡鉗大 多 是 由 一個單一的鑄 件構(gòu)成 ，其中包含一個大 型 鉆孔 作為 鑄件的內(nèi)側(cè)部分。內(nèi)側(cè)是指卡鉗安裝 時 靠近汽車鑄 件 的一面。制動液 入口孔和 排氣 孔的加工成的卡鉗內(nèi)側(cè)部分，直接連接到活塞孔。 制動鉗 缸包含一個活塞和密封 圈 。該密封 圈 具有矩形截面。它坐 落在一個在缸 體的 加工孔槽。適合的密封活塞周圍的外徑，并提供了活塞與缸壁液壓密封件