实用微型客车设计-车架、制动系设计【1张CAD图纸和说明书】
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毕 业 设 计（论 文） 题目 实用微型客车设计车架、制动系设计毕业设计（论文）开题报告（学生填表）院系：车辆与动力工程学院 课题名称实用微型客车设计-车架设计、制动系统设计学生姓名专业班级课题类型指导教师职称课题来源1. 设计（或研究）的依据与意义 近年来，我国客车市场相继出现了高速增长、平缓调整、全面回升的发展景象：2003-2004年高速发展；2005年，随着国家宏观调控政策的全面施行，客车市场受到一定的抑制，销量下滑，2007年国民经济稳定快速发展，汽车行业蓬勃向上，汽车市场也走出了2005年的低迷状态，表现出良好的回升势头。，当然，随着汽车技术的进步和汽车行驶速度的提高，车架及车辆制动系统在车辆的安全方面占着重要的地位，车架作为汽车的承载基体，为货车，中型及以下的客车，中高级轿车所采用；支撑着发动机，离合器，变速器，转向器，非承载式车身和货箱等所有簧上质量的有关机件，承受着传给它的各种力和力矩。本设计采用边梁式车架。要保证微型客车的良性发展必须采用低成本战略。采用传统技术，以低的投入实现高的效益的增长，发展廉价的中低档车，以适应市场的需求，本设计采用液力制动器，由于降低成本，采用人力制动系统，行车制动系统采用液力式，驻车制动采用机械式。在制动传动机构方面，为适应各国和各地区制动法规的要求，制动管路必须采用双回路传能型式。为保证汽车行驶的安全性，进行车架和制动系的设计是很有必要的。2. 国内外同类设计（或同类研究）的概况综述 车架有边梁式，钢管式等多种形式，目前国内外采用最多的是边梁式，而汽车制动器的种类很多，形式多样。伴随着汽车的研究开发，汽车动力系统发生了很大的改变，出现了很多新的结构型式和功能形式。新型动力系统的出现也要求制动系统结构形式和功能形式发生相应的改变。 （1）供能装置的发展 气压制动是发展最早的一种动力制动系统。液压制动是目前得到广泛应用的一种制动系统，技术已经非常成熟。目前正在发展的电液复合制动以及电子制动中使用了电机作为制动能源，人力踩制动踏板作为控制来源。 （2）控制装置的发展随着清洁能源汽车和电动汽车的研究应用，以及电子技术在汽车上面的广泛应用，制动系统的控制装置也出现了电子化的趋势，其中电制动完全改变了制动系统的控制和管理，会使汽车制动系统发生革命性的变化，它采用电子控制，可以更加准确、更高效率地实现制动。 （3）传动装置的发展 电子制动是利用制动电机产生制动力直接作用到制动器，它的控制信号来自控制单元，用信号线传递制动信号和制动力信息。 （4）制动器的发展 目前汽车制动器基本都是摩擦式制动器，由于盘式制动器热和水稳定性以及抗衰减性能较鼓式制动器好，可靠性和安全性也好，而得到广泛应用。普遍应用的液压制动现在已经是非常成熟的技术，随着人们对制动性能要求的提高，防抱死制动系统、驱动防滑转控制系统、电子稳定性控制程序、主动避撞技术等功能逐渐融人到制动系统中，需要在制动系统上添加很多附加装置来实现这些功能，使得制动系统结构复杂化，增加了液压回路泄漏的可能以及装配、维修的难度，制动系统要求结构更加简洁，功能更加全面和可靠，制动系统的管理也成为必须要面对的问题，电子技术的应用是大势所趋。 3. 课题设计（或研究）的内容 微型客车的基本参数为：发动机选用JL462Q，最高车速为95km/h，最小转弯半径4.5m，乘员人数6-8人，档位数4+1。 参照长安牌SC6331A微型客车的整体布局参数（网上可以查到）、亚洲牌微型客车底盘实物（车辆实验室整车陈列室内）、长剑牌微型轿车实物（车辆实验室整车拆装室内）和有关的其他车型（查阅有关资料），完成微型客车的车架、制动系设计任务。4. 设计（或研究）方法（1）进行制动系统的总成设计 1，制动系的结构类型及选择 2，制动系参数选择及计算 3，驻车制动和应急制动的计算 4，制动器主要零件的结构设计 5，制动驱动机构的选择及计算（2）进行车架的总成设计5. 实施计划（5-6周） 进行调研,搜集,分析资料,完成开题报告。（6-7周） 全组集体讨论，确定总体方案。每个学生确定自己的设计内容与绘图数量。（8-9周） 整理本设计内容相关的数据资料，进行必要的理论计算，拟说明书 草稿，搜集相关外文资料并翻译。（10-11周） 完成总图设计。（12-13周） 完成零部件图设计，并完成机绘图。（14-15周） 按要求整理，编写设计说明书。（16-17周） 审阅，评阅设计资料，答辩，评定成绩。指导教师意见 指导教师签字： 年 月 日研究所（教研室）意见 研究所所长（教研室主任）签字： 年 月 日 实用微型客车设计车架、制动系设计摘要汽车制动系是保证汽车及驾驶者生命安全的重要部分，制动系是使行进中的汽车减慢速度或者停止运动。这次我的毕业设计题目是微型客车设计-车架和制动系设计。在第二章我主要介绍了制动系的概况和设计时应满足的基本要求。第三章主要是制动系的类型及最后确定的方案，其中列出了几种可供选择的类型并进行了分析、比较最后确定的方案如下：行车制动器：前盘后鼓，盘式制动器为通风型浮动钳盘式制动器，鼓式制动器为领从蹄式制动器。第四章主要介绍了制动系主要结构参数的选择并进行了简单的计算，是本设计说明书的核心部分，其中包括鼓式和盘式制动器主要结构参数的选择，例如：制动鼓内径、摩擦衬片宽度和包角、摩擦衬片起始角、制动盘直径和厚度等，同时对制动力和制动力矩分配系数进行了计算。第五章主要对驻车制动和应急制动进行了简单的计算。第六章介绍的是制动器主要零件的结构设计，如制动鼓、制动蹄、制动底板和制动轮缸等。第七章包括制动驱动机构的选择和计算，制动管路的分路系统和液压驱动机构的设计和计算。第八章列出了车架的几种类型，分析比较之后，最后确定选用前窄后宽的边梁式车架，并且在这一章中对车架的弯曲强度进行了计算，对车架的刚度进行了校核。通过这一系列的分析、计算、校核等，这套设计方案是可行的。 THE DESIGN OF PRARECTICAL MINIATURE CARS THE DESIGN OF FRAME AND BRAKE SYSTEMABSTRACTThe brake system is an important part to keep safety for automobile, the purpose of the braking system is to slow down and stop the moving automobile. My topic in this graduation design is the design of frame and the brake system.In second chapter we mainly introduced something about the brake system and some requests which the brake system should satisfied. The third chapter mainly introduced the type of the brake system and finally determined the plan, in this chapter we listed several kinds to choose, at last we determined the plan through analysis and compare with as follows: In traveling brake system, the former wheels are disc brake and the rear wheels are drum brake. The disc brake for ventilating fluctuation pliers disc brake, and the drum type brake for collar from foot brake. The fourth chapter mainly introduced the main design parameters choice and has carried on the simple computation, and this chapter is the most important part. Including drum type and disc brake main design parameter choice, For example: The brake drum inside diameter, the width, the angle and the outset angle, the diameter and thickness of the brake plate and so on, simultaneously have carried on the computation to the brake strength and the braking moment distribution coefficient. The fifth chapter mainly said the vehicle to brake on stopping and momentary through simple computation. The brake major parts structural design, like brake drum, brake shield plate or disc and brake wheel cylinder and so on were designed in the sixth chapter. Seventh chapter including applies the brake the driving mechanism choice and the computation, the brake line by-pass system and the hydraulic pressure driving mechanism design and the computation. Eighth chapter has listed the frame several kind of types, after the analysis comparison, after finally front determined selects the narrow width side beam plate frame, And has carried on the computation in this chapter to the frame bending strength, has carried on the examination to the frame rigidity. Through this a series of analysis, computation, examination and so on, this set of design proposal is feasibleKEY WORDS: brake system, drum brake, disk brake, frame目 录第一章 前言.1 1.1 汽车的诞生与世界汽车工业的发展.1 1.2 我国汽车工业的发展.2第二章 制动系概况.4第三章 制动系的结构类型及选择.63.1 后轮鼓式制动器的选择.63.2 前轮盘式制动器的选择.93.3 盘式制动器的优缺点及确定的方案.10第四章 制动系参数选择及计算.11 4.1 制动器主要结构参数的选择.11 4.2 制动力与制动力矩分配系数.14第五章 驻车制动和应急制动计算.185.1 驻车制动计算.185.2 应急制动计算.19第六章 制动器主要零件的结构设计.20第七章 制动驱动机构的选择及计算.22第八章 车架.26第九章 总结.33参考文献.34致谢.35IIIBrake System Service and MaintenanceThe types of trouble that may develop in drum-type hydraulic braking systems include the following.(1) Brake pedal goes to floorboard. When this happens, it means that there is no pedal reserve, since full pedal movement does not provide adequate braking. This would be a very unlikely situation with a dual-brake system. One section might fail (front or rear) but it would be rare for both to fail at the same time. If this happens, chances are the driver has been driving for some time with one section out .(2) One brake drags. This means that the brake shoes are not moving away from the brake drum when the brakes are released.(3) All brake drag. When all brakes drag, it may be that the brake pedal does not have sufficient play, so that the piston in the master cylinder does not fully retract.(4) Car pulls to one side. If the car pulls to one side when the brakes are applied, this means that more braking pressure is being applied to one side than to the other.(5) Soft, or spongy, pedal. If the pedal action is soft, or spongy, the chances are that there I is air in the system, although out-of adjustment brake shoes could cause this.(6) Poor braking action requiring excessive pedal pressure. If the brake lining is soaked with oil or brake fluid, they will not hold well, and excessive pedal pressure is required for braking action. Improper brake-shoe adjustment or the use of the wrong brake lining could cause the same trouble.(7) Brakes too sensitive or grab. When the brakes are too sensitive and brake hard or grab with slight brake pedal pressure, it may be that the linings have become greasy , that the brake shoes are out of adjustment , that the wrong lining is being used and that drums are scored or rough .(8) Noisy brakes. Brakes will become noisy if the brake linings wear so much that rivets come into contact with the brake drum, if the shoes become warped so that pressure on the drum is not uniform ,if shoe rivets become loose so that they contact the drum , or if the drum becomes rough or worn .（9）Air in system. If air gets into the hydraulic system, poor braking and a spongy pedal will result. It is possible accidentally to plug the vent (by wrench action ) when the filler plug is removed .(10) Loss of brake fluid. Brake fluid can be lost if the master cylinder leaks, if the wheel cylinder leaks, if the wheel cylinder leaks, if the line connections are loose, or if the line is damaged. (11) Warning light comes on when braking (dual system). This is a signal that one of the two braking systems has failed. Both systems (rear and front) should be checked so that the trouble can be found and eliminated. It is dangerous to drive with this condition, even though braking can be achieved, because only half the wheels are being broken.Many of the troubles on the disk in the disk type of brake system are similar to those that may be found in the drum type.Whenever you encounter a complaint of faulty braking action, always try to analyze it and determine its cause. Sometimes, all that is necessary (in earlier drum-type brakes) is a minor brake with the self-adjuster; the brakes automatically adjust themselves to compensate for lining wear. Other brake services include addition of brake fluid, bleeding the hydraulic system to remove air, repair or replacement of master cylinder and wheel cylinders, replacement of master cylinder and wheel cylinders, replacement of brake linings, and refinishing of brake drums.Tire service and maintenance includes periodic inflation to make sure that the tire is kept at the proper pressure, periodic tire inspection so that small damages can be detected and repaired before they develop into major defects, and tire removal, repair, and replacement.Incorrect tire inflation can cause many types of steering and braking difficulty. Low pressure will cause hard steering, front wheel shimmy, steering kickback, and tire squeal on turns. Uneven tire pressure will tend to make the car pull to one side. For these reason, it is very important to maintain proper pressure in the tires. There are a few points you should remember when inflating tires:(1) Dont inflate a tire when it is hot, as, for instance, after hard driving on the highway.(2) Always replace the cap (where used) after checking air pressure or inflating a tire.The removal and replacement of tires are not difficult on smaller vehicles, but on large, heavy-duty applications special tools are required to remove and handle them. Air must be released from the center of the rim. A tire tool or flat stock can be used to pry one part of the bead up over the rim flange (start near the valve stem). Care must be exercised to avoid damaging the tire bead or inner tube. After the bead is started over the rim flange with the tool, the remainder of the bead can be worked out over the flange with the hands. The other bead of the tire is removed from over the same side of the rim flange in a similar manner.In tire shops where many tires are being changed daily, special tire-changing machines are used. In these, the wheel is put into place and air pressure is used to force the tire bead away from the rim. This machine will remove a tire from a wheel rim in a few seconds. Further, it can be used to quickly install a tire on the rim.The following cautions should be carefully observed in tire service and maintenance work: (1) On tubeless tires, do not use tire irons to force the beads away from the rim flanges; this could damage the rim seals on the beads and cause an air leak. Instead, use a bead breaker tool. (2) If a tire has been deflated, never inflate it while the car weight is on the tire. Always jack up the car before inflating the tire so that the tube can distribute itself around the tire evenly. If this is not done, some parts of the tube will be stretched more than other parts, and this puts a strain on the tube that might cause it to blow out. A number of repairs can be made on tires and tubes, ranging from the patching of nail holes, punctures, or cuts to vulcanizing new tread material to the tire casing. This latter operation is known as recapping, since a new cap, or tread, is placed on the tire. Repair procedures vary according to whether the tire is or is not of the tubeless type.With the tube type, puncture repair requires removal of the tire so that the puncture in the tube can be attached. This is done with a special kit. Patches require curing, or vulcanizing, at a temperature of around 150.Tubeless-tire punctures can usually be repaired without taking the tire off the rim. One method uses a rubber plug, which is inserted, into the puncture hole along with special cement. After the cement dries and the plug is trimmed flush with the tread, the repair is complete.Applying a patch on the inside can repair larger holes and cuts in tires. In addition, when treads have worn down, new treads can be vulcanized onto the casing provided the casing is in good condition.Tires have two functions. First, they interpose a cushion between the road and the car wheels to absorb shocks resulting from irregularities in the road. The tires flex, or give, as bumps are encountered, thus reducing the shock effect to the passengers in the car. Second, the tires provide frictional contact between the wheels and the road so that good traction is secured. This permits the transmitting of power through the tires to the road for rapid accelerating, combats the tendency of the car to skid on turns, and allows quick stops when the brakes are applied.Tires are of two basic types, solid and pneumatic (air filled). Solid tires have very limited usage, being confined largely to specialized industrial applications. Pneumatic tires are of two types, those using an inner tube and the tubeless type. The amount of air pressure used depends on the type of tire and operation. Passenger-car tires are inflated to about 275 to 413 KPa. Air is introduced into the tire (or inner tube) through a valve that opens when the chuck on the air hoses if applied. On the tire with an inner tube, the valve is mounted on the tube. On the tubeless tire, the valve is mounted on the wheel rim.外文资料翻译翻 译Fig.3.5 装备有独立悬挂时，当车轮行驶在颠簸道路作上下的反复运动时，可以使轨迹改变，是轮胎在微小的角度范围内转动。尤其是颠簸发生在一侧时可以影响侧向力、方向的稳定性和滚动阻力。Fig.3.6 对路面的侧向力Fy.w是由于轨迹的改变而产生的。图中所示的是型号为175/65R 14 82 H的轮胎在充气至1.9巴、负荷为380千克及时速80km时轮距的变化与横向力的关系。Fig.3.7 由画出的轮胎轨迹的改变和外连接杆的轨迹在双叉骨悬挂上的U点交汇可以进行计算，如Fig.3.8中的图形所示。Fig.3.8 为方便计算出轨迹的改变的图形可以用于双叉骨悬挂和纵连接轴系统。正如水平线先前表明的那样，在图中沿着C、D点周围的弧直到颠簸的最高点W上下行程为S1和S2。然后用铅笔一步步记录下点W、U的运动轨迹。由这种方法而画出的连接各点的线可以显示轨迹的改变和连接杆的运动，但没有考虑悬挂控制臂所产生的弹力。（参见Fig.3.18）若是在纵向臂状控制轴情况下，必须在D点的下端画一个弧，同时必须在旋转的悬挂控制臂状轴上画一条过点1的垂线。同时，一个如Fig.3.8中的模形沿着弧和垂线运动以决定轮距的变化。麦克佛森支撑杆在轮槽里有个最高点E（Fig1.7），当车轮行驶在颠簸道路上时较低的圆形连接点2 到C点的距离变短，当轮胎反弹时则变长。这个模型必须考虑像这种长度的变化，它在支撑减震器中线EE方向上有个槽。经常且必须出现在模型中的点2在D点周围的弧上运动，同时开口向上越过点C。应该在画板上做个小标记。若在P点周围画弧，那么双重连接摆动轴轨迹的改变可以容易的画出。Figure 3.12同时说明了这个和降低车尾的好处。例如，完成一较小的弧度角和较高的侧面弧形力。在全独立悬挂情况下，P的位置决定了轮距的瞬间改变量b。如果P处在水平面上，当双叉骨悬挂的悬挂控制臂的长度固定不变使该点在车轮受挤压或反弹时从一边到另一边作水平运动时（Fig.3.13），轮距的改变可以完全得到避免。这可以用计算、画图或者考虑任何弹力的模型来表明车轮运动距离s=70mm之间（Fig.3.18）。Fig.3.9确定纵向连接轴轨迹的改变和外连接杆交汇于U的轨迹在Fig.3.8中表示。对于此悬挂系统的说明参见参考文献2中的Fig3.32、3.157 和9.4 Fig.3.10用画图的方法计算麦克佛森减震器轮距的改变，减振器中心线E方向必须有个槽。在研究两轮一轴的汽车时，轮距的改变量可以看作一个由两平行车轮单侧改变时引起车轮往复运动距离的方程。车轮的平行运行是必要的，因为在车轮颠簸在最高点或最低点时，运动轨迹的微小改变会使测量数据失真。用图形表示，车轮的改变应标在y轴上，Fig.3.11 Fig.3.10显示的是麦克佛森支撑杆减震器的单轮轨迹改变和U 点的变化。C点是麦克佛森支撑杆上部的槽的中心；这个点在Figs 1.8和 3.139中被标为E。Fig.3.12降低悬挂的控制臂支点P可以减少双摆动轴轨迹的改变，使车身的重心从RO1降到RO2且需要一个更宽的轮距。若车上有两名乘客时，轮胎上会产生负曲面效应,尽管这样做的优点是吸收更多的侧面力，但缺点是不利于减少颠簸。Fig.3.13 要使轮距不改变就要求车的滚动中心位于水平面上。同时还会取得较好的运动性能。要与轴的运动方向一致，即上弹为正下弹为负。原点应与设计重量一致，换句话说有两个或三个体重68千克的人的重量。空车是不符合实际的。两个轮子轨迹的改变量b标在x轴，向右表示增加，向左表示减少。需要指出的是目前轨迹处在原点位置。轮距在满载或空车时的改变量b可以由弹簧的弹性来界定。弹簧在弹性范围内从原点运动距离S1，从而得出一个b关于s的方程的曲线。图5.9中显示的是一辆前轮驱动汽车的前轮弹簧的情况，用115毫米减掉80毫米就得到了反弹距离，到原点的距离s=35mm。汽车在允许的负重范围内，在颠簸路况行驶距离为s1=92-50=42毫米。路线被显示在Fig.3.14中；s1减b1=+4mm, s2-b2=-8mm.在规定重量下的轨迹为：bf=1286mm.Fig.3.14独立悬挂系统中的轮距b取决于负荷。图3.7、3.15 和3.18 显示的是双叉骨悬挂系统和麦克佛森支撑杆系统轮距的改变，图中显而易见的是较低的改变值。正如在3.4.1章细节描述的那样，曲线的形状取决于重心的高低。在三座位的车型中，Rof在地面以上，当满载时会灵敏的下降。若汽车制造商设计较低的重心作为标准，那么重心随后再下降则会走向反面。Rof在地面以下时，方向的稳定性会受损，尤其是宽轮胎时。在双叉骨悬挂系统中，弹簧位于控制臂的上方或下方，无论哪种情况，猛然一下的提升会使轮距变化曲线发生轻微变动。同时引起重心的轻微变化（Fig3.18）。曲线的形状取决于装有弹簧的汽车上的测量量。在任何情况下曲线的变化表明了正确的高度。典型的后轮悬挂轮距的变化.Fig.3.15 奥迪A6、欧宝阿斯特拉、和本田雅阁的前轮距的变化曲线。其中本田是唯一装备双叉骨悬挂的乘用车；行使方面的优势显而易见。汽车重心高见下表，单位是mm制动系的保养和维修鼓式液压制动系统所发生的故障有以下几种类型:(1)制动踏板移至汽车底板:发生这种情况时,由于整个踏板位移,不能提供满意的制动,意味着没有踏板行程余量。这对于装有双管路的制动系统来说,是极不可能发生的事，(前部或后部的)一套管路可能损坏，但两套管路同时损坏是极少见的。如果发生这种情况，驾驶员很可能在一套管路失灵的情况下已经行驶了一段时间。(2)一边制动器咬死:这意味着解除制动时，制动蹄片不能从制动鼓上分开。 (3)全部制动器咬死:如果所有的制动器都咬死，可能是由于踏板未能充分地起作用，致使制动总泵中的活塞不能完全返回。(4)汽车跑偏:如果制动时发生汽车跑偏,即意味着提供的制动力一边比另一边要大。(5)制动踏板发软或如踏在海绵上:如果踩踏板时，感觉发软或像踏在海绵上，可能是系统中进了空气。不过，调整不当的制动蹄片也会发生这种现象。(6)制动作用不佳，需加大踏板压力:如果制动衬片被油或制动液浸渍，就会失去作用。调整不当的制动衬片或是使用的制动衬片有毛病均会引起同样的问题。(7)制动器反应过于灵敏或猛烈:制动器过于灵敏，或轻轻踏下制动踏板，即猛然刹车，可能是衬片被油浸渍、制动片脱
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