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兼容残疾轮椅的中型客车造型设计【2张CAD图纸+WORD毕业论文】【车辆专业】

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兼容 残疾 轮椅 中型 客车 造型 设计 全套 cad 图纸 word 毕业论文 车辆 专业
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目录


第一章  绪论………………………………………………………………………………1

1.1造型设计的重要性……………………………………………………………1

1.2国外客车造型的现状与发展趋势………………………………………………2

1.2.1具有东方风格的日本式…………………………………………………3

1.2.2 欧式豪华大客车的几种典型风格………………………………………3

1.2.3美洲大客车………………………………………………………………4

1.3国内客车造型设计的现状及发展趋势…………………………………………4

1.3.1长途,旅游客车………………………………………………………4

1.3.2城市客车  ………………………………………………………………5

1.3.3高档豪华客车……………………………………………………………6

第二章  造型设计的特点,基本原则及要求……………………………………………7

2.1造型设计的特点…………………………………………………………………7

2.2造型设计的原则…………………………………………………………………7

2.3造型设计的要求和方法………………………………………………………9

2.3.1外型……………………………………………………………………9

2.3.2车内布局………………………………………………………………9

第三章  客车造型的特点以及形式的确定……………………………………………11

3.1客车造型的特点………………………………………………………………11

3.1.1中型客车,适用于城市之间的中短途运输…………………………11

3.1.2发动机前置……………………………………………………………11

3.1.3前悬短,乘客门中置…………………………………………………11

3.1.4兼容残疾人座椅………………………………………………………11

3.2整车造型设计方案以及CAD三维实体模型的建立…………………………12

3.2.1造型设计的重点部分……………………………………………………12

3.2.2本车造型特点……………………………………………………………14

3.2.3 造型的表达以及CAD模型的建立………………………………15

第四章  内饰,保险杠及附件的设计……………………………………………………20

4.1内饰……………………………………………………………………………20

4.2保险杠…………………………………………………………………………20

4.2.1单一式保险杠……………………………………………………20

4.2.2 整体组合式保险杠……………………………………………20

4.2.3复合式保险杠………………………………………………21

4.3附件……………………………………………………………………………21

4.4安全装置………………………………………………………………………22

第五章  材料选用与工艺特点…………………………………………………………23

5.1材料选用………………………………………………………………………23

5.2工艺特点………………………………………………………………………23

第六章  存在的不足及改进的途径……………………………………………………24

6.1本车的造型设计存在的不足…………………………………………………24

6.2改进的途径……………………………………………………………………24

设计评价分析……………………………………………………………………………25

致谢………………………………………………………………………………………26

参考文献…………………………………………………………………………………27












摘 要


汽车造型相当重要,它不但直接影响整车的视觉效果,同时也在很大程度上影响到产品的市场表现。研究不同档次客车的造型风格和时代流行趋势,寻找其内在关系,对于企业新产品开发具有重要的指导意义。

文章简要介绍我国客车造型的发展和现状,较详细的说明了客车整体、局部造型及内饰技术和在造型中应注意的一些问题。介绍了客车造型设计的含义和评价标准。简述了构思草图、效果图、模型在客车造型设计过程中的作用。

在本车的造型设计过程中,结合兼容残疾人座椅的造型特点,在客车外观,内饰设计和一些细节问题上都有所创新,并通过CAD软件在三维设计过程中表现出来。通过对客车造型特点的研究,把握市场对客车造型的需求,提高产品的市场竞争力。


关键词:客车,造型,设计,CAD,残疾人


ABSTRACT

Automobile styling is important, it will not only directly affect the vehicle's visual effects, they have also greatly affected the product's market performance. Study of different grades and 380 modeling style and the era fashion trends, finding its intrinsic relationship For enterprise new product development is of great significance.

The article briefly introduced China Bus modeling development and the status quo, a more detailed explanation of the whole bus, Interior and Local modeling and modeling technology should pay attention to the issue. Passenger train on the meaning of Design and evaluation criteria. Plan outlines the concept, the effect map, model passenger cars in the design process modeling role.

In the shape of the car design process, compatible with the disabled seating modeling features, the Bus appearance, Interior design and some of the details on both innovation and the adoption of 3D CAD software in the design process demonstrated. By modeling features of the bus, the bus market grasp the shape of demand, improve product competitiveness on the market.


Key word: automobile, styling, design, CAD, disabled


绪论  国内外客车造型的现状及发展趋势分析


1.1造型设计的重要性

爱美之心,人皆有之。美的事物总会给人以视觉上的冲击,让人难忘。(见图1-1)


图1-1  宇通客车

造型是为了满足人们的特定需要、并受其制约而创造设计并加工出来的特定形式,主要包括形态、质地与色彩、人机关系等内涵。造型款式不仅本身是评价汽车产品好坏的重要指标之一,还和汽车性能、质量、价格等方面的指标有密切的相关性,因此车身的造型设计在汽车产品设计中占有十分突出的地位。

汽车造型设计是汽车设计过程中的一个重要的组成部分。汽车造型设计是指汽车总布置和车身总布置基本确立之后进一步使汽车获得具体形状和艺术面貌的过程,它包括外型设计和室内造型设计。汽车造型设计师的工作是:参与汽车总布置设计和车身总布置设计,绘制效果图,塑制模型,将外形形体上的曲线表达在主图版上,制定室内造型和覆饰,最后协同结构设计师将造型形象的体现在具体的车身结构上。

在汽车造型设计中要考虑多方面的要求,包括空气动力学、机械工程学、人机工程学、安全法规、美学等要素。其中机械工程学和人机工程学要素已达到相当成熟的发展阶段,对车身内、外造型的要求与约束形成了较为固定的规范。从这个意义上讲,现代汽车车身造型(尤其是外部造型)的演变与发展,很大程度上受汽车空气动力学和造型美学两大变数的影响甚至支配。

汽车造型设计不是那种附属的简单的美化工作,而是独特的综合创作。因为汽车不仅是现代化的工业产品和交通工具,而且是一件精致的艺术品,是科学技术与艺术技巧的高度融会交织的结晶。汽车的造型既包含结构、性能、工艺等科学技术因素的作用和影响。为了承担这项工作,汽车造型设计师应具备广泛的知识和较高的艺术素质。

在国外,各厂商还把汽车造型设计视为占领市场、打开销路的竞争手段,对造型工作倍加重视。为了与瞬息万变的市场相适应,各厂商都制定较多的车型方案,以便从中选择适合市场销售形势的方案投产,因而需要大量的技术储备和庞大的技术班子。由于对造型人才的要求较高,需要精心培养和训练,他们有时甚至不惜重金聘请外国名师带行造型设计。


内容简介:
WHEELCHAIR TIEDOWN AND OCCUPANT RESTRAINT SYSTEMS FOR USE MOTOR VEHICLES Foreword For people with disabilities who are unable to transfer from their wheelchairs when traveling in motor vehicles, the wheelchair must serve as the vehicle seat. This usually means that the occupant restraint system installed by the vehicle manufacturer cannot be used to provide protection in a crash. In addition, the wheelchair must be secured to the vehicle so that it does not impose forces on its occupant and/or become a hazard to other vehicle occupants in a collision or sudden vehicle maneuver. Providing occupant protection for the wheelchair-seated occupant, therefore, requires that aftermarket equipment be installed to secure the wheelchair and restrain the wheelchair user. This Recommended Practice applies to the design and performance of motor-vehicle adaptive equipment referred to as wheelchair tiedown and occupant restraint system or WTODS. It is the purpose of this document to encourage the design, testing, installation, and use of WTODS equipment that will provide effective wheelchair securement and occupant restraint in a frontal collision, and that will be comparable in crash performance to seat securement and occupant restraint systems provided by the vehicle manufacturer. While the primary concern is to reduce the potential for injury to wheelchair-seated occupants involved in a frontal vehicle crash, it is anticipated that achievement of improved occupant protection will also result in increased driver and passenger safety and comfort during normal travel. The provisions of this document should not be used to discourage people with disabilities using motor vehicle transportation or to limit access to, and availability of, motor vehicle transportation to wheelchair users. Since manufacturers of WTORS are generally not able to control or specify the end use of their products, the 48-km/h, 20-g sled impact test specified in Appendix A is intended to qualify WTORS for use in vehicles with a gross vehicle weight of less than 7000kg. In larger vehicles, it may be possible to provide safe transportation using WTORS that do not comply with the level of crash severity used in this document. As with any vehicle seat, the wheelchair is an important component of the occupant protection system, and also contributes to the stability and comfort of the wheelchair-seated occupant during normal travel. Design and performance of wheelchairs used as seats in motor vehicles is addressed in a separate, but related, ANSI/RESNA Standard now under development. Design Requirements 1. Complete WTORS-WTORS shall: a. Be for use with only one wheelchair and one occupant at a time . b. Not require components of wheelchair tiedowns and occupant restraints to pass through the wheels of a wheelchair . c. Provide for release of both the wheelchair and the occupant within 60s by a single attendant or wheelchair user without the use of tools . d. Not require removal of wheelchair frame material, drilling into the wheelchair frame, deformation of the wheelchair, welding, or the use of an adhesive process, during installation, unless the WTORS is intended for a srecific wheelchair and the modifications are approved by the wheelchair manufacturer . e. Once installed, be operable without tools . ntsf. Include only hardware and fittings that are permanently connected to the WTORS or a WTORS subassembly . g. Be designed to prevent unintentional loosening of all threaded fasteners . h. Include a manual override in case of power failure for any power-operated mechanisms of tiedowns or restraints . i. Include anchorage fasteners and hardware, and/or specifications for such hardware, that are based on the material, size, and quantity of anchorage fasteners used in the simulated frontal inpact test of Appendix A . 2. Wheelchair Tiedowns-Wheelchair tiedowns and tiedown components shall: a. Not depend on the wheelchair brakes . b. Be designed so that securement of the wheelchair is accomplished by the tiedown only and not by the occupant restraints . c. Provide a means to eliminate free movement of the wheelchair without the use of tools . d. If the WTORS includes a four-point strap -type tiedown, each strap assembly shall provide for manual adjustment in length without the use of tools, such that the adjustment ranges of front and rear straps enable achieving the minimum and maximum lengths indicated in Table 1, with at least 25 mm of webbing extending from the adjustment mechanisms. TABLE 1-MIMIMUM ADJUSTMENT RANGES FOR FOUR-POINT TIEDOWN STRAPS: Strap Assembly Location Mimimum Length mm (in) Maximum Length mm (in) Rear 485(19) 740(29) Front 410(16) 710(28) e. Have securement-point end fittings of four-point tiedowns that are compatible with the securement-point structural member of the surrogate wheelchair illustrated in Figure E4 . f. Include a device to indicate, by visual or auditory means, when a docking-type tiedown is properly engaged . 3. Occupant Restraints-WTORS shall either be designed to use the vehicle OEM passenger or driver restraint, or shall include an occupant restraint that complies with the following requirements: 3.1.The occupant restraint portion of the WTORS shall include both pelvic and upper torso restraints . 3.2 Occupant restraints may be designed to anchor directly to the vehicle, to components of the wheelchair tiedown, or to tiedown components fastened to the wheelchair. Occupant restraints shall not be designed with anchorages that rely on the transmission of restraint loads through the wheelchair structure unless the WTORS is designed for a specific wheelchair and the WTORS meets the requirements of 6.2 when the combination of wheelchair and WTORS is tested according to Appendix A . 3.3 The lengths of pelvic and upper torso restraints shall be manually adjustable without the use of tools . 3.4 When the WTORS is set up and measured as specified in Appendix B, pelvic restraints and, if ntsapplicable, their anchor points or guide points, shall: a. Achieve side-view projected angles that fall within the zone shown in Figure 4b . b. Achieve projected rear-view angles and locations within the zones shown in Figure 4a . c. Provide sufficient length adjustment to allow the pelvic restraint, measured from anchor point to anchor point, to be both increased and decreased by 200 mm with at least 25 mm of webbing extending through the restraint end fittings at all times . 3.5 When the WTORS is set up and measured as specified in Appendix B, upper torso restraints shall provide for sufficient length adjustment to extend an additional 200 mm, and shorten by 300 mm, with at least 25 mm of webbing extending through the restraint end fittings at all times . 4( a) 4(b) FIGURE 4 NOTENote that angles indicated are obtained by projecting the angle of the pelvic restraint onto a vertical plane to the wheelchair reference plane (side view), or onto a vertical plane that is perpendicular to the wheelchair reference plane (rear view) . 3.6 For WTORS that include upper-anchor points or upper-guide support structures for shoulder or harness restraints, the locations of these anchor points or supporting structures shall: a. Be sufficiently adjustable in height to be located at or above the shoulder levels of the intended user . b. Be located at least 1100 mm above the wheelchair ground plane so as to be near or above the shoulder height of wheelchair seated occupants . NOTE1The anchor point may be located below 1100 mm if an upper-guide support is located at or above 1100 mm . NOTE2Although FMVSS 210 allows for the upper torso restraint anchor points to be located a significant distance below the occupants shoulder level, such locations are considered to be undersirable and not in compliance with this document since they could result in downward loading on the occupant that can produce spinal injuries . 3.7 The junction of the shoulder and pelvic restraints of three-point restraints shall be located not less than 150 mm from the ATD centerline when installed as specified in Appendix B . 3.8 An airbag shall be used only as a supplementary occupant restraint in conjunction with a wheelchair tiedown and belt-type occupant restraint that comply with the requirements of this document . nts3.9 Performance of the WTORS shall not depend on an airbag to comply with this document . 4. Test ReportThe WTORS manufacturer shall have documentation on file and available that includes: 4.1 Statements concerning compliance of the WTORS with the Design Requirements of 4.2 through 4.3 including: a. Minimum and maximum tiedown strap lengths of four-point strap tiedowns in comparison to the requirements of Table 1 . b. Whether the end-fitting geometry of four-point tiedowns is compatible with the end-fitting geometry of Figure E4 . c. The angle of pelvic restraints when setup according to Appendix B . d. The range of length adjustment in the pelvic restraint when set up and measured as specified in Appendix B . e. The range of length adjustment in the upper-torso restraints when set up and measured as specified in Appendix B . f. The height or height-adjustment range of upper-torso restraint upper-anchor upper-guide support provided with the WTORS, and a statement of whether the height complies with 4.3.6 . g. The distance of the pelvic/shoulder restraint interface of three-point restraints from the ATD centerline when set up and measured according to Appendix B . 4.2 Statements concerning compliance with the requirements of : a. FMVSS 209 as specified in Table 2 . b. FMVSS 302 concerning flammability of WTORS webbing material . 4.3 Statements concerning compliance with the Frontal Impact Test of Appendix A, including : a. A description of the test facility, including the type of impact simulated, instrumentation and signal processing techniques, the frame speed for each film and/or video produced, methods for measuring sled velocity change and deceleration, methods used to measure ATD and test wheelchair excursions, and the accuracy of excursion measurements . b. A statement of whether the sled deceleration pulse complied with A.4.3 and Figure A1, including the duration of the pulse, and the number of cumulative milliseconds that the deceleration exceeded 15 g and 20 g . c. The measured or calculated value of the test delta V . d. A full identification of the WTORS, anchorage fasteners, test wheelchair, and ATD used . e. Pretest measurements documenting the locations of all WTORS anchorages relative to point P of the test wheelchair . f. The side-view, front-view, and rear-view projected angles of all tiedown straps and pelvic restraints relative to the horizontal or vertical, as appropriate . g. A description of the test setup including a statement about any parts or fasteners used ih the test that were not provided by the WTORS manufacturer . h. Whether the ATD remained in the test wheelchair . i. Whether the test wheelchair remained on the test platform . j. The change in the orientation of the test wheelchair reference plane, if measurable, in comparison with the initial test orientation . k. Identification of any WTORS load-carrying parts that showed visible signs of tearing, fragmentation, fracture, or complete failure, that were not designed to rear or fail in the ntsmanner noted . l. The peak horizontal excursions specified in 6.2.d, and whether any of the excursions exceeded the limits in Table 3 of this document . m. A statement as to whether the ATD and test wheelchair could be released from the WTORS without the use of tools . n. A statement as to whether the ATD was loaded by the test wheelchair based on the results of the calculation in 6.2.e . 4.4 Statements concerning compliance of appropriate WTORS components with the Test for Partial Engagement of Appendix C, including : a. Full identification of the WTORS system and the securement and anchorage components tested . b. A description, including photographs if necessary, of the manner of each partial engagement tested . c. A description of the procedure used to apply the separating force . d. The results of each test, i.e., the securement or anchorage mechanism either separated or remained engaged . 4.5 Statements concerning compliance of any strap assemblies of wheelchair tiedowns with the Test for Webbing Slippage at Adjustment Devices of Appendix D, including : a. Full identification of the WTORS system, type of webbing, and each adjustment device tested . b. A description of the test apparatus and procedure . c. The amount of webbing slippage at each adjustment device tested . d. A statement as to whether the 25 mm limit was exceeded for each adjustment device tested . e. A statement as to whether all adjustment devices of the wheelchair tiedown portion the WTORS passed the test . 5. DefinitionsFor the purposes of this document, the following definitions apply: 5.1 AnchorageAn assembly of hardware and fittings by which loads are transferred directly from the wheelchair tiedown to the vehicle or from the occupant restraint to the vehicle, wheelchair, wheelchair tiedown, or vehicle seat base . 5.2 Anchor PointA point (area) on a vehicle, wheelchair, wheelchair tiedown, or vehicle seat base to which an anchorage is attached . 5.3 ANSIAbbreviation for American National Standards Institute . 5.4 Anthropomorphic Test Device (ATD) An articulated analog of the human body used to simulate a motor-vehicle occupant in a crash environment . 5.5 Automatic-Locking RetractorA retractor incorporating adjustment by means of a positive self-locking mechanism which is capable, when locked, of withstanding restraint forces (from SAE J1834) . 5.6 Back RestraintA device or system intended to limit rearward movement of the occupant by providing support to the back of the torso . 5.7 BeltA length of energy-absorbing webbing material used as part of an occupant restraint . 5.8 Docking-Type TiedownA wheelchair securement device whose engagement is initiated as a result of the wheelchair rolling into the proper position . 5.9 Emergency-Locking RetractorA retractor incorporating adjustment hardware by means of a locking mechanism that is activated by vehicle acceleration, webbing movement relative to ntsthe vehicle, or automatic action during an emergency, and that is capable, when locked, of withstanding restraint forces (from SAE J1834) . 5.10 End FittingAnchorage and securement hardware to which tiedown and occupant restraint webbing is fastened and which attaches directly to the anchor points and securement points on the wheelchair, tiedown system, or vehicle . 5.11 FastenersDevices used to secure, by mechanical means, other components or parts in place . NoteThese include, but are not limited to:bolts, nuts, screws, pins, rivets, and clamps . 5.12 Forward FacingOrientation in which the wheelchair-seated occupant faces the front of the vehicle with the wheelchair reference plane within 10 degrees of the longitudinal axis of the vehicle . 5.13 Four-Point TiedownA wheelchair tiedown system that attaches to the wheelchair frame at four separate points and anchors to the vehicle at four separate anchor points . NoteThe typical four-point tiedown system uses four tiedown straps, with two attached to the front portion of the wheelchair and two attached to the rear portion . 5.14 HarnessAn occupant restraint consisting of at least one belt designed to provide pelvic restraint and two shoulder or torso belts that apply forces to both shoulders . 5.15 Head RestraintA device intended to limit rearward displacement of the occupants head . 5.16 Impact SimulatorA device for accelerating, decelerating, or a combination of decelerating and accelerating, a section of a vehicle or simulated vehicle structures, including instrumentation for measuring pertinent data (from SAE J850) . 5.17 Impact SledThat part of an impact simulator on which components can be mounted for impact testing . 5.18 Independent Occupant RestraintAn occupant restraint that anchors directly to the vehicle or vehicle anchored components that are separate from the wheelchair and wheelchair tiedown . NoteThis is also known as a parallel restraint system . 5.19 Integrated Occupant RestraintAn occupant restraint for which the anchor points for the pelvic-restraint, or both pelvic and shoulder- restraints, are located on the wheelchair, or on tiedown components not fastened to the vehicle . 5.20 Occupant Restraint AnchorageAn assembly of hardware and fittings by which loads are transferred d
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本文标题:兼容残疾轮椅的中型客车造型设计【2张CAD图纸+WORD毕业论文】【车辆专业】
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