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中型客车车门总成设计【6张CAD图纸+WORD毕业论文】【车辆专业】

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中型客车车门总成设计【全套CAD图纸+WORD毕业论文】【车辆专业】.rar

乘客门总成.DWG

底架总成.dwg

行李仓门1.dwg

行李仓门2.dwg

运动机构校核.DWG

门扇总成.DWG

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关键词：: 中型客车车门总成设计全套 cad 图纸 word 毕业论文车辆专业

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摘要

乘客门是客车的重要组成部分，是乘客上下车的通道，对客车的整体造型也起着重要的协调作用。随着我国汽车技术的发展，我国汽车厂家已普遍采用了优势突出的外摆式乘客门。外摆式乘客门是一种无轨道的移出车门，门扇靠回转臂支撑，依靠转轴的转动带动门扇作近似于平行移动的运动，因而也称为平移门。

本文为中型客车的外摆式乘客门和行李舱门的设计。分析了外摆式乘客门和行李舱门的结构和工作原理，确定其各部分的尺寸及主要零部件的选型及安装。讨论了国内外汽车附件工业发展的情况比较。AUTOCAD软件是当今世界上一种主流的设计软件之一。在本设计中应用了AUTOCAD软件制作乘客门和行李舱门。

关键词：外摆门，行李舱门, 安全，AUTOCAD。

Abstract

Passenger door is the important department of the coach, is the route way for the passengers. And assort with the whole coach sculpt. With the development of our vehicle technology, the domestic vehicle factory has already adopted the outer turning service door. It has much more predominance. The outer turning service door is the door which has no tram road and parallel move out of the coach, the door was supported by the circumrotate arm. By the rotation of the circumrotate axes, the door is moving close to the parallel move. Thus this door is called translation door.

This paper introduces the design of the medium passenger train coach’s outer turning service door and the engine hatch door. Analyzed the structure and operating principles of the outer turning service door and the engine hatch door, determined the size of its parts and major components of the models and installation. Discussed the development of the vehicle annex industry. AUTOCAD software is one of a mainstream in the world of design software. During the design, the AUTOCAD software has been sued to product passenger door and baggage compartment door.

KEY WORDS: outer turning service door, baggage compartment door, safe, AUTOCAD。

第一章绪论························································1

1.1 乘客门类型选择················································1

1.1.1乘客门主要结构形式·········································1

1.1.2 外摆门的优点··············································2

1.2 CAD 技术在汽车开发中的应用····································2

1.2.1CAD技术的发展············································2

第二章国内外外发展情况比较·······································3

2.1客车附件工业的特点···········································3

2.2 目前国内客车车身附件的状况及与国外发达国家之间的差距·········3

2.3发展建议·····················································6

第三章外摆式乘客门设计···········································7

3.1 外摆式乘客门的结构···········································7

3.2乘客门泵选型··················································8

3.2.1 门泵主要技术参数··········································9

3.2.2 门泵安装与调试············································10

3.3运动机构设计及校核···········································10

3.3.1用作图法确定车门的运动轨迹·······························10

3.3.2运动校核··················································13

3.4 外摆门的密封·················································14

3.4.1几种典型外摆式乘客门密封结构·····························14

3.4.2改进型密封结构···········································16

3.4.3密封结构选定 ···········································17

3.5 外摆式乘客门的制作···········································18

3.5.1制作工艺·················································18

3.5.2预装与调试················································18

第四章发动机舱门设计·············································18

4.1舱门结构组成·················································18

4.2零部件选型····················································18

4.2.1锁具的选择················································18

4.2.2气弹簧支撑机构·············································20

4.3铰链设计·····················································21

设计评价分析····················································23

致谢··························································24

参考文献··························································25

一绪论

1.1客车乘客门类型选择

乘客门是客车的重要组成部分，是乘客上下车的通道，对客车的整体造型也起着重要的协调作用。客车外形是影响客车性能的一个重要因素。乘客门是车身外形的一个组成部分，它不仅与客车的动力性、经济性密切相关，而且直接影响客车外形的美观与动感。随着车速的不断提高，客车的空气动力性问题越来越突出。过去我国采用较多的是折叠式车门，由于车门内陷而增加了汽车的空气阻力，产生风流噪声，而且由于车门缝隙大，密封困难，在形式中产生强烈的振动噪声和漏尘，从而严重影响乘坐舒适性。导槽滚轮式乘客门虽然无内陷，但是在车身侧壁有导槽。因此，在的许多高档旅游客车和长途豪华客车上出现了一种使车身表面平整光滑的乘客门，外摆门成为代表乘客门发展的一种趋势。近年来，伴随着出城乡人民群众生活水平的不断提高和高速公路建设的完善，我国中、高档客车取得了长足的发展，外摆门已经在我国客车生产中得到广泛应用。

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运动机构校核.gif

内容简介：: Road Identification for Anti-Lock Brake Systems Equipped with Only Wheel Speed Sensors Abstract :Anti-lock brake systems (ABS) are now widely used on motor vehicles .To reduce cost and to use currently available technologies ,standard ABS uses only wheel speed sensors to detect wheel angular velocities ,which is not enough to directly obtain wheel slip rations needed by the control unit ,but can be used to calculate reference slip ratios with measured wheel angular velocities and the estimated vehicle speed .Therefore ,the road friction coefficient, which determines the vehicle deceleration during severe braking , is an important parameter in estimating vehicle speed .This paper analyzes wheel acceleration responses in simulations of severe braking on different road surfaces and selects a pair of specific points to identify the wheel acceleration curve for each operating condition ,such as road surface , pedal-braking torque and wheel vertical load .It was found that the curve using the selected points for each road surface clearly differs from that of the other road surface. Therefore, different road surfaces can be distinguished with these selected points which represent their corresponding road surfaces. The analysis assumes that only wheel speed sensors are available as hardware and that the road cohesion condition can be determined in the initial part of the severe braking process. Key words: anti-lock brake systems (ABS); road identification; wheel angular acceleration; tire characteristics Introduction For anti-lock brake systems(ABS),the road cohesion condition is one of the most important factors .Standard ABS can identify road cohesion conditions while braking and decide whether the road friction is high (asphalt) or low (snow , ice),so that the control unit activates the corresponding control logic . Only wheel speed sensors are available in standard ABS to identify the road conditions, with no other sensors needed. Road identification research is currently a popular topic in automotive control, but researchers usually assume extra equipment is available for measuring vehicle motion and other state parameters besides wheel speed sensors, to continuously monitor the road condition. But standard ABS only needs to identify road conditions during the initial braking period, and then obtain road information to ensure necessary operations of the control unit. Obviously, the standard ABS demands less strict identification, therefore less hardware and cost. However, the method to identify the conditions is not obvious. This paper investigates the road identification method for the standard ABS configuration. The analysis is based on the wheel angular acceleration, which is acquired from the measured wheel angular speed. Since tire-road friction characteristics differ on different road surfaces, the wheel responses while braking on different surfaces are also different, so the wheel responses must contain road cohesion information. Therefore, we simulated braking situations and then chose two typical values on the wheel acceleration curve as criteria to distinguish between different road surfaces. Influence of uncertainties in the measurements is also discussed. 1 Modeling A one quarter vehicle model (Fig.1) is used with the Dugoff tire model. The peak values of the tire slip-friction curve (i.e., cohesion coefficient) are different for different road surfaces, such as dry asphalt 0.8-0.9, wet asphalt 0.5-0.7, snow about 0.2 and ice about 0.1.Furthermore, when the ntsslip ratio increases above zero, the friction coefficient increases at a different rate. This is especially true for the increase of the friction coefficients on snow or ice which are much lower than on asphalt. This feature is important since the control unit makes decisions about road conditions before the friction coefficient reaches a maximum .Once the friction coefficient is close to the maximum, the control unit starts to regulate the braking pressure. Generally, the friction coefficient rate of increase with the increasing slip ratio on asphalt is at least double that on snow or ice. To reflect this difference, the initial slope of the characteristic curve on asphalt was assumed to be twice that of snow. If the difference is even greater, the results using the assumption will be even more effective. Fig.1 one quarter vehicle model A first-order braking model is given by: dTp/dt=(Tp-Tb)/ (1) where Tp is the pedal-braking torque, Tb is the actual braking torque, and is the brake constant. 2 Results and Discussion Full load for the quarter-vehicle model is 400 kg. The maximum pedal-braking torque is 1000Nm, which is theoretically enough to produce a vehicle deceleration of 1g. On snow (0.2), the maximum ground-braking torque is 200Nm so if the pedal-braking torque is over 200Nm, the wheel will lock. On wet asphalt (0.5), the maximum ground-braking torque is 500Nm so the wheel will lock at a pedal-braking torque higher than 500Nm.Wheel acceleration curves are shown in Fig.2 for braking on wet asphalt (0.5) and snow (0.2) using different pedal-braking torques. In each case, the pedal-braking torque is high enough to lock the wheel. On either road surface, increasing the pedal-braking torque cause the wheel to decelerate more rapidly and the slip ratio to increase. On snow, when the pedal-braking torque is very, the wheel decelerate much more rapidly than on asphalt, so the system can easily judge when the road is covered with snow. However, when the pedal-braking torque is not very high but enough to cause lockup, the wheel deceleration process may resemble that on asphalt, the control unit may not be able to decide which type of road surface has been encountered. This case needs further analysis. nts - Snow Wet asphalt Fig.2 Wheel acceleration for different pedal braking torques on wet asphalt and snow Each acceleration curve in Fig.2 can be described with two points on the curve. One is the acceleration at the time 0.05s, and the other is the time when the acceleration reaches 50 rad/s2. (Braking starts at time 0.) We refer to these as the acceleration-time criteria and the curve defined by these points is referred to as the acceleration-time curve. Acceleration-time curves for asphalt (0.9, 0.7, and 0.5) and snow (0.2) are drawn in Fig.3 for maximum ground-braking torques of 900, 700, 500, and 200 Nm. None of the curves intersect which means the acceleration time criteria corresponds to a particular road surface or maximum ground braking torque. The previous analysis assumed a fully-loaded vehicle. If the wheel vertical load changes, the wheel will behave differently which will result in different acceleration-time curves. Three acceleration-time curves for a half-loaded wheel on asphalt (0.9 and 0.5) and snow (0.5) are shown in Fig.4 with the full-load curves. Their maximum ground braking torque are 450, 250, and 100 Nm. Assuming that the acceleration-time curve for a wheel with a partial load between “full” and “half” on asphalt (0.9) will be located between the curves for braking torque of 900 Nm and 450Nm, then a partial load curve would be similar to the curve for braking torque of 700Nm and 500Nm. Therefore, the acceleration-time criteria do not correspond to the road surface, but to the maximum ground braking torque. It is physically reasonable that the wheel response depends on the difference between the pedal-b

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