设计说明书.doc

纺织机传动系统基于涡轮蜗杆传动设计【13张CAD图纸和说明书】

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纺织机 传动系统 基于 涡轮 蜗杆传动 13张 cad 图纸 说明书
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摘要

   本设计说明主要参考沈阳纺织机械厂GD76X1型织机传动原理设计。该型纺织机主要有以下传动机构:主轴与打维机构、开口机构、绞边机构、送经机构、卷取机构。本设计主要对GD76X1型纺织机的送经机构进行设计。送经机构的传动部件主要有V带、直齿圆柱齿轮,变速箱、直齿锥齿轮,蜗轮蜗杆减速器。本说明书主要对直齿圆柱齿轮设计和校核,直齿锥齿轮设计和校核,蜗轮蜗杆进行设计和校核说明,还对减速器的轴进行设计和校核,V带的选型进行了设计说明。


关键字:直齿圆柱齿轮;锥齿轮;蜗轮蜗杆;V带;减速箱


ABSTRACT

     This design uses the principle design of Shenyang Textile Machinery Factory GD76X1 loom transmission as primary reference. This type of textile machines has mainly the following transmission mechanism: spindle with hit-dimensional bodies, opening agencies, the selvage institutions, off mechanism, winding mechanism. This design is mainly of GD76X1 textile machine off mechanism, which has the parts of V-belts, spur gear, gearbox, straight bevel gears, worm reducer. This manual mainly concludes not only the spur gear design and check, straight bevel gear design and verification, worm design and check instructions, but also the reducer shaft design and check the selection of V with the design specification.


Key words: spur gear;straight bevel gears;Worm gear and worm;V-belts;reducer


目录 

  

摘要 III

ABSTRACT IV

目录 V

1 绪论 1

1.1本课题的研究内容和意义 1

1.2国内外的发展概况 1

1.3 编织机的发展前景 1

1.4 本课题应达到的要求 2

2  喷水织机机构与原理 3

2.1 织机机构 3

2.2 GD76X1型织机行传动原理 3

2.3 GD76X1型织机传动机构 3

3 设计过程论述 6

3.1 电机选择 6

3.2 确定传动装置的总传动比和分配传动比 6

3.3 计算传动装置的运动和动力参数 6

3.3.1 进行传动件的设计计算,要推算出各轴的转速。 6

3.3.2 各轴的输入、输出功率 7

3.4 直齿轮设计 8

3.4.1 选定齿轮类型、精度等级、材料和齿数 8

3.4.2 按齿面接触强度设计 8

3.4.3 按齿根弯曲强度设计 10

3.4.4 几何尺寸计算 11

3.5直齿圆锥齿轮的设计 13

4 减速器的设计与计算 17

4.1蜗杆的选择 17

4.1.1蜗杆蜗轮材料的选择 17

4.1.2蜗杆蜗轮的结构 17

4.1.3 蜗杆头数z1,蜗轮齿数z2和传动比i 17

4.1.4 蜗杆蜗轮的主要参数和几何尺寸的计算 18

4.1.5 蜗杆传动的强度计算 18

4.1.6计算蜗杆的滑动速度和传递效率 21

4.1.7确定蜗杆传动的精度等级 22

4.1.8杆传动的润滑和热平衡计算 22

4.2 轴的设计计算 23

4.2.1轴的功率p,转速n和转矩T 23

4.2.2结构设计 24

4.3键的选择和键联接强度计算 29

4.3.1键的选择 29

4.4离合器的选择 30

5 减速器箱体设计 32

5.1箱体设计 32

5.2减速器附件设计 33

6  带传动 35

6.1 带传动的类型 35

6.2 带的弹性滑动和打滑 35

6.3 带传动参数的选择 35

6.3.1 中心距a 35

6.3.2传动比i 35

6.3.3 带轮的基准直径 35

6.3.4 带速v 35

6.4 带的选型 36

6.5 带轮的选择 36

7 结论和展望 37

7.1 结论 37

7.2展望 37

致  谢 38

参考文献 39



1 绪论 

1.1本课题的研究内容和意义 

    在国外编机抢占中国市场的同时,我国的编织企业也在呼唤国产优质编机,对国内编织机械企业提出新的要求。 在机理构造上,一些国产编机也与进口编机无太大差别。但国产编机在有关在线检测方面与进口编机的功能差距较大,尚不能很好地满足有些高档产品的生产需要;另外,国产编机在生产中的通用性较强,而针对性不高,不易生产出特色产品,这些方面国产编机在今后的生产中有待加强。 

国外企业的竞争,国内用户要求的不断提升,编机企业走创新路子,形成核心竞争力的呼声更高。国产编织机械与国外同类产品的差距,除了研发能力.技术创新不足之外,还主要表现在加工精度和运行可靠性两个方面。因此,必须下大力气研究从生产过程、管理过程.流通过程与创新的系统优化问题,借助系统论控制论的理论,努力消除现存的问题,缩短差距。应加强产学研结合,开创教育与企业新局面。通过企业和科研院所的人才与设施、科研与生产互动,加快人才培养和技术提升。

    研究编织机的传动系统,对于提高生产效率降低生产成本具有重要意义。此项研究也是对大学四年所学课程的一次总复习,它将机械制图、机械设计和机电传动控制等机械设计制造及其自动化主要专业课程紧密联系在一起,利用所学的机械与控制相关知识来解决实际的生产问题,将理论设计与实际运用联系起来,需要考虑多方面的问题,如成本、系统可靠性和机械设备使用寿命等等。


内容简介:
系别:信机系 班级:机械97 学生姓名:储传民 课题(设计)名称:纺织机传动系统设计周次 起止日期 工作计划、进度 每周主要完成内容 存在问题、改进方法1 2013.3.4 下达毕业设计任务 实习实训,参与工作 存在问题:对于实际操作不是很了解。改进方法:参与工作,逐渐了解,参与其中。2 2013.3.8 填写毕业设计开题报告 填写毕业设计开题报告存在问题:对课题难易程度理解不够,难点分析不足,分析能力欠缺,许多问题不是很明白。改进方法:在指导老师的帮助下,进一步消化本课题。3 2013.3.11 检查毕业设计准备情况 修改完善毕业设计开题报告存在问题:对课题难点分析不足,分析能力欠缺,对课题理解不深,头脑里没设计的东西的概念改进方法:在指导老师的帮助下,整改开题报告。4 2013.3.16 查阅参考资料查阅与设计有关的参考资料不少于10本,其中外文不少于2本存在问题:由于工作原因,空闲时间很少,查阅资料太少。改进方法:利用一切时间,去图书馆和网上查找相关资料5 2013.3.23 GD76X1型织机传动工艺 方案分析产品图、分析冲压工序,分析冲压工艺,优选确定模具冲压工艺方案存在问题:缺乏实际操作经验,制定的工艺方案不合理。改进方法:多去咨询师傅了解实际生产过程,重新确立合理的工艺方案。6 2013.4.1 GD76X1型织机结构分析 与计算 确定模具结构,计算所需各 种尺寸存在问题:模具结构设计不合理,尺寸计算有误差公式运用错误。对模具设计数据不了解改进方法:查阅多种参考资料,改进模具结构,提高计算正确率。7 2013.4.15 GD76X1型织机工艺方案 确定分析产品图、分析冲压工序,分析冲压工艺,优选确定模具冲压工艺方案存在问题:缺乏生产经验,对冲压顺序不了解,冲压工序安排不合理改进方法:多了解实际生产过程,重新确立合理的工艺方案。无锡太湖学院 届毕业作业周次进度计划、检查落实表系别:信机系 班级:机械97 学生姓名:储传民 课题(设计)名称:纺织机传动系统设计8 2013.4.20 装配图 初步绘制减速器装配图存在问题:对CAD运用不熟悉,画图速度较慢改进方法:重新确定合理的表达视图,多加运用绘图软件,提高画图速度9 2013.4.25 装配图 修改减速器装配图 存在问题:2D装配图中部分标准件画法不正确,尺寸不精确。改进方法:按机械制图要求改正不正确的画法,修改尺寸。10 2013.4.28 完成零件图 修改减速器装配图 存在问题:2D装配图中技术要求填写不合理,明细栏填写不正确。改进方法:按机械制图要求改正不当之处。11 2013.5.5 说明书、摘要、小结 绘制减速器零件图,不少于 5个存在问题:零件图的表达方案不合理,尺寸不符合实际需要,技术要求不规范。改进方法:修改零件图的表达方案,完善尺寸标注和技术要求。12 2013.5.13 检查、指导设计说明书 、摘要和小结编写 完成设计说明书、摘要和小 结 存在问题:说明书的格式不规范,摘要不合理,关键词不恰当。改进方法:根据说明书规范要求更改,重新按要求编写摘要。13 2013.5.15 上交资料、答辩 整理所有资料上交指导教 师,答辩 资料整理欠合理,按学院要求整理并装订,进行答辩说明: 1、“工作计划、进度”、“指导教师意见并签字”由指导教师填写,“每周主要完成内容”,“存在问题、改进方法”由学生填写。2、本表由各系妥善归档,保存备查。指导教师意见并签字 备 注存档编码:无锡太湖学院 届毕业作业周次进度计划、检查落实表开始日期: 开始日期:说明: 1、“工作计划、进度”、“指导教师意见并签字”由指导教师填写,“每周主要完成内容”,“存在问题、改进方法”由学生填写。2、本表由各系妥善归档,保存备查。无锡太湖学院Designing and Modeling a Torque and Speed ControlTransmission (TSCT)1 BackgroundThe Partnership for a New Generation of Vehicles (PNGV) was formed between the Federal Government, Ford Motor Company, General Motors Corporation, and Chrysler Corporation. The goal of this partnership was to allow the major U.S. automotive manufactures to collaborate with each other and produce high fuel efficiency, low emissions vehicles for sale to the general public. The performance objective for these manufacturers was to create mid-sized passenger cars capable of attaining an 80 mpg (gasoline) composite fuel economy rating on the Environmental Protection Agency (EPA) city and highway cycles.Hybrid vehicle technology has shown great promise in attaining the goals set forth by the PNGV. Hybrid electric vehicles (HEV ) employ technology that helps bridge the gap between the future hope of an electric vehicle (EV) and todays current vehicles. Within the past year hybrid electric vehicles have gained an important place in the vehicle market. American Honda Motor Company, Inc. is currently releasing their first generation HEV, the Insight. The Insight is a compact, two pass engey, parallel HEV which achieves more than 65 mpg (composite) on the EPA test cycles: the highest of any production vehicle ever tested. Toyota Motor Corporation has also released a hybrid vehicle for sale to the general public. The Toyota Prius is currently for sale in Japan and will come the United States in the beginning of the year 2000. The Prius is a four passenger combination hybrid employing an a gasoline engine, high power electric motor, and an electromechanical continuously variable transmission (CVT) comprised of a planetary gear train and a high power alternator/motor. It is through technology incorporated in vehicles such as the Prius that automotive transmission design and operation will make significant new advances.1.1 Current Automotive Transmission TechnologiesWith the advent of the automobile also came the creation of the automotive transmission. Early vehicles were simple with manual controls for all functions including the transmission. As advances have been made in vehicles over the past several decades, transmission technology has also advanced. The automatic transmission has nearly replaced the manual transmission in all but economy and performance cars. This trend can be attributed to ease of use, higher power engines becoming available, and congestion in urban areas. Another new transmission technology beginning to see application particularly in foreign markets is the continuously variable transmission that offers continuous operation without shifting between a high and low gear ratio.These three types of transmissions are all similar in function though their objectives are accomplished in different ways. The capabilities of these transmissions are limited to decoupling the engine speed from the speed of wheels and thereby providing one of several forward or reverse gear ratios. Each transmission is also a single input (engine) and single output (drive device). There are typically no provisions for attaching multiple power sources or for extracting power from more than one point.The exception to this is heavy-duty transmissions equipped with provisions for a power take off for driving auxiliary mechanical equipment. Single input, single output operation limits drive train flexibility for 无锡太湖学院newer systems employing multiple power sources such as those used in the next generation of hybrid vehicles.1.1.1 Manual Transmission OperationManual transmissions are the least complex and oldest design of power transmission available. In simplest form, a manual transmission is a linear combination of a clutch and a directly geared connection. More sophisticated examples rely on this design but add the ability to select other gear ratios to allow different output speeds for the same input speed. Of these types of transmissions, there are two variations: synchronized and unsynchronized. Synchronized manual transmissions are typically used for light duty applications. Coupled to each gear is a synchronizer that allows the operator to disengage the clutch and select whatever gear necessary. The selection of a different gear engages the synchronizer, which then matches engine input speed and transmission output speed before the gears are engaged.Unsynchronized manual transmissions are more robust by nature. The operator must double-clutch between shifts to match engine and transmission speed manually. However, this allows a transmission of a given size to handle greater load as space previously occupied by the synchronizers can now be dedicated to the use of wider gears. Applications of these types of manual transmissions are for over-the-road trucks and up to larger equipment with total vehicle weights over 100 tons. 11.1.2 Automatic Transmission OperationAutomatic transmissions are a complex assembly of many components that allow for seamless power transmission. Those currently available in production vehicles use torque converters, clutches, and planetary gear sets for the selection of different output ratios. The engine is connected to the torque converter that acts very much like a clutch under some conditions while more like a direct connection in others. The torque converter is a hydraulic coupling that will slip under light load (idle), but engage progressively under higher load. While the torque converter transmits power to the transmission there is a speed reduction across the unit during low speed operation. This reduction is typically between 2.5:1 to 3.5:1 .Once higher vehicle speeds are attained, the torque converter input and output may be locked together to achieve a direct drive though the unit. The output of the torque converter is typically connected to a hydraulic pump that provides the necessary pressure to engage different clutches within the transmission and the planetary drive. Different gear ratios are created through the use of two or more planetary gear sets. These gear sets are combined with clutches on different elements. By clutching and declutching different elements, multiple gear ratios are possible.Basic automatic transmissions are equipped with a single control input that is throttle position. The combination of this with the hydraulic pressure created within the transmission allows for mechanical open loop control of all gear selections. Newer variations of the automatic transmission are equipped with electronic feedback controls. Shift logic is dependent on many more variables such as engine speed, temperature, current driving trend, throttle position, vehicle accelerations, etc. This allows the transmission controller to monitor vehicle operation and using a rule-based control strategy decide , which gear is best suited to the current driving conditions. Newer systems are also integrated with the engine controller such that a vehicle control computer has authority over engine and transmission operation simultaneously. This allows for such features as increasing engine speed during high-speed downshifts to match engine and transmission speed for smoother shifting and retarding fueling and ignition timing during high power up shifts to reduce jerk. Previously, 无锡太湖学院transmission control was much simpler because overrunning clutches were employed in higher gears that only allowed for coasting to conserve fuel. 11.1.3 Continuously Variable Transmission OperationContinuously variable transmissions are one of the emerging transmission technologies of the last twenty years. This type of transmission allows power transmission over a given range of operation with infinitely variable gear ratios between a high and low extreme. These transmissions are constructed using two variable diameter pulleys with a belt connecting the two. As one pulley increases in size, the other decreases. This is accomplished by locating on one shaft a stationary sheave and a movable sheave. For automotive applications, a hydraulic actuator controls movement of the sheave. However, centrifugal systems along with high power electronic solenoids may be used. A second shaft in the CVT contains the other stationary sheave and movable sheave also controlled hydraulically. A flexible metal belt is fitted around these two pulleys and the movable sheaves are located on opposite sides of the belt.There are two variations of this type of transmission: push belt and pull belt Pull belt CVT were the first type to be manufactured due to simplicity. A clutch is attached between the first pulley and the engine while the output of the second pulley was connected to a differential and thus the wheels. A hydraulic pump is used to control the diameter of the two different pulleys. As power is applied the first pulley creates a torque that is transmitted through the belt (under tension) to the second pulley. Control of the transmission ratio is usually a direct relationship dependent upon throttle position.Push belt CVT, similar in design to the Van , are much the same as pull belt CVT , except that power is transmitted through the belt while under compression. This provides a higher overall efficiency due to the belt being pushed out of the second pulley and lowering frictional losses. Current work with these transmissions is being focused on creating larger units capable of handling more torque.Efficiency of the CVT is directly related to how much tension is in the belt between the two pulleys. CVT torque handling capacity increases as tension in the belt increases. However, this increased tension lowers power transmission efficiency. The belt must slide across the faces of each pulley as it enters and exits upon each half rotation. This sliding of the belt creates frictional losses within the system. In addition, there may be significant parasitic losses associated with raising the hydraulic pressure required to move or maintain the position of the sheaves in each pulley. 21.1.4 Automatically Shifted Manual Transmission OperationAutomatically shifted manual transmissions are a fairly recent innovation. The benefit of the manual transmission is that (due to the direct mechanical connection through fixed gears) efficiency is very high. The drawback is that there must be some interaction with the user in the selection and changing of gears. Automatically shifted manuals were created to address this issue. These types of transmissions are traditionally synchronized manual transmissions with the addition of automation of the gear selection and control of the clutch. A logic controller is also employed to decide when and how to shift. Automatic shifting is usually accomplished through the use of electro-hydraulics. A high-pressure electric pump supplies pressure to hydraulic solenoids that are used to shift the transmission. A hydraulic ram is also used to engage and disengage the clutch. Current versions of these transmissions also employ unsynchronized gears. This allows 无锡太湖学院for overall smaller packaging to accomplish the same task. Input speed of the engine is monitored along with lays haft speed. When a gear change is initiated, the controller opens the clutch, shifts to the desired gear while matching engine and lay shaft speed, and then closes the clutch again. This shifting operation can all be achieved in less than one third of a second. Automatically shifted manual transmissions shift gears faster than humanly possible. 31.1.5 Manually Shifted Automatic Transmission OperationManually shifted automatic transmissions are a variation on control of the transmission. The user is allowed to select either automatic or manual shifting modes.During automatic mode, the transmission functions identically to an automatic transmission. While in manual shift mode however, the transmission controller allows the user full authority over gear changes as long as the gear change will not over speed the engine. This mode of operation traditionally offers the user tighter, more positive shift feel. The only requirement of an automatic transmission for manual shifting is that shifts must be accomplished rapidly enough to allow the user a feeling of fluidity. The act of shifting must provide the immediate desired response. 31.1.6 Planetary Gear Drive Transmission OperationPlanetary gear sets are unique in that the combination of gears creates a two degree-of-freedom system. The gear sets are comprised of a ring gear, a sun gear in the center, and planetary gears that contact both the ring and the sun gears. Motion of the planetary gears is controlled by the carrier on which each of the planetary gears rotate.The carrier maintains the position of the planets in relation to each other but allows rotation of all planets freely. Inputs (or outputs) to the gear train are the ring gear, sun gear, and planetary carrier. By prescribing the motion of any two of these parameters, the third is fixed in relation to the other two. By employing one planetary gear train, a fixed ratio between input and output is created. Increasing or decreasing the number of teeth on the sun and ring gears can change this ratio. This in turn changes the number of teeth on the planetary gears, which has no other effect as these gears act as idlers.When combining more than one planetary gear train at one time, braking or allowing the movement of different elements can create a wide range of effective operation in terms of relative speeds, torque transfer, and direction of rotation. This is the type of system that is used in automatic transmissions described above. These systems are also employed in large stationary power transmission applications. 11.2 Current Hybrid Electric Vehicle Transmission DesignHybrid vehicles are vehicles that utilize more than one power source. Current propulsion technologies being favored are compression ignition (CI) engines, spark ignition(SI) engines, hydrogen-fueled engines, fuel cells, gas turbines, and high power electric drives. Energy storage devices include batteries, ultra-capacitors, and flywheels.Hybrid power trains can be any combinations of these technologies. The aim of these vehicles is to use cutting edge technology combined with current mass-produced components to achieve much higher fuel economy combined with lower emissions without raising consumer costs appreciably. These vehicles are targeted to bridge the gap between current technology and the future hope of a Zero Emission Vehicle (ZEV), 无锡太湖学院presumably a hydrogen-fueled fuel cell vehicle. The operation of these systems must also be transparent to the user to enhance consumer acceptability and the vehicle must still maintain all required safety features with comparable dynamic performance all at an acceptable cost.By combining multiple power sources, overall vehicle efficiency can be improved by the ability to choose the most efficient power source during the given operating conditions. This is key in improving vehicle efficiency because current battery technology dictates that nearly all total energy used by the vehicle across a reasonable range of driving comes from the on-board fuel. Highly adaptive control strategies that may be employed in the next generation of HEV may monitor vehicle speed, desired torque, energy available, and recent operating history to choose which mode of operation is most beneficial. These advanced control schemes will maximize the usage of the fuel energy available by choosing the most efficient means of power delivery at any instant. The reduced usage of energy for a given amount of work may also result in lower exhaust emissions due to a reduction in fuel energy used.1.2.1 The Advantages and Disadvantages of Series Hybrid VehiclesSeries hybrid vehicles typically have an internal combustion engine (ICE) that is coupled directly to an electric alternator. The vehicle final drive is supplied entirely by an electric traction motor that is supplied energy by the battery pack or combination of engine and alternator. The benefit of this type of operation is the engine speed and torque are decoupled from the instantaneous vehicle load and the engine needs only to run when battery state of charge (SOC) has dropped below some lower level. This allows engine operation to be optimized for both fueling and ignition timing in the case of a spark ignited engine, or fueling and injection timing for a compression ignition engine. The engine is also operated in the most efficient speed and torque without encountering transient operation regardless of load. The result is excellent fuel economy and low emissions. Series HEV operation is exceptionally well suited to highly transient vehicle operation which is prevalent in highly urban areas and city driving. The disadvantage to series hybrid operation is the efficiency losses associated with converting mechanical to electrical and then electrical to mechanical energy. Further losses in system efficiency are realized when the energy is stored in the battery pack for later use. Only a fraction of the energy put into the batteries can be returned due to the internal resistance of the batteries. The mechanical energy of the engine is directly converted to electricity by an alternator that has losses both in internal resistance and eddy currents present. Further losses are incurred when this electrical energy is converted back to mechanical energy by the traction motor and controller. Dynamic performance is also limited, as the engine cannot supplement the traction motor in powering the vehicle.1.2.2 The Advantages and Disadvantages of Parallel Hybrid VehiclesParallel systems also employ two power sources, typically an engine and a traction motor with both directly coupled to the wheels typically
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本文标题:纺织机传动系统基于涡轮蜗杆传动设计【13张CAD图纸和说明书】
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