前麦弗逊独立悬架毕业设计
前麦弗逊悬架和后多连杆悬架设计
存档编号华北水利水电大学North China University of Water Resources and Electric Power毕业设计题目乘用车悬架系统设计学院机械学院专业机械设计制造及其自动化姓名学号指导教师完成时间2014.05教务处制独立完成与诚信声明本人郑重声明：所提交的毕业设计（论文）是本人在指导教师的指导下，独立工作所取得的成果并撰写完成的，郑重确认没有剽窃、抄袭等违反学术道德、学术规范的侵权行为。
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毕业设计（论文）作者签名：导师签名：签字日期：签字日期：摘要悬架的主要功能是传递作用在车轮和车身之间的一切力和力矩，缓冲传给车身的冲击载荷，通过减震器衰减由车轮引起的簧上震动，保证汽车行驶的平顺性，保证车轮在路面不平和载荷变化时有理想的运动特征，增强汽车的操纵稳定性，轻便性。
本文首先论述了悬架的分类、优缺点及国内外的研究现状，然后以日产天籁为设计参照，使用传统设计方法（非优化设计）设计计算前麦弗逊悬架和后多连杆悬架，涵盖了选定悬架质量分配系数，选定车震频率、偏频比，计算悬架静挠度和动挠度，减震器行程及工作缸内径的选择及螺旋弹簧的直径、工作圈数设计等。
本次设计中使用UG软件做出三维模型，再进行装配，装配完成后，将其分别导入ADAMS/car和adams/view中进行仿真分析和动画仿真，得出汽车行驶时的仿真动画、整车车轮前束角、整车车轮外倾角、前轮主销内倾角、前轮主销后倾角、摩擦半径、后轮侧倾中心坐标的相关数据变化。
轿车前麦弗逊悬架毕业设计
毕业披廿（论文）奇瑞轿车前麦弗逊悬架设廿可修编・X 11Abstract21绪论31.1课题背景和意义 (3)1.2悬架的发展历史和现状 (4)1.3悬架的发展體势 (5)1.4课题主要容和研究目的 (5)2悬架结构方案分林62.1悬架总成分析 (6)2.2独立悬架优缺点分析 (6)2.3独立悬架特点与分类 (7)2.3.1双横臂式悬架构造及其特征分析 (7)2.3.2单横臂式悬架构造及其特征分析 (7)2.3.3单斜臂式悬架构造及其特征分析 (9)2.3.4麦弗逊式悬架构造及其特征分析 (10)3麦弗遜戏数立悬架atm3.1麦弗逊式独立悬架设计ffliS 113.3麦弗逊悬架的结构分林 (12)3.4悬架的耶性特性设计 (13)3.5悬架挠度£的设计 (13)3.5.1悬架静挠度£的设计 (13)3.5.2悬架动挠度办设计 (14)3.6悬架呷性元件设计 (14)3.6.1螺旋耶簧分林 (14)3.6.2螺旋耶簧地质料及许用应力选取 (15)3.6.3弹簧参数的计算选择 (15)3.6.4计算空载M度 (16)3.6.5计算满载M度 (16)3.6.6按照満载运算弹簧拥丝的直径 (16)3.6.7螺旋耶簧校核 (17)3.6.8 小结 (17)3.7导向机构设计 (18)3.7.1导向机构地设计要求 (18)3.7.2导向机构的布置参数 (19)3.7.3导向机构的受力分林 (22)3.7.4横臂轴线安81方法地选取 (22)3.7.5横瞿臂参数对车轮定位参数地改变 (23)3.7.6导向机构建模 (24)3.8减振器的设计 (24)3.8.1城振器的简单分类 (24)3.8.2双向筒贰液力械振器工作原理 (25)3.8.3相对阻力系数屮 (25)3.8.4城振器阻尼系数6地确定 (26)3.8.5城振器工作缸直径D地确定 (26)3.8.6 小结 (27)3.9横向稳定器 (28)3.10悬架結构元件 (29)4甫轮定位参数304.1主舗后頓角 (30)4.2主细蹶角 (31)4.3前轮外倾角 (33)4.4前轮前束 (34)结東培35辞36参考文It 37ft要悬架为当今汽车组成必不可少得一部分，他完成让车身与轮胎有效的術接地作用。
麦弗逊悬架钢板弹簧悬架毕业设计
麦弗逊悬架钢板弹簧悬架毕业设计北京理工大学珠海学院2021届本科生毕业设计诚信承诺书本人郑重承诺：本人承诺呈交的毕业设计《东风帅客悬架结构设计》是在指导教师的指导下，独立开展研究取得的成果，文中引用他人的观点和材料，均在文后按顺序列出其参考文献，设计使用的数据真实可靠。
本人签名：日期：年月日北京理工大学珠海学院2021届本科生毕业设计东风帅客悬架结构设计摘要悬架是现代汽车上的重要组成之一，它的主要作用是传递车轮和车身之间的力和力矩，并且缓和由不平路面传给车身的冲击载荷，衰减由此引起的振动，保证乘员的舒适性，减小货物和车辆本身的动载荷。
本文主要完成东风帅客2021款悬架结构的设计。
设计中首先介绍了乘用车悬架结构的研究现状，对悬架的作用、悬架的分类以及悬架的设计要求进行了概述；然后确定了东风帅客的悬架结构形式为前麦弗逊悬架独立悬架，后钢板弹簧非独立悬架；然后完成悬架各零部件进行参数设计计算和校核。
计算过程先确定东风帅客悬架主要性能参数，包括悬架静挠度、动挠度等；而后进行前后悬架弹性元件设计计算，包括螺旋弹簧、钢板弹簧、减震器等元件基本参数的设计计算以及强度校核；最后对本设计做出结论分析和利用CAD 绘图软件完成麦弗逊悬架和钢板弹簧悬架的装配图和部分零件图的绘制。
关键词：麦弗逊悬架；钢板弹簧悬架；减震器；结构设计北京理工大学珠海学院2021届本科生毕业设计The Design of the Suspension Structure of Dongfeng shaicoAbstractSuspension is one of the important components of modern cars.Its main functions are transmitting forces and torques between the wheels andbodies,easing the impact load from the uneven surfaces which delivers to the body, decaying the resulting vibrati on, ensuring the passengers’ comfort and decreasing the dynamic load from both the goods and the vehicles.This paper is mainly about the design of the suspension structure of Dongfeng Succe. First ,it introduces the research status of suspension structure of the passenger cars,and the overview of suspension function, suspension classification and suspension design requirements. Second, it sets the suspension structure type as front MacPherson dependent suspension and rear leaf spring independent suspension. Third, the parameter of every component of suspension is designed and checked. During calculation, the main performance parameters of the suspension , such as, static deflection, dynamic deflection ,etc should be determined . Then the front and rear of suspension elastic components are designed and calculated, including coil spring, leaf spring, shock absorber, those component’s basic parameters design caculation and strength check.Finally, this paper is made to a analysis and summary, and the assemble diagram and parts of spare parts diagram of MacPherson suspension and leaf spring suspension are completed by using CAD software.Keywords: Front MacPherson dependent suspension ; Leaf spring suspension; Shock absorber; Structure design北京理工大学珠海学院2021届本科生毕业设计目录1前言 ........................................................................... (1)1.1悬架设计在国内外的发展概况及存在的问题 (1)1.2悬架研究的目的、意义及设计要求 ........................................................................... ............ 2 1.3本设计应解决的主要问题 ........................................................................... ............................ 3 2悬架结构的确定 ........................................................................... . (4)2.1汽车悬架的组成及各部件的作用 ........................................................................... ................ 4 2.2非独立悬架的分类及特点 ........................................................................... ............................ 4 2.2独立悬架的分类及特点 ........................................................................... ................................ 6 2.3前后悬架系统的确定 ........................................................................... (7)2.3.1 前独立悬架结构的确定 ........................................................................... .................... 8 2.3.2 后悬架结构的确定 ........................................................................... . (9)3悬架主要参数的确定 ........................................................................... (10)3.1东风帅客基本参数 ........................................................................... ...................................... 10 3.2悬架主要性能参数的确定 ........................................................................... .. (10)3.2.1 悬架静挠度和动挠度的确定 ........................................................................... .......... 10 3.2.2平顺性参数的确定 ........................................................................... ........................... 13 3.2.3操纵稳定性参数的确定 ........................................................................... ................... 14 3.2.4纵向稳定性参数的确定 ........................................................................... . (16)4悬架弹性元件和减震器的设计计算 ........................................................................... . (18)4.1钢板弹簧主要参数和尺寸的确定 ........................................................................... .. (18)4.1.1 钢板弹簧材料的确定 ........................................................................... ...................... 18 4.1.2钢板弹簧主片长度L的确定 ........................................................................... .......... 20 4.1.3钢板弹簧断面高度及片数的确定 ........................................................................... ... 20 4.1.4自由状态下弧高和曲率半径的确定 ..........................................................................23 4.1.5装配前各片弹簧自由状态下曲率半径的确定 .......................................................... 24 4.1.6钢板弹簧的强度校核 ........................................................................... ....................... 25 4.1.7钢板弹簧卷耳强度核算 ........................................................................... . (26)北京理工大学珠海学院2021届本科生毕业设计4.2麦弗逊悬架螺旋弹簧的设计 ........................................................................... . (27)4.2.1螺旋弹簧材料的确定 ........................................................................... ....................... 27 4.2.2螺旋弹簧直径和刚度的确定 ........................................................................... ........... 27 4.2.3螺旋弹簧其他几何参数的确定 ........................................................................... ....... 29 4.2.4螺旋弹簧稳定性校核 ........................................................................... ....................... 30 4.2.5螺旋弹簧扭转应力的校核 ........................................................................... ............... 30 4.3减震器的设计 ........................................................................... . (31)4.3.1减震器的选择 ........................................................................... ................................... 31 4.3.2双筒式减震器的工作原理 ........................................................................... ............... 31 4.3.3减震器相对阻尼系数的选择 ........................................................................... ........... 32 4.3.4减震器阻尼系数?的确定 ........................................................................... ............... 33 4.3.5最大卸荷力F0的确定 ........................................................................... (34)4.3.6筒式减震器工作缸直径D的确定 ........................................................................... .. 355结论 ........................................................................... . (38)参考文献 ........................................................................... .................................................................... 39 谢辞 ........................................................................... ............................................................................40 附录 ........................................................................... . (41)1麦弗逊悬架装配图 ........................................................................... ......................................... 41 2钢板弹簧悬架装配图 ........................................................................... ..................................... 42 3外文翻译 ........................................................................... .. (43)感谢您的阅读，祝您生活愉快。
轿车悬架设计—麦弗逊独立悬架文献综述
广西科技大学（筹）毕业设计（论文）附录资料课题名称轿车悬架设计—麦弗逊独立悬架学院汽车与交通学院专业交通运输（汽车电子技术与检测诊断）班级交Y091学号 200900207042姓名周文江指导教师陈坤2013年 1月 6 日目录一、英文原文 (3)二、中文翻译 (9)三、方案论证 (14)一、英文翻译Survey of Controllable Suspension System for Off-road Vehicles Abstract：The controllable suspension system can improve the performances of off-road vehicles both on road and cross- country．So far，four controllable suspensions，that is，body height control，active，semi-active and slow-active suspensions，have been developed．For off-road vehicles，the slow-active suspension and the semi-active suspension which have controllable stiffness，damping and body height are more appropriate to use．For many years，some control methodologies for controllable suspension systems have been developed along with the development of modern control theory，and two or more original control method s are integrated as a new control method ．Today，for military or civilian off-road vehicles，the R& D of controllable suspension systems is ongoing．Key Words：control theory；survey；controllable suspension；off-road vehicleThe suspension system is an important part of the vehicle，which influences riding comfort and handle-stability greatly．Since the first pair of leaf spring was used in carriage，suspension systems were uncontrollable for a long time and named as passive suspension system．A typical passive suspension system consists of springs，dampers and some control arms，which are once invariable designed．But，the roads for vehicle running are various．For the vehicle’s suspension system，different kinds of roads make different inputs．Thus ，different suspension parameters，such as stiffness，damping and body height，should be designed to minimize the impact from ground and the jounce of body．However，it’s impossible that the traditional vehicles with in variable passive suspension system perform well on multifarious roads．For off-road vehicles，the conflict between changeful roads and changeless suspensions is more projecting than road vehicles．Most of off-road vehicles are still using the passive suspension systems and have higher stiffness，damping and body height to overcome the rough road or cross-country．However，these vehicles show worse riding comfort and handle stability than road vehicles on normal roads．For these reasons，the controllable suspension systems should be the best choice for vehicles，especially for the off-road vehicles．1 Categories of Controllable Suspension SystemThe controllable suspension system is a general reference of the non-passive suspension system，the antonym of passive suspension should be active suspension But，in the suspension control，the active suspension is a special type of controllable suspensions．Today，the controllable suspensions can be divided into four categories according to the controlled objects and structures．They are body height control，active，semi-active and slow-active suspensions．The quarter-vehicle vibration models of these different controllable suspension systems are shown inFig．1．1．1 Body Height Control Suspension SystemThe body height control suspension system is the pioneer of controllable suspension systems．The first body height control suspension system was used in CitrOen DS19 launched in 1955 and made in France．It adopts four controllable air springs and can adjust obviously that the active suspension system improves the body height according to run condition and load to guarantee proper wheel travels[1] .This kind of system is the simplest controllable suspension system，usually found in luxurious buses and pickup trucks．A bus equipped with this system can keep the body height unchanging whether it is empty or full．The body height control suspensions are also designed for the pickup truck’s real suspensions，it can keep the body horizontal，whether it links a trailer or not．The main structural difference between the body height control suspension and the passive suspension is that the former has a height control system additionally，which includes body height sensors，height drives and a controller，as shown in Fig．1(a)．It aims at controlling the body height only，though the suspension’s stiffness and damping also change in the control process．The inputs mainly include the speed of vehicle and the distance between body and wheel，which are collected by speed and displacement sensors．The proper body height data shall be calculated based on a certain control strategy by the body height control system and output to the executing mechanism．1．2 Active Suspension SystemThe concept of active suspension was presented early in 1954[2]．Thompson，in 1960’s，consummated its basic structure and control law and proved that so-called ful1-active suspension system could improve the performances of vehicle effectively．Since 1980’s，the research achievements on active suspension had been put into use. Some testing vehicles were built[3]. The experiment for these vehicles showed obviously that the active suspension system improves vehicle's performance greatly.The active suspension system consists of sensors,controllers and force actuators，as shown in Fig．1（b）[4]. And，for driving force actuators，an additional power is necessary．It adopts the force actuator to replace the customary spring and absorber．The forceactuators can be controlled to produce appropriate forces to support the body，whenever the vehicle runs in any road．The body and wheel sensors are used to measure the accelerations of the body and wheel and provide these data to the controller．The latter processes these data and outputs some instructions to the force actuator according to predefined control strategy which determines the quality of the active suspension system．Although the active suspension system has been presented for more than fifty years，it hasn’t been largely commercialized yet up to now．Of course，the technical and economic reasons coexist．In technology，today’s active suspension systems can work well in low frequency band but not in high frequency，since the force actuators seems too stiff to control[5]．Although some active suspension systems can operate well up to 70 Hz[6]，they will consume energy very much[7]．One of the methods to reduce the power consumption uses springs and dampers in parallel with the actuators．In addition，it also improves the security of the active suspension system．But,as a negative result,the system response will be decreased．In economy，building and operating an active suspension system costs too much．It fatally limits the active suspension systems to be extended．1．3 Semi-active Suspension SystemThe semi-active suspension system was presented later but applied earlier to the vehicles than active suspension system．The controllable suspension system with adjustable stiffness and damping was introduced in early 1970’s．It almost does not consume energy，since the force actuators which need too much energy are eliminated．So，it is called as semiactive or no power active suspension system．The common semiactive suspension systems only control the damping of suspension actively，and some senior semiactive suspension systems also control the stiffness．In fact，a semi-active suspension system is just a passive suspension system with controllable damping and stiffness，as shown in Fig．1 (c)．So ，its performances are still not as good as the active suspension system．A famous control model of the semiactive suspension system was so-called Sky-Hook Damping Control proposed by Karnopp in 1973[8]．In this model，a supposed inertial damper，called as Sky-Hook damper，is set between a sprung mass and a virtual fixed Sky-Hook．The force of the Sky-Hook damper proportional to the relative speed of the sprung mass to the Sky-Hook can reduce the jounce of the vehicles．For the Sky-Hook and Sky-Hook damper are both inexistence in real vehicles，an controlled adjustable damper is set to replace the passive damper between the sprung mass and unsprung mass in real Sky-Hook model．Theoretically，the damping force should change continuously and in real-time[9]，but it is usually hard to be done in real vehicles．A control model for the semi-active suspension systems with discrete adjustable damping and stiffness was proposed by Margolis in 1975[10]．Several dampers or springs are paralleled，thus，if one or more of them are shut off，the damping or stiffness of the suspension system will change discretely．For it is easy to achieve，the Margolis model have been used in so me cars．Some semi-active suspension systems are even added the body height control to improve the vehicle performances．This controllable height semi-active suspension system has been used in some luxurious car and SUV recently．Some of them are named as the active suspension by their manufacturer，but they are still different from the real active suspension．1．4 Slow-active Suspension SystemThe slow-active suspension system is presented later but more remarkably．Its essential structure can be regarded as a series of an active suspension system and a passive suspension system，as shown in Fig．1 (d)．As the passive suspension system can isolates high-frequency vibration well，the active suspension system can only isolate low-frequency vibration．The force actuators only work in the low-frequency band，power consumption are reduce evidently．Theoretically，the slow-active suspension system still responds more slowly than the real active suspension system，this is the reason why it is so named[11]．Some other names，such as narrow bandwidth active suspension system or limited bandwidth suspension system，are also found．By contrast，the real active suspension system is usually called as full-active suspension system or broad bandwidth active suspension system[12]．To improve performances of the slow-active suspension system，the springs and dampers in the system should be controllable．This slow-active suspension system can be regarded as a series of an active suspension and a semi-active suspension．As an unavoidable result，the control system and mechanical structure are more complex．The performances of the slow-active suspension system are almost as goo d as the full-active suspension system，and the power consumption is fairly less．Its prospect will be very wel1．2 Control Methodologies for Controllable Suspension SystemsThe control theories for controllable suspension systems grow along with the development of modem control theory．Recently，the typical control strategies include LQG (linear-quadratic-Gaussian)optimal control，model reference adaptive／self-tuning control，preview control，fuzzy control，neural network control，etc．2.1 LQG Optimal Control Strategy LQGFor the linear vibration model of the active suspension systems，the control attempts to minimize the integrated weight of body vertical acceleration，wheel dynamic load and wheel dynamic travel．The objective function of the control system is quadratic．And the disturbance input from road is a stochastic process that can be deal with as a Gaussian white noise．Thus，the suspension control problem can be regarded as a typical LQG optimal control[13]．According to LQG optimal control strategy，the optimal control force Uo can be defined aU。
毕业论文-奇瑞微型汽车悬架系统设计
毕业论文-奇瑞微型汽车悬架系统设计本科生毕业设计(论文)摘要随着汽车工业的发展，人们对汽车乘座舒适性和安全性的要求逐渐提高，因此对汽车悬架系统和减震器也提出了更高的要求。
这次设计的微型汽车的悬架系统是有实际意义的。
本次设计的主要内容是:奇瑞微型汽车的前、后悬架系统的结构设计。
其前后悬架均采用目前比较流行的麦弗逊式独立悬架，减震器为液力双向作用筒式减震器。
本说明书还包括前、后悬架性能和结构特点的介绍，悬架参数的确定，减震器设计及计算过程，螺旋弹簧设计及设计过程，悬架刚度和挠度的计算以及各零部件包括连接处的选择。
并用MATLAB软件编程平顺性的分析，论证了该系统设计方案的正确性和可行性。
在对样车悬架进行平顺性分析中，建立了两自由度的平顺性分析模型，分别绘制车身加速度幅频特性曲线、相对动载幅频特性曲线、弹簧动挠度幅频特性曲线分析了悬架参数对汽车平顺性的影响。
因此，这次设计的悬架系统具有良好的行使平顺性。
关键词:悬架系统;减震器;螺旋弹簧;导向机构;平顺性I本科生毕业设计(论文)AbstractWith the development of the automobile industry, people have been promoting the requirement for the safety and ride comfort of vehicles. As a result there is a big demand on the suspension and the shock absorber system. The design of the mini-car suspension system is a practical sense.The project mainly includes the designs of the front and rear suspension system of the Chery Automobiles. The independent McPherson suspension in common use is adopted in both the front and the rear suspension system. The shock absorber with two-direction hydraulic-cylinder is applied here. This papers introduced the structure characteristics of the front and rear suspension, determined the suspension parameters, designed and calculated the shock absorbers and coil spring, etc. Furthermore, a program for ride performance computation is compiled by using MATLAB software.In the suspension analysis of the sample car, a model with two degree of freedoms is established. Some curves for ride quality analysis are carried out. From the calculated curves, some topics on how the suspension parameters effect on the ride comfort are discussed. Therefore, a conclusion can be drawn that the current designed suspension system has a good ride performance.Key words: Suspension system; Shock absorber; Coil spring; Guidance mechanism;Ride performanceII本科生毕业设计(论文)目录第1章绪论 ..................................................................... . (1)1.1 悬架简介 ..................................................................... (1)1.2 设计要求: .................................................................... ........................... 2 第2章前、后悬架结构的选择 ..................................................................... . (3)2.1独立悬架结构特点 ..................................................................... (3)2.2独立悬架结构形式分析 ..................................................................... . (3)2.3辅助元件 ..................................................................... ............................... 4 第3章技术参数确定与计算 ..................................................................... .. (5)3.1主要技术参数 ..................................................................... .. (5)3.2悬架性能参数确定 ..................................................................... (5)3.3悬架静挠度 ..................................................................... (6)3.4悬架动挠度 ..................................................................... (6)3.5悬架弹性特性曲线 ..................................................................... ............... 6 第4章弹性元件的设计计算 ..................................................................... .. (7)4.1前悬架弹簧 ..................................................................... (7)4.2后悬架弹簧 ................................................................................................ 8 第5章悬架导向机构的设计 ..................................................................... (10)5.1导向机构设计要求 ..................................................................... . (10)5.2麦弗逊独立悬架示意图 ..................................................................... .. (10)5.3导向机构受力分析 ..................................................................... . (11)5.4横臂轴线布置方式 ..................................................................... . (13)5.5导向机构的布置参数 .............................................. 错误～未定义书签。
前麦弗逊独立悬架毕业毕业设计
1.1悬架的功用
悬架是车架（或承载式车身）与车桥（或车轮）之间弹性连接装置的总称。
(1)传递它们之间一切的力（反力）及其力矩（包括反力矩）。
此次设计是对哈飞路宝7110前独立悬架设计，毕业设计要求根据夏利某改型车的改。总体方案要求，对其前悬架进行设计计算。为了阐述悬架的设计过程，说明书分别从设计计算、仿真分析、优化设计等方面对夏利用麦式悬架的设计过程进行了介绍。说明书首先阐述了悬架中关键零部件如：螺旋弹簧、横向稳定杆、减振器等的设计、选型和校核
悬架结构形式和性能参数的选择合理与否，直接对汽车行驶平顺性、操纵稳定性和舒适性有很大的影响。由此可见悬架系统在现代汽车上是重要的总成之一。
1.2 悬架的组成
现代汽车，特别是乘用车的悬架Fra bibliotek形式，种类，会因不同的公司和设计单位，而有不同形式。
但是，悬架系统一般由弹性元件、
减振器、缓冲块、横向稳定器等几部分组成等，见图1-1所示。
This design is to LuBao hafei before 7110 independent suspension design, the graduation design requirements according to a car to retrofit of the entrant。The overall design of request, to the front suspension design calculation. In order to this suspension design process, the specification separately from the design calculation, the simulation analysis, optimization design with wheat for supporters of suspension design process were introduced in this article. The first elaborated the suspension of the key parts such as: spiral spring, horizontal WenDingGan, shock absorber of such as design, selection and check
汽车独立悬架设计说明书(毕业设计)
独立悬架设计说明书摘要本设计主要讲述了悬架的定义和重要性，描述了悬架的作用和功能主要阐述了独立悬架的类别和构造尤其是详细的介绍了麦弗逊式独立悬架的设计过程，本着满足车辆行使平顺性的原则，设计了麦弗逊式独立悬架的各个组成部件，并对其进行了校核。
如螺旋弹簧的设计和计算，横向稳定杆的设计，对导向机构进行了平顺性分析，横摆臂的长度计算和减震器的设计计算等。
轿车悬架是一个较难达到完美要求的汽车总成，这是因为悬架既要满足汽车的舒适性要求，又要满足其操纵稳定性的要求，而这两方面又是互相对立的。
比如，为了取得良好的舒适性，需要大大缓冲汽车的震动，这样弹簧就要设计得软些，但弹簧软了却容易使汽车发生刹车“点头”、加速“抬头”以及左右侧倾严重的不良倾向，不利于汽车的转向，容易导致汽车操纵不稳定等。
怎样处理好这些方面的关系就摆在了我们设计人员的面前。
因此要是能够设计出使这些方面都能达到一个和谐的悬架对越来越多的汽车使用人员来说将会带来极大的好处。
他们将会体会到优秀悬架带给他们的良好的舒适性，和安全的平顺性。
希望本人的设计能够满足大家的要求。
本设计的图纸主要由计算机绘制完成，计算机编档、排版，打印出图及论文。
还完成了一定量的英文翻译工作。
关键词：麦弗逊式独立悬架悬架汽车悬架AbstractThe main design on the suspension of the definition and importance of a suspension described the role and functions primarily on the type of independent suspension and tectonic particularly detailed introduced Maifuxun independent suspension design process, in the spirit of the exercise smoothly vehicles meet the principles of the design of the independent suspension Maifuxun various components, and the degree of their. If screw spring-loaded design and calculation, horizontal designed to guide agencies conducted smoothly and analytical, Wang squatting length calculation and shock absorber design.Training is a perfect car for the car more difficult to achieve fuel, because it is necessary to meet the suspension of vehicle comfort, but also meet the requirements of the stability of its manipulation, and these two aspects are mutually antagonistic. For example, in order to achieve good sexual comfort, require a significant buffer car shock, which is designed spring-loaded soft farther, but the spring-loaded soft but easy to vehicle braking occurred "nod" and accelerate the "rise" and so serious adverse trends, to the detriment of the vehicle to easily lead to vehicle instability manipulation. How to handle the relationship between these areas before our designers have to face the problem .So if these meet the mission to design a harmonious suspension of a growing number of vehicles involved will bring great benefits. They will understand theiroutstanding suspension to the comfort of a good, and safe smoothly. I hope the design can satisfy all requirements.The design drawings completed mainly by computer mapping, computer archiving, typesetting, printing out maps and papers. Also completed a number of English translation work.Keyword：Maifusun type of independent suspension suspension Motor Training1概述1.1 悬架的定义及其重要性悬架是保证车轮与汽车承载之间具有弹性联系并能传递载荷、缓和冲击、衰减振动以及调节汽车行驶中的车身位置等有关装置的综总称。
前麦弗逊悬架和后多连杆悬架设计毕业论文
前麦弗逊悬架和后多连杆悬架设计毕业论文目录摘要...................................................... 错误!未定义书签。
Abstract .................................................. 错误!未定义书签。
第一章绪论 (1)1.1课设背景及研究意义 (1)1.2国外的研究现状 (1)1.3本文的主要研究容 (3)第二章悬架的结构分析与整体参数设计 (3)2.1悬架系统的简介与分类 (4)2.1.1悬架系统的简介 (4)2.1.2悬架系统的分类 (5)2.2独立悬架的特点 (5)2.3整体参数的设计 (6)2.3.1主要技术指标或主要参数 (6)2.3.2频率的选取与计算 (7)2.3.3悬架系统的静挠度 (7)2.3.4悬架系统的动挠度 (8)2.3.5悬架系统刚度 (8)第三章悬架系统的设计计算 (9)3.1悬架设计的一般要求 (10)3.2减振器选择 (10)3.2.1减震器工作原理 (10)3.2.2阻尼系数的确定 (11)3.2.3最大卸载力 (13)3.2.4减振器的尺寸设计 (14)3.3螺旋弹簧的设计计算 (17)3.4横向稳定杆设计 (21)3.5悬架系统的杆系设计 (24)第四章悬架的三维建模 (25)4.1麦弗逊前悬架的三维建模 (25)4.2后多连杆悬架的三维建模 (28)4.3整车悬架装配图 (31)第五章悬架系统的运动学仿真 (33)5.1基于adams/view的运动仿真 (33)5.2基于adams/car的仿真分析 (34)第六章整车悬架的主动化改造 (42)6.1传统悬架的弊端 (42)6.2电控悬架的优势 (42)6.3电控悬架 (42)6.3.1电控悬架的分类 (42)6.3.2电控悬架系统的组成 (43)6.3.3电控悬架的工作原理 (44)6.4主动化方案 (46)第七章总结与展望 (48)7.1总结 (48)7.2展望 (48)参考文献 (49)致谢.................................................... 错误!未定义书签。
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摘要悬架是现代汽车上的重要总成之一，它最主要的功能是传递作用在车轮和车架(或车身)之间的一切力和力矩，并缓和汽车驶过不平路面时所产生的冲击，衰减由此引起的承载系统的振动，以保证汽车的行驶平顺性。
为了迅速衰减不必要的振动，悬架中还必须包括阻尼元件，即减振器。
此外，悬架中确保车轮与车架或车身之间所有力和力矩可靠传递并决定车轮相对于车架或车身的位移特性的连接装置统称为导向机构。
此次设计是对哈飞路宝7110前独立悬架设计，毕业设计要求根据夏利某改型车的改。
总体方案要求，对其前悬架进行设计计算。
为了阐述悬架的设计过程，说明书分别从设计计算、仿真分析、优化设计等方面对夏利用麦式悬架的设计过程进行了介绍。
说明书首先阐述了悬架中关键零部件如：螺旋弹簧、横向稳定杆、减振器等的设计、选型和校核关键词：麦弗逊独立悬架；导向机构；减震器；弹簧；横向稳定器ABSTRACTSuspension is the modern car on the important assembly, which has one of the main function is to transfer function in the wheels and frame (or body) all between the force and moment, and ease when rough road surface cars driving by the impact of attenuation arising from the vibration of the bearing system, to ensure the smooth running of the car. So must the wheel and frame or body to provide flexible connection between, rely on the elastic element to deliver the wheel or axle and frame or between vertical load of the body, and depend on the deformation to absorb energy, to achieve the purpose of the buffer.This design is to LuBao hafei before 7110 independent suspension design, the graduation design requirements according to a car to retrofit of the entrant 。
The overall design of request, to the front suspension design calculation. In order to this suspension design process, the specification separately from the design calculation, the simulation analysis, optimization design with wheat for supporters of suspension design process were introduced in this article. The first elaborated the suspension of the key parts such as: spiral spring, horizontal WenDingGan, shock absorber of such as design, selection and checkKeywords: paper independent suspension; Steering mechanism; Shock absorber;Spring;Transverse stabilizer目录摘要 (Ⅰ)Abstract (Ⅱ)第1章绪论 (1)1.1 悬架的功用 (1)1.2 悬架的组成 (1)1.3 悬架的分类 (2)1.3.1 独立悬架21.3.2 麦弗逊悬架41.3.3 非独立悬架41.4 悬架的国内外发展情况 (5)第2章悬架分析设计 (7)2.1 悬架结构方案分析 (7)2.1.1 独立悬架与独立悬架结构形式的选择72.1.2 悬架具体结构形式的选择72.2 弹性元件 (7)2.3 减震元件 (7)2.4 传力构件及导向机构 (8)2.5 横向稳定器 (8)第3章悬架主要参数的确实 (10)3.1悬架的空间几何参数 (11)3.2 悬架的弹性特性和工作行程 (11)3.2.1 悬架频率的选择113.2.2 悬架的工作行程113.2.3 悬架刚度的计算12第4章悬架主要零部件的设计 (13)4.1 螺旋弹簧的设计计算 (13)4.1.1 螺旋弹簧的刚度134.2 弹簧的受力及变形 (13)4.2.1 弹簧几何参数的计算154.2.2 弹簧的校核174.3 减震器结构类型的选择 (18)4.3.1 减震器参数的设计214.4 横向稳定杆的设计 (25)4.4.1 横向稳定杆的作用254.4.2 横向稳定杆参数的选择25第5章麦弗逊独立悬架catia建模265.1麦弗逊独立悬架零部件的设计 (26)5.2 对悬架系统总装设计 (26)5.3 麦弗逊悬架的整体安装 (27)结论 (28)致谢 (29)参考文献 (30)第1章绪论1.1悬架的功用悬架是车架（或承载式车身）与车桥（或车轮）之间弹性连接装置的总称。
(1) 传递它们之间一切的力（反力）及其力矩（包括反力矩）。
(2）缓和，抑制由于不平路面所引起的振动和冲击，以保证汽车良好的平顺性，操纵稳定性。
(3）迅速衰减车身和车桥的振动。
悬架系统的在汽车上所起到的这几个功用是紧密相连的。
要想迅速的衰减振动、冲击，乘坐舒服，就应该降低悬架刚度。
但这样，又会降低整车的操纵稳定性。
必须找到一个平衡点，即保证操纵稳定性的优良，又能具备较好的平顺性。
悬架结构形式和性能参数的选择合理与否，直接对汽车行驶平顺性、操纵稳定性和舒适性有很大的影响。
由此可见悬架系统在现代汽车上是重要的总成之一。
1.2 悬架的组成现代汽车，特别是乘用车的悬架，形式，种类，会因不同的公司和设计单位，而有不同形式。
但是，悬架系统一般由弹性元件、减振器、缓冲块、横向稳定器等几部分组成等，见图1-1所示。
它们分别起到缓冲、减振、力的传递、限位和控制车辆侧倾角度的作用。
图1-1 汽车悬架组成示意图1-弹性元件 2-纵向推力杆 3-减震器 4-横向稳定器 5-横向推力杆弹性元件又有钢板弹簧、空气弹簧、螺旋弹簧以及扭杆弹簧等形式，现代轿车悬架多采用螺旋弹簧，个别高级轿车则使用空气弹簧。
螺旋弹簧只承受垂直载荷，缓和及抑制不平路面对车体的冲击，具有占用空间小，质量小，无需润滑的优点，但由于本身没有摩擦而没有减振作用。
这里我们选用螺旋弹簧。
减振器是为了加速衰减由于弹性系统引起的振动，减振器有筒式减振器，阻力可调式新式减振器，充气式减振器。
它是悬架机构中最精密和复杂的机械件。
导向机构用来传递车轮与车身间的力和力矩，同时保持车轮按一定运动轨迹相对车身跳动，通常导向机构由控制摆臂式杆件组成。
种类有单杆式或多连杆式的。
钢板弹簧作为弹性元件时，可不另设导向机构，它本身兼起导向作用。
有些轿车和客车上,为防止车身在转向等情况下发生过大的横向倾斜，在悬架系统中加设横向稳定杆，目的是提高横向刚度，使汽车具有不足转向特性，改善汽车的操纵稳定性和行驶平顺性。
现代汽车悬架的发展十分快，不断出现，崭新的悬架装置。
按控制形式不同分为被动式悬架和主动式悬架。
目前多数汽车上都采用被动悬架，也就是说汽车姿态（状态）只能被动地取决于路面及行驶状况和汽车的弹性元件，导向机构以及减振器这些机械零件。
1.3悬架的分类汽车的悬架从大的方面来看，可以分为两类：非独立悬架系统，如图1-2所示。
图1-2 独立悬架1.3.1独立悬架独立悬架是两侧车轮分别独立地与车架（或车身）弹性地连接，当一侧车轮受冲击，其运动不直接影响到另一侧车轮，独立悬架所采用的车桥是断开式的。
这样使得发动机可放低安装，有利于降低汽车重心，并使结构紧凑。
独立悬架允许前轮有大的跳动空间，有利于转向，便于选择软的弹簧元件使平顺性得到改善。
同时独立悬架非簧载质量小，可提高汽车车轮的附着性。
独立悬架的类型及特点：独立悬架的车轴分成两段（如图1-3），每只车轮用螺旋弹簧独立地，地连接安装在车架(或车身)下面，当一侧车轮受冲击，其运动不直接影响到另一侧车轮，独立悬架所采用的车桥是断开式的。
图1-3独立悬架的运动现在，前悬架基本上都采用独立悬架系统，最常见的有双横滑柱臂式（又称麦弗逊式）。
（1）双横臂式（图1-4）。
图1-4 双横臂式独立前悬架工作原理：由上短下长两根横臂连接车轮与车身，通过选择比例合适的长度，可使车轮和主销的角度及轮距变化不大这种独立悬架被广泛应用在轿车前轮上。
双横臂的臂有做成A字形或V 字形，V形臂的上下2个V形摆臂以一定的距离，分别安装在车轮上，另一端安装在车架上。
优点：结构比较复杂，但经久耐用，同时减振器的负荷小，寿命长。
可以承载较大负荷，多用于轻型﹑小型货车的前桥。
缺点：因为有两个摆臂，所以占用的空间比较大。
所以，乘用车的前悬架一般不用此种结构形式。
（2）麦弗逊式（图1-5）图1-5 麦弗逊式独立前悬架工作原理：这种悬架目前在轿车中采用很多。
这种悬架将减振器作为引车轮跳动的滑柱，螺旋弹簧与其装于一体。
这种悬架将双横臂上臂去掉并以橡胶做支承，允许滑柱上端作少许角位移。
内侧空间大，有利于发动机布置，并降低车子的重心。
车轮上下运动时，主销轴线的角度会有变化，这是因为减振器端支点横摆臂摆动。
以上问题可通过调整杆系设计布置合理得到解决。
麦弗逊独立悬架的特点：优点：技术成熟，结构紧凑，响应速度快，占用空间少，便于装车及整车布局，多用于中低档乘用车的前桥。
缺点：由于结构过于简单，刚度小，稳定性较差，转弯侧倾明显，必须加装横向稳定器，加强刚度。
1.3.2非独立悬架非独立悬架如图1-6所示。
其特点是两侧车轮安装于一整体式车桥上，当一侧车轮受冲击力时会直接影响到另一侧车轮上，当车轮上下跳动时定位参数变化小。
若采用钢板弹簧作弹性元件，它可兼起导向作用，使结构大为简化，降低成本。
目前广泛应用于货车和大客车上，有些轿车后悬架也有采用的。
非独立悬架由于非簧载质量比较大，高速行驶时悬架受到冲击载荷比较大，平顺性较差。