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黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 致 謝 在本文即將完成之際，首先感謝我的指導(dǎo)老師王永梅老師，從選題到設(shè)計(jì)的展開(kāi)到設(shè)計(jì)的完成，一直得到王老師的支持和鼓勵(lì)，她淵博的學(xué)識(shí)、嚴(yán)謹(jǐn)?shù)闹螌W(xué)態(tài)度都給我留下了深刻的印象。通過(guò)這次的設(shè)計(jì)，我更深刻地了解了機(jī)械設(shè)計(jì)、機(jī)械制造的各方面知識(shí)，對(duì)汽車(chē)設(shè)計(jì)有了全新且比較全面的深刻認(rèn)識(shí)，達(dá)到了前所未有的高度，并鍛煉了獨(dú)立思考解決問(wèn)題的能力。再次向王老師表示衷心的感謝！ 感謝幫助我的所有老師和同學(xué)，他們?cè)谠O(shè)計(jì)過(guò)程中給我提出了寶貴建議和CAD的指導(dǎo)。感謝宿舍的朋友一直以來(lái)對(duì)我的關(guān)心和支持。感謝汽車(chē)工程系所有老師和同學(xué)的幫助和勉勵(lì)。同窗之誼，終生難忘！ 感謝我的家人多年來(lái)對(duì)我無(wú)微不至的關(guān)懷、始終如一的支持，感謝他們對(duì)我的鼓勵(lì)和生活上的諸多照顧，感謝他們督促我接受良好的教育。 最后，向參加設(shè)計(jì)審閱、答辯的專(zhuān)家和老師表示感謝。 8 附 錄A 外文文獻(xiàn) The structural characteristics of non-independent suspension on both sides of the wheel is an integral frame connected by the wheels together with the adoption of flexible suspension bridge hanging in the frame or body of the following. Non-independent suspension has a simple structure, low cost, high strength, easy maintenance, driving changes in the small front wheel alignment advantages, but because of its comfort and handling stability are poor, largely in the modern car is no longer in use more used in trucks and large passenger on. Independent suspension on each side of the wheel is individually through the elastic suspension is hanging in the frame or body below. The advantages are: light weight, reduced body shocks, and improve adhesion of the wheels on the ground; available small soft spring stiffness, improve vehicle comfort; can reduce engine position, car center of gravity is reduced, thereby improve the car's driving stability; about beating the wheel alone, independent of each other, can reduce the body's tilt and vibration. However, there are complex independent suspension, high cost and maintenance problem of inaccessibility. Modern cars are mostly used independent suspension, according to the different structure, independent wishbone suspension can be divided into longitudinal arm, multi-link, candle and McPherson suspension and so on. Arm Suspension means the horizontal plane in the car wheel independent suspension swing, according to the number of how many arm is divided into wishbone and single-arm suspension. Single-Arm has a simple structure, roll center height, with a strong anti-roll capability advantages. But with the increased speed of modern vehicles, roll center is too high will cause the wheel tread beats changes, tire wear increased, and in a sharp turn around the wheel vertical force when the transfer is too large, resulting in increased rear extraversion. Reduce rear-wheel cornering stiffness, resulting in a serious condition high-speed drift. Single-wishbone independent suspension in the rear suspension on a multi-application, but can not meet the requirements of high speed, the current limited application. Multi-link suspension are combined by the root pole position change control of the wheel suspension. Multi-link can wheel around the axis line with the vehicle at an angle within the swing axis is horizontal arm and vertical arm of the compromise, choose the right arm with the motor axis into a vertical line of the angle, can be varying degrees of access to wishbone suspension with the advantages of vertical arm, which can meet different performance requirements. Multi-link suspension of the main advantages are: the wheel tread and beating little change before the beam, both cars are in driving, braking status can be carried out by the driver of the Yi Tu smooth transition to its shortcomings in the automotive when the phenomenon of high-speed shaft swing. Mainly in the FR-link drive mode, and around the back axle of the integration (and the middle of the differential rigid connection) for use where, in the past to use more leaf spring support body, and now from the increased driving comfort considerations, multi-use Link back to say that the swing arm type and style, and use a good coil spring ride. Link in the left side of a pair, divided into upper and lower tie rod, as the lateral force transmission (car drivers) body, usually with a horizontal thrust bar again with the composition of the five-link form. Connect one end of the body lateral thrust rod, one end of the connecting axle, its purpose is to prevent the axle (or body) horizontal traverse. When the axle moves up and down because of the rough, the lateral thrust rod will be connected to contacts with the body axis, an art movement arc, through the General Assembly if the swing angle made between the axles and the body produces significant lateral relative motion, and the lower arm principle similar to the horizontal thrust rod longer than should be designed to reduce the swing angle. Link suspension and axle forming an integrated whole, the mass of the spring below, and not the independence movement around the wheel, so to face bumpy road vehicle impact energy generated by relatively large, poor ride comfort. So there arm methods, this approach is the only fixed-axle differential among left and right half shaft in the differential and universal joints located between the wheel and the center of its swing, used between the wheel and the frame Y-connection under the arm. "Y" at one end and a separate rigid wheel, the other two endpoints and the frame to connect and form a rotation axis. According to the rotation axis is parallel with the axle, swing arm type suspension is divided into full drag-type arm and half drag-style swing arm, parallel to the whole drag-style, non-parallel type is called semi-drag. Because comfort is the car one of the most important performance, and comfort with the body's natural vibration characteristics, whereas the body's natural vibration characteristics of a feature associated with the suspension. Therefore, the vehicle suspension is to ensure the comfort of the important parts. Meanwhile, the vehicle suspension as a frame (or body) and the axle (or wheel) to make the connection between the mechanical power transmission, it is important to ensure the safety of motor cars and parts. Therefore, the vehicle suspension components are often incorporated into the car as an important technical specifications of the table, as one of the indicators to measure the quality of cars. Active suspension is developed in the last ten years, a new type of computer-controlled suspension. It brings together mechanics and electronics, technical knowledge, is a more complex high-tech devices. For example, the installation of the French Citroen Sang Diya active suspension, the center of the car suspension system is a microcomputer, the suspension on five kinds of sensors were transmitted to the micro-computer speed, front wheel brake pressure, ride a fixed throttle pedal speed, body vertical amplitude and frequency, steering wheel angle and steering velocity data. Computer continuously receives the data and with pre-set threshold to compare, select the appropriate suspension state. Meanwhile, the microcomputer independent control of each wheel on the implementation of the components only by controlling the hydraulic shock absorber of changes within the tic, which can at any time, any wheels that meet the requirements of the suspension movement. Therefore, Sang Diya car a wide range of driving mode selection, drivers need only flip a deputy on the dashboard in the "normal" or "sport" button will automatically set the car's suspension in top condition, in order to The best comfort. Active suspension control of body movement with the function. When the car when braking or turning the inertia caused by the spring deformation, the active suspension forces will have to confront a force used to reduce the body position changes. 2000 Mercedes-Benz CL models such as Germany-based sports car, when the suspension when the vehicle turning sensor will immediately detect the body's tilt and lateral acceleration. Computer based on the sensor information, and pre-set threshold value of calculations to determine what position once the load will be added to the suspension on how to minimize body tilt. Wishbone independent suspension by upper and lower arm is so long, is divided into equal length wishbone and unequal length wishbone suspension of two. And other long-wishbone suspension in the wheel up and down beats, kingpin inclination to maintain the same, but the wheelbase change greatly (and similar single-Arm), resulting in severe tire wear, is now rarely used. The unequal length wishbone suspension, when properly selected to optimize the length of the upper and lower arm, and through a reasonable layout, you can make changes in tread and the front wheel alignment parameters were within acceptable limits to ensure the car good driving stability. Present unequal length wishbone suspension has been widely used in cars, front and rear suspension, the part of the sports car and the car's rear wheel has adopted this - suspension structure. Suspension role Suspension is an important vehicle in the assembly, it is to frame the flexibility to link with the wheel bearing on a variety of performance cars. In appearance, a car suspension only by a number of rods, cylinders and springs form, but do not think it is very simple, opposite a car suspension is more difficult to achieve the perfect vehicle assembly requirements, this is because both suspension to meet the car's comfort requirements, but also to meet the requirements of its handling and stability, while these two aspects are mutually antagonistic. For example, in order to achieve good comfort, requires much buffer vehicle vibration, the spring must be designed so soft, but, it is easy for the spring soft place car brake "nod", the "rise" and roll about serious adverse tendency is not conducive to the car turn easily lead to vehicle handling and instability. Therefore, if the suspension is poorly designed, will significantly affect the performance of automotive products (such as turning a heavy, swing, tire eccentric wear and affect tire life, etc.). ???? 附 錄B 中文翻譯 非獨(dú)立懸架的結(jié)構(gòu)特點(diǎn)是兩側(cè)車(chē)輪由一根整體式車(chē)架相連，車(chē)輪連同車(chē)橋一起通過(guò)彈性懸架懸掛在車(chē)架或車(chē)身的下面。非獨(dú)立懸架具有結(jié)構(gòu)簡(jiǎn)單、成本低、強(qiáng)度高、保養(yǎng)容易、行車(chē)中前輪定位變化小的優(yōu)點(diǎn)，但由于其舒適性及操縱穩(wěn)定性都較差，在現(xiàn)代轎車(chē)中基本上已不再使用，多用在貨車(chē)和大客上。獨(dú)立懸架是每一側(cè)的車(chē)輪都是單獨(dú)地通過(guò)彈性懸架懸掛在車(chē)架或車(chē)身下面的。其優(yōu)點(diǎn)是：質(zhì)量輕，減少了車(chē)身受到的沖擊，并提高了車(chē)輪的地面附著力；可用剛度小的較軟彈簧，改善汽車(chē)的舒適性；可以使發(fā)動(dòng)機(jī)位置降低，汽車(chē)重心也得到降低，從而提高汽車(chē)的行駛穩(wěn)定性；左右車(chē)輪單獨(dú)跳動(dòng)，互不相干，能減小車(chē)身的傾斜和震動(dòng)。不過(guò)，獨(dú)立懸架存在著結(jié)構(gòu)復(fù)雜、成本高、維修不便的缺點(diǎn)。現(xiàn)代轎車(chē)大都是采用獨(dú)立式懸架，按其結(jié)構(gòu)形式的不同，獨(dú)立懸架又可分為橫臂式、縱臂式、多連桿式、燭式以及麥弗遜式懸架等。橫臂式懸架是指車(chē)輪在汽車(chē)橫向平面內(nèi)擺動(dòng)的獨(dú)立懸架，按橫臂數(shù)量的多少又分為雙橫臂式和單橫臂式懸架。單橫臂式具有結(jié)構(gòu)簡(jiǎn)單，側(cè)傾中心高，有較強(qiáng)的抗側(cè)傾能力的優(yōu)點(diǎn)。但隨著現(xiàn)代汽車(chē)速度的提高，側(cè)傾中心過(guò)高會(huì)引起車(chē)輪跳動(dòng)時(shí)輪距變化大，輪胎磨損加劇，而且在急轉(zhuǎn)彎時(shí)左右車(chē)輪垂直力轉(zhuǎn)移過(guò)大，導(dǎo)致后輪外傾增大。減少了后輪側(cè)偏剛度，從而產(chǎn)生高速甩尾的嚴(yán)重工況。單橫臂式獨(dú)立懸架多應(yīng)用在后懸架上，但由于不能適應(yīng)高速行駛的要求，目前應(yīng)用不多。多連桿式懸架是由根桿件組合起來(lái)控制車(chē)輪的位置變化的懸架。多連桿式能使車(chē)輪繞著與汽車(chē)縱軸線成一定角度的軸線內(nèi)擺動(dòng)，是橫臂式和縱臂式的折衷方案，適當(dāng)?shù)剡x擇擺臂軸線與汽車(chē)縱軸線所成的夾角，可不同程度地獲得橫臂式與縱臂式懸架的優(yōu)點(diǎn)，能滿足不同的使用性能要求。多連桿式懸架的主要優(yōu)點(diǎn)是：車(chē)輪跳動(dòng)時(shí)輪距和前束的變化很小，不管汽車(chē)是在驅(qū)動(dòng)、制動(dòng)狀態(tài)都可以按司機(jī)的意圖進(jìn)行平穩(wěn)地轉(zhuǎn)向，其不足之處是汽車(chē)高速時(shí)有軸擺動(dòng)現(xiàn)象。連桿式主要是在FR驅(qū)動(dòng)方式，并且后車(chē)軸左右一體化(與中間的差速器剛性連接)的情況下使用的，過(guò)去多采用鋼板彈簧支撐車(chē)身，現(xiàn)在從提高行車(chē)平順性考慮，多使用連桿式和后面要說(shuō)的擺臂式，并且使用平順性好的螺旋彈簧。連桿在左右兩側(cè)各有一對(duì)，分為上拉桿和下拉桿，作為傳遞橫向力(汽車(chē)驅(qū)動(dòng)力)的機(jī)構(gòu)，通常再與一根橫向推力桿一起組成五連桿式構(gòu)成。橫向推力桿一端連接車(chē)身，一端連接車(chē)軸，其目的是為了防止車(chē)軸(或車(chē)身)橫向竄動(dòng)。當(dāng)車(chē)軸因顛簸而上下運(yùn)動(dòng)時(shí)，橫向推力桿會(huì)以與車(chē)身連接的接點(diǎn)為軸做畫(huà)圓弧的運(yùn)動(dòng)，如果擺動(dòng)角度過(guò)大會(huì)使車(chē)軸與車(chē)身之間產(chǎn)生明顯的橫向相對(duì)運(yùn)動(dòng)，與下擺臂的原理類(lèi)似，橫向推力桿也要設(shè)計(jì)得比較長(zhǎng)，以減小擺動(dòng)角。連桿式懸架與車(chē)軸形成一體，彈簧下方質(zhì)量大，且左右車(chē)輪不能獨(dú)立運(yùn)動(dòng)，所以顛簸路面對(duì)車(chē)身產(chǎn)生的沖擊能量比較大，平順性差。因此出現(xiàn)了擺臂方式，這種方式是僅車(chē)軸中間的差速器固定，左右半軸在差速器與車(chē)輪之間設(shè)萬(wàn)向節(jié)，并以其為中心擺動(dòng)，車(chē)輪與車(chē)架之間用Y型下擺臂連接?！癥”的單獨(dú)一端與車(chē)輪剛性連接，另外兩個(gè)端點(diǎn)與車(chē)架連接并形成轉(zhuǎn)動(dòng)軸。根據(jù)這個(gè)轉(zhuǎn)動(dòng)軸是否與車(chē)軸平行，擺臂式懸架又分為全拖動(dòng)式擺臂和半拖動(dòng)式擺臂，平行的是全拖動(dòng)式，不平行的叫半拖動(dòng)式。 由于舒適性是轎車(chē)最重要的使用性能之一，而舒適性與車(chē)身的固有振動(dòng)特性有關(guān)，而車(chē)身的固有振動(dòng)特性又與懸架的特性相關(guān)。所以，汽車(chē)懸架是保證乘坐舒適性的重要部件。同時(shí)，汽車(chē)懸架做為車(chē)架(或車(chē)身)與車(chē)軸(或車(chē)輪)之間作連接的傳力機(jī)件，又是保證汽車(chē)行駛安全的重要部件。因此，汽車(chē)懸架往往列為重要部件編入轎車(chē)的技術(shù)規(guī)格表，作為衡量轎車(chē)質(zhì)量的指標(biāo)之一。 　　主動(dòng)懸架是近十幾年發(fā)展起來(lái)的、由電腦控制的一種新型懸架。它匯集了力學(xué)和電子學(xué)的技術(shù)知識(shí)，是一種比較復(fù)雜的高技術(shù)裝置。例如裝置了主動(dòng)懸架的法國(guó)雪鐵龍桑蒂雅，該車(chē)懸架系統(tǒng)的中樞是一個(gè)微電腦，懸架上的5種傳感器分別向微電腦傳送車(chē)速、前輪制動(dòng)壓力、踏動(dòng)油門(mén)踏板的速度、車(chē)身垂直方向的振幅及頻率、轉(zhuǎn)向盤(pán)角度及轉(zhuǎn)向速度等數(shù)據(jù)。電腦不斷接收這些數(shù)據(jù)并與預(yù)先設(shè)定的臨界值進(jìn)行比較，選擇相應(yīng)的懸架狀態(tài)。同時(shí)，微電腦獨(dú)立控制每一只車(chē)輪上的執(zhí)行元件，通過(guò)控制減振器內(nèi)油壓的變化產(chǎn)生抽動(dòng)，從而能在任何時(shí)候、任何車(chē)輪上產(chǎn)生符合要求的懸架運(yùn)動(dòng)。因此，桑蒂雅轎車(chē)備有多種駕駛模式選擇，駕車(chē)者只要扳動(dòng)位于副儀表板上的“正常”或“運(yùn)動(dòng)”按鈕，轎車(chē)就會(huì)自動(dòng)設(shè)置在最佳的懸架狀態(tài)，以求最好的舒適性能。 主動(dòng)懸架具有控制車(chē)身運(yùn)動(dòng)的功能。當(dāng)汽車(chē)制動(dòng)或拐彎時(shí)的慣性引起彈簧變形時(shí)，主動(dòng)懸架會(huì)產(chǎn)生一個(gè)與慣力相對(duì)抗的力，減少車(chē)身位置的變化。例如德國(guó)奔馳2000款CL型跑車(chē)，當(dāng)車(chē)輛拐彎時(shí)懸架傳感器會(huì)立即檢測(cè)出車(chē)身的傾斜和橫向加速度。電腦根據(jù)傳感器的信息，與預(yù)先設(shè)定的臨界值進(jìn)行比較計(jì)算，立即確定在什么位置上將多大的負(fù)載加到懸架上，使車(chē)身的傾斜減到最小。 雙橫臂式獨(dú)立懸架按上下橫臂是否等長(zhǎng)，又分為等長(zhǎng)雙橫臂式和不等長(zhǎng)雙橫臂式兩種懸架。等長(zhǎng)雙橫臂式懸架在車(chē)輪上下跳動(dòng)時(shí)，能保持主銷(xiāo)傾角不變，但輪距變化大(與單橫臂式相類(lèi)似)，造成輪胎磨損嚴(yán)重，現(xiàn)已很少用。對(duì)于不等長(zhǎng)雙橫臂式懸架，只要適當(dāng)選擇、優(yōu)化上下橫臂的長(zhǎng)度，并通過(guò)合理的布置，就可以使輪距及前輪定位參數(shù)變化均在可接受的限定范圍內(nèi)，保證汽車(chē)具有良好的行駛穩(wěn)定性。目前不等長(zhǎng)雙橫臂式懸架已廣泛應(yīng)用在轎車(chē)的前后懸架上，部分運(yùn)動(dòng)型轎車(chē)及賽車(chē)的后輪也采用這—懸架結(jié)構(gòu)。 懸架作用 　　懸架是汽車(chē)中的一個(gè)重要總成，它把車(chē)架與車(chē)輪彈性地聯(lián)系起來(lái)，關(guān)系到汽車(chē)的多種使用性能。從外表上看，轎車(chē)懸架僅是由一些桿、筒以及彈簧組成，但千萬(wàn)不要以為它很簡(jiǎn)單，相反轎車(chē)懸架是一個(gè)較難達(dá)到完美要求的汽車(chē)總成，這是因?yàn)閼壹芗纫獫M足汽車(chē)的舒適性要求，又要滿足其操縱穩(wěn)定性的要求，而這兩方面又是互相對(duì)立的。比如，為了取得良好的舒適性，需要大大緩沖汽車(chē)的震動(dòng)，這樣彈簧就要設(shè)計(jì)得軟些，但彈簧軟了卻容易使汽車(chē)發(fā)生剎車(chē)“點(diǎn)頭”、加速“抬頭”以及左右側(cè)傾嚴(yán)重的不良傾向，不利于汽車(chē)的轉(zhuǎn)向，容易導(dǎo)致汽車(chē)操縱不穩(wěn)定等。因此，如果懸架結(jié)構(gòu)設(shè)計(jì)不當(dāng)，就會(huì)大大影響汽車(chē)產(chǎn)品的使用性能(如轉(zhuǎn)向沉重、擺振、輪胎偏磨、影響輪胎使用壽命等)。 SY-025-BY-2 畢業(yè)設(shè)計(jì)（論文）任務(wù)書(shū) 學(xué)生姓名 王萌 院系 汽車(chē)與交通工程學(xué)院 專(zhuān)業(yè)、班級(jí) 車(chē)輛工程B07-2 指導(dǎo)教師姓名 王永梅 職稱 講師 從事 專(zhuān)業(yè) 車(chē)輛工程 是否外聘 □是■否 題目名稱 礦用越野車(chē)懸架系統(tǒng)的設(shè)計(jì) 一、設(shè)計(jì)（論文）目的、意義 　 礦用越野車(chē)在我國(guó)應(yīng)用較廣，其中懸架是礦用越野車(chē)的的主要部件，其設(shè)計(jì)的成功與否決定著車(chē)輛的行駛平順性和操縱穩(wěn)定性、舒適性等多方面的設(shè)計(jì)要求。設(shè)計(jì)出結(jié)構(gòu)簡(jiǎn)單、工作可靠、造價(jià)低廉的懸架系統(tǒng)，能大大降低整車(chē)生產(chǎn)的總成本，推動(dòng)汽車(chē)經(jīng)濟(jì)的發(fā)展。所以本題設(shè)計(jì)一款結(jié)構(gòu)優(yōu)良的礦用越野車(chē)懸架系統(tǒng)具有一定的實(shí)際意義。 二、設(shè)計(jì)（論文）內(nèi)容、技術(shù)要求（研究方法） （一）設(shè)計(jì)內(nèi)容 本設(shè)計(jì)參考車(chē)型為SMV礦用越野車(chē)的技術(shù)參數(shù)，參數(shù)如下 總長(zhǎng)x總寬x總高(mm) 5500x1800x2100 軸距(mm) 3300 整車(chē)整備質(zhì)量(kg) 4700 滿載質(zhì)量(kg) 7800 空載前橋軸荷(kg) 2320 滿載前橋軸荷(kg) 2380 空載后橋軸荷(kg) 2380 滿載后拼軸荷(kg) 5420 前簧中心距(mm) 770 前輪距(mm) 1575 后簧中心距(mm) 1000 后輪距(mm) 1575 最高車(chē)速(km／h) ≤50 滿載質(zhì)心高(mm) 1000 確定懸架總體結(jié)構(gòu)，彈性元件設(shè)計(jì)，導(dǎo)向機(jī)構(gòu)設(shè)計(jì)，減振器結(jié)構(gòu)設(shè)計(jì)，主要參數(shù)的確定,對(duì)主要參數(shù)進(jìn)行強(qiáng)度校核，驗(yàn)證設(shè)計(jì)的合理性。 （二）研究方法 1、 參考相關(guān)資料，對(duì)比各種懸架優(yōu)缺點(diǎn)，初步確定設(shè)計(jì)方案。 2、 實(shí)地考察相關(guān)類(lèi)型的車(chē)，為最終設(shè)計(jì)方案提供依據(jù)。 3、利用Autocad軟件建立礦用越野車(chē)懸架二維圖紙。 三、設(shè)計(jì)（論文）完成后應(yīng)提交的成果 （一）計(jì)算說(shuō)明部分 完成設(shè)計(jì)說(shuō)明書(shū)1.5萬(wàn)字。其中包括懸架總體結(jié)構(gòu)設(shè)計(jì)，尺寸設(shè)計(jì)，強(qiáng)度校和部分。 （二）圖紙部分 前后懸架總裝配圖及零件圖一套。 四、設(shè)計(jì)（論文）進(jìn)度安排 （1）調(diào)研、查閱相關(guān)資料、完成開(kāi)題報(bào)告 第1～2周（2月28日～3月13日） （2）確定總體方案 第3～4周（3月14日～3月27日） （3）前懸架設(shè)計(jì) 第5周 （3月28日～3月3日） （4）后懸架設(shè)計(jì) 第6周（3月4日～4月10日） （5）零件參數(shù)設(shè)計(jì) 第7～8周（4月11日～4月24日） （6）懸架主要零件強(qiáng)度校核 第9～10周（4月25日～ 5月15日） （7）書(shū)寫(xiě)設(shè)計(jì)說(shuō)明書(shū)第11～13周（5月16日～5月29日） （8）設(shè)計(jì)審核、修改設(shè)計(jì)說(shuō)明書(shū)第14～16周（5月31日～6月19日） （9）畢業(yè)設(shè)計(jì)答辯準(zhǔn)備及答辯 第17周（6月20日～6月26日） 五、主要參考資料 [1]龔曙光.ANSYS在應(yīng)力分析設(shè)計(jì)中的應(yīng)用.CAD/CAM計(jì)算機(jī)輔助設(shè)計(jì)與制造.2001,(7):70-80 [2]工程中的有限元方法(第3版)．機(jī)械工業(yè)出版社，2004 [3]黃天澤，黃金陵．汽車(chē)車(chē)身結(jié)構(gòu)與設(shè)計(jì)．機(jī)械工業(yè)出版社，2000 [4]孫桓主編.機(jī)械設(shè)計(jì).機(jī)械工業(yè)出版社出版 [5]余志生． 汽車(chē)?yán)碚揫M]，機(jī)械工業(yè)出版社，1987 [6]陳家瑞主編.汽車(chē)構(gòu)造.人民交通出版社出版 [7]吳鎮(zhèn)著.理論力學(xué).上海:上海交通大學(xué)出版社,1997 [8]呂慧瑛.機(jī)械設(shè)計(jì)基礎(chǔ).北京:清華大學(xué)出版社,2002 六、備注 指導(dǎo)教師簽字： 年 月 日 教研室主任簽字： 年 月 日 本科學(xué)生畢業(yè)設(shè)計(jì) 礦用越野車(chē)懸架系統(tǒng)的設(shè)計(jì) 系部名稱： 汽車(chē)與交通工程學(xué)院 專(zhuān)業(yè)班級(jí)： 車(chē)輛工程B07-2班 學(xué)生姓名： 王萌 指導(dǎo)教師： 王永梅 職 稱： 講 師 黑 龍 江 工 程 學(xué) 院 二○一一年六月 The Graduation Design for Bachelor's Degree Mine off-road Vehicle Suspension System Design Candidate：WangMeng Specialty：Vehicle Engineering Class： B07-2 Supervisor：Lecturer. Wang Yongmei Heilongjiang Institute of Technology 2011-06·Harbin