【正文】 細(xì)化前懸架模型 創(chuàng)建設(shè)計變量 ADAMS參數(shù)化設(shè)計的過程就是使用設(shè)計變量的過程，用設(shè)計變量的值來代替設(shè)計參數(shù)的值。將設(shè)計點參數(shù)化的方法是在點編輯器中將設(shè)計點的坐標(biāo)用包含設(shè)計變量的表達(dá)式來表達(dá)。 同樣，將上橫臂的圓柱體長度設(shè)置為變量“DV_4“，將下橫臂的長度設(shè)置為“DV_7將拉臂的圓柱體長度設(shè)置為：SQRT((.)**2+(.)**2+(.)**2)。 創(chuàng)建修改參數(shù)對話窗 同模型對象一樣ADAMS中大部分的窗口 、菜單或?qū)υ捒虻冉缑娑即鎯υ谀Ｐ偷臄?shù)據(jù)文件庫的子系統(tǒng)中。 修改主銷參數(shù)對話窗 修改上橫臂參數(shù)對話窗 修改下橫臂參數(shù)對話窗 修改菜單欄 在“menu1 help”. 輸入圖中命令后就可以打開它們對應(yīng)的對話窗，以修改懸架的幾何參數(shù)。目標(biāo)函數(shù)的定義方法與其他測量函數(shù)的定義方法一樣，目標(biāo)函數(shù)通過以下表達(dá)式來定義：ABS(.) 系統(tǒng)生成目標(biāo)函數(shù)“object_fun”的曲線窗口，點擊仿真按鈕，可以看到目標(biāo)函數(shù)的值始終為正數(shù)。 優(yōu)化設(shè)計變量對話窗 察看優(yōu)化結(jié)果 優(yōu)化完成后系統(tǒng)彈出顯示優(yōu)化結(jié)果的信息窗口。 目標(biāo)函數(shù)的優(yōu)化結(jié)果 。 。 。在后處理模塊中將目標(biāo)函數(shù)進(jìn)一步優(yōu)化得到使車輪接地點的側(cè)向滑移量最小的一組數(shù)據(jù)。致 謝經(jīng)過近半年的學(xué)習(xí)和設(shè)計，我的畢業(yè)設(shè)計接近尾聲，其中的辛苦和付出很多，中間碰到過許多難題，但是有老師、同學(xué)、朋友在身邊的鼓勵和幫助，使我滿懷感激與動力，真難以想象沒有你們的支持怎樣完成，在此感謝你們的幫助。第三我要感謝一起學(xué)習(xí)的同學(xué)們，大家在一起做畢業(yè)設(shè)計的時候，遇到問題一起討論，人多力量大，問題就會迎刃而解。是一次能力的培養(yǎng)，知識的擴(kuò)展，思維的開拓。并且采用前輪定位儀，進(jìn)行了實驗驗證。 然后從輪胎模型入手分析前輪定位參數(shù)同輪胎磨損的關(guān)系。關(guān)鍵詞：汽車；獨立懸架；輪胎磨損；定位參數(shù) 懸架系統(tǒng)原理 懸架系統(tǒng)雖不是汽車運行不可或缺的部件，但有了它人們可以獲得更佳的駕駛感受。去掉汽車上的懸架就像是你做一次冷水潛泳通過海灣一樣，你可以平安的渡過整個秋天，但會疼痛會持續(xù)幾周之久。如果你沒感到隨時都有被掀翻之勢，那么你或許會樂在其中吧！這就是你會在沒有懸架的汽車上將會體驗到的。鋼板彈簧在車架之下；在兩半軸中間裝有差速器，允許兩側(cè)的輪子以不同的角速度旋轉(zhuǎn)。 雖然可以借助于彈簧來衰減猛烈的震動，但仍然存在較強(qiáng)的震動。 一種由固定軸式懸架變形系統(tǒng)叫做TIB懸架系統(tǒng)（或叫半固定軸式）。想它的名字一樣，它是由兩個獨立存在的“橋”分別連接兩側(cè)的車輪。除了軸，車輪，輪胎，今天的懸架系統(tǒng)使用的兩個重要部件是彈簧和減震器，以增強(qiáng)車輛的安全和舒適性。 彈簧可以減緩和儲存來自路面的振動，沖擊等能量。 彈簧壓縮或伸展量的大小是由“彈簧剛度”決定的。對于螺旋彈簧而言，包括有效圈數(shù)，彈簧中徑，彈簧鋼絲直徑。畢竟它可以衰減由于路面產(chǎn)生的能量。車身的“翻滾”大都發(fā)生在懸架之上。減震器在懸架系統(tǒng)中扮演著衰減振動最后防線的角色，而這本是彈簧的職責(zé)。減振器工作中有兩個行程――壓縮和伸張。彈簧的慣性將導(dǎo)致它猛烈的彈回和擴(kuò)張。 迷惑了吧? 下面是個模型（來闡釋這個概念）。（就像車上的彈簧衰減路面的振動那樣），它會上上下下的持續(xù)很長時間。對于支撐桿，減振器是安裝在螺旋彈簧內(nèi)圈的。這對于保持輪胎與地面接觸是很重要的。很明顯，簧上質(zhì)量要遠(yuǎn)大于簧下質(zhì)量。橫向穩(wěn)定桿 橫向穩(wěn)定桿（也叫作防止?jié)L動桿）是用來協(xié)同減振器或支撐桿工作的以保持車輛的持續(xù)穩(wěn)定性。具有特殊意義的是：它可以防止在某一單獨的車輪上的懸架產(chǎn)生較大的傾斜。我們只是復(fù)雜的原理簡單化處理了。 它是怎么工作的呢？BOSE的系統(tǒng)是在每一個車輪上裝一個線控電磁馬達(dá)（LEM）以控制一組減振器和彈性元件的狀態(tài)。輪子的運動可以被很好的控制，因而，在輪子的任何運動狀態(tài)車體都可以保持可以接受的狀態(tài)。如果更深入的學(xué)習(xí)你會接觸到更加專業(yè)的知識，看看特殊的彈簧和懸架的安裝了解一下它們的優(yōu)，缺點。s frame, body and powertrain above the wheels. Like the Golden Gate Bridge hovering over San Francisco Bay, it separates the two and keeps them apart. To remove this suspension would be like taking a cool dive from the Golden Gate: you might survive the fall, but the impact would leave you sore for weeks. Think of a skateboard. It has direct contact with the road. You feel every brick, crack, crevice and bump. It39。s take a look at a basic principle of design: solid axle vs. independent suspension. Solid axle suspension (also known as rigid beam, or rigid axle) is the most elementary form of connecting the upper and lower halves of a vehicle. As the name implies, it utilizes a single piece of metal a mon axle for both wheels sprung beneath the car39。ll find it used primarily in the front end of light trucks. The other main design is called independent suspension. As the name suggests, independent suspension assemblies offer a separate bridge for each wheel. They deliver the best ride characteristics by far, and are found most frequently in passenger cars, minivans, and other street vehicles. This is the most popular kind of suspension system in use today. If you like the smoothness of your car39。s passenger cars use coil springs at all four corners. A lot of trucks use coil springs too, with leaf springs for heavier load capacity typically found on a truck39。s grip, which ultimately hurts traction, and therefore handling[1]. Shock Absorbers The other main part of a car39。s unsprung weight, while extension controls the heavier, sprung weight[2]. People who live and breathe shock absorbers don39。s inertia causes it to bounce and overextend itself. Then it represses, but again travels too far. The spring continues to bounce at its natural frequency until all the energy originally put into the spring is used up by friction. This effect can be quite detrimental to the stability of a vehicle[3]. Confused? OK, here39。t have a shock absorber attached to it. Perhaps you39。s about to change with the introduction of a brandnew suspension design conceived by Bose the same Bose known for its innovations in acousti。s sprung weight (half of the suspension and everything else above the suspension) [4]. The pression cycle, on the other hand, controls the motion of unsprung weight (wheels, tires, brakes, and half of the suspension). Obviously, there is a lot more weight in the upper part of the car than unsprung weight in the lower part of the car. All modern shock absorbers are velocitysensitive the faster the suspension moves, the more resistance the shock absorber provides. This enables shocks to adjust to road conditions and to control all of the unwanted motions that can occur in a moving vehicle, including bounce, sway, brake dive and acceleration squat. Antisway Bars Antisway bars (also known as antiroll bars) are used along with shock absorbers or struts to give a moving automobile additional stability. An antisway bar is a metal rod that spans the entire axle and effectively joins each side of the suspension together. When the suspension at one wheel moves up and down, the antisway bar transfers movement to the other wheel. This creates a more level ride and reduces vehicle sway[5]. In particular, it bats the roll of a car on its suspension as it corners. For this reason, almost all cars today are fitted with antisway bars as standard equipment, although if they39。t these days? you can use it as an example[2]. Hold up a pressed Slinky in the air with your hand. Now hold just one end and let the other drop. The Slinky will absorb the potential energy caused by gravity (just like how a car39。 they prefer dampers. The unwashed masses that39。s the spring39。s wheel goes over a bump and gets pushed upward, the spring absorbs that additional load, keeps the road shock from reaching the chassis, and makes sure the tire maintains contact with the pavement[3]. ng presses or extends is determined by its spring rate. Spring rate is measured in pounds per inch of deflection。s suspension systems utilize two other ponents that are critical to safe and fortable drivi