兼容殘疾輪椅的中型客車(chē)造型設(shè)計(jì)【含CAD圖紙+PDF圖】

喜歡這套資料就充值下載吧。資源目錄里展示的都可在線預(yù)覽哦。下載后都有，請(qǐng)放心下載，文件全都包含在內(nèi)，【有疑問(wèn)咨詢(xún)QQ:414951605 或 1304139763】=喜歡這套資料就充值下載吧。資源目錄里展示的都可在線預(yù)覽哦。下載后都有，請(qǐng)放心下載，文件全都包含在內(nèi)，【有疑問(wèn)咨詢(xún)QQ:414951605 或 1304139763】= 機(jī)動(dòng)車(chē)輪椅固定及其使用者的約束系統(tǒng)前言為了那些使用機(jī)動(dòng)車(chē)旅行卻沒(méi)有能力從輪椅中移動(dòng)出來(lái)的人，輪椅必須像汽車(chē)座椅一樣來(lái)使用。這就通常意味著由車(chē)輛制造商提供的成員約束系統(tǒng)在某些緊急狀況下不能夠提供足夠的保護(hù)。另外，輪椅必須被固定在車(chē)上以便不會(huì)強(qiáng)加載荷給它的使用者，并且在碰撞或突然的車(chē)輛回旋情況下不會(huì)對(duì)其他車(chē)上人員造成傷害。因此，要為輪椅及其使用者提供約束性的保護(hù)，使用一些零部件以及相關(guān)的設(shè)備來(lái)固定輪椅并對(duì)其使用者進(jìn)行約束。這篇設(shè)計(jì)和機(jī)動(dòng)車(chē)性能表現(xiàn)方面的文章論述的就是輪椅的固定及其使用者的約束系統(tǒng)，簡(jiǎn)稱(chēng)為WTODS。它的目的就是為了鼓勵(lì)設(shè)計(jì)，測(cè)試和實(shí)施。使用WTODS系統(tǒng)在正面碰撞時(shí)可以有效的保證輪椅的安全和約束使用者，并且在某些特定情況下的表現(xiàn)是可以與制造商提供的乘坐安全性和輪椅使用者的約束相比較的。我們關(guān)心的主要是機(jī)動(dòng)車(chē)在發(fā)生正面碰撞的情況下輪椅使用者所能受到的潛在傷害，也希望在成功保護(hù)輪椅使用者的同時(shí)，在正常的旅行期間可以增加駕駛員及其他成員的安全性和舒適性。這篇文章不應(yīng)該被用來(lái)鼓勵(lì)那些沒(méi)有能力駕駛或者限制對(duì)輪椅進(jìn)行運(yùn)輸?shù)那闆r。因?yàn)閃TODS的制造商們不能控制和指定他們產(chǎn)品的最終用途，所以48KM/H，20G的沖擊測(cè)試被指定在附錄A中，用來(lái)限制WTODS系統(tǒng)在總重量小于7000KG的整車(chē)上的使用。在更大的車(chē)輛中，也可以使用WTODS系統(tǒng)來(lái)保證運(yùn)輸?shù)陌踩裕遣粫?huì)依照這篇文章所提到的使用標(biāo)準(zhǔn)。和任何一個(gè)座椅相比，輪椅是成員安全系統(tǒng)的一個(gè)重要組成部分，并會(huì)在正常旅行期間為使用者提供穩(wěn)定性和舒適性。輪椅的設(shè)計(jì)和表現(xiàn)在機(jī)動(dòng)車(chē)的乘坐中是被單獨(dú)談?wù)摰模鄳?yīng)的ANSI/RESNA標(biāo)準(zhǔn)正在發(fā)展中。設(shè)計(jì)要求：1完成WTORS-WTORS應(yīng):a. 以一個(gè)輪椅和一個(gè)乘員為使用對(duì)象；b. 不要求用來(lái)固定輪椅和實(shí)施成員約束的零件穿過(guò)輪椅的輪子；c. 在不使用工具的情況在在60秒內(nèi)可以對(duì)輪椅及其使用者進(jìn)行脫離；d. 不需要拆除輪椅的材料，鉆探輪椅架，變形輪椅，焊接，或者使用粘合劑，安裝期間，除非是為WTORS系統(tǒng)使用的特殊輪椅或輪椅制造商允許的造型變革；e. 一旦安裝，可不使用工具操作；f. 硬件設(shè)備，只包括永久連接的WTORS或WTORS組件；g. 設(shè)計(jì)要防止無(wú)意中將所有螺紋緊固件松動(dòng)；h. 包括一個(gè)人工代用裝置，在電源故障的情況下解除固定和約束；i. 包括錨地緊固件，硬件和符合規(guī)格的類(lèi)似硬件，下面是基于材料，大小和緊固件的使用量模擬試驗(yàn)附錄A；2輪椅的固定及固定的組件應(yīng)：a. 不需要依靠輪椅進(jìn)行制動(dòng)；b. 輪椅的安全性能實(shí)現(xiàn)是依靠固定件的設(shè)計(jì)，而不是依靠成員約束來(lái)實(shí)現(xiàn)；c. 提供一個(gè)不使用工具來(lái)消除輪椅自由移動(dòng)的方法；d. 如果WTORS系統(tǒng)采用了四點(diǎn)皮帶固定方式，那么每條皮帶都可以不使用工具來(lái)進(jìn)行長(zhǎng)度調(diào)節(jié)，這類(lèi)的調(diào)整幅度，前帶后帶所能達(dá)到的最高值和最低值包含在表格1中，包括一個(gè)至少有25MM的皮帶延長(zhǎng)調(diào)整機(jī)構(gòu)；表格1-四點(diǎn)皮帶固定方式的擴(kuò)展調(diào)整幅度：皮帶交匯點(diǎn) 最小長(zhǎng)度（MM） 最大長(zhǎng)度（MM）后排 485（19） 740（29） 前排 410（16） 710（28）長(zhǎng)度定義為從輪椅安全點(diǎn)相對(duì)應(yīng)的固定交點(diǎn)到沿著皮帶的長(zhǎng)度方向與輪椅接地平面線的交點(diǎn)的直線距離e. 計(jì)算說(shuō)明安全點(diǎn)與其他四個(gè)固定點(diǎn)在幾何學(xué)上的關(guān)系，在附錄E4中說(shuō)明了在結(jié)構(gòu)上安全點(diǎn)與其他組成部分的關(guān)系；f. 包含一個(gè)通過(guò)視覺(jué)或聽(tīng)覺(jué)來(lái)引起注意的設(shè)備，在相接處準(zhǔn)確銜接后會(huì)予以顯示；3成員約束-WTORS也可以被設(shè)計(jì)成通過(guò)乘客或駕駛員進(jìn)行約束，包含的成員約束應(yīng)滿(mǎn)足以下要求：31 WTORS的成員約束應(yīng)包含兩個(gè)部分-骨盆和軀干的約束；32 成員約束可以被設(shè)計(jì)成直接與車(chē)輛相固定，和輪椅的組成部件相固定，或者直接通過(guò)部件來(lái)和輪椅相連接。成員約束系統(tǒng)不能被設(shè)計(jì)成依靠輪椅傳播載荷的約束結(jié)構(gòu)，除非是專(zhuān)為WTORS設(shè)計(jì)的特定輪椅，當(dāng)和輪椅組合以后WTORS應(yīng)滿(mǎn)足6.2 的要求。通過(guò)附錄1可以看到WTORS 的測(cè)試結(jié)果；33上部軀干和骨盆的約束長(zhǎng)度可以不通過(guò)使用工具來(lái)進(jìn)行調(diào)節(jié)；34 當(dāng)WTORS以附錄B的標(biāo)準(zhǔn)在建立過(guò)程中，如果適合的話，骨盆的約束，其固定點(diǎn)和過(guò)渡點(diǎn)的設(shè)計(jì)應(yīng)：a. 實(shí)現(xiàn)如圖4b所要求的側(cè)面觀察視野范圍；b 實(shí)現(xiàn)如圖4a所要求的后面視野范圍及區(qū)域內(nèi)的固定；c 提供足夠的皮帶長(zhǎng)度來(lái)對(duì)骨盆進(jìn)行調(diào)節(jié)，測(cè)量固定點(diǎn)到固定點(diǎn)的距離，通過(guò)可以增加或減少的200MM長(zhǎng)度及至少25MM的自由長(zhǎng)度調(diào)節(jié)來(lái)實(shí)現(xiàn)全時(shí)的約束；35當(dāng)WTORS以附錄B的標(biāo)準(zhǔn)在建立過(guò)程中，對(duì)軀干應(yīng)提供足夠的約束長(zhǎng)度，較長(zhǎng)的調(diào)整增量為200毫米，并且可以縮短到300毫米，有至少25毫米的自由延伸長(zhǎng)度可以全時(shí)對(duì)成員進(jìn)行約束； 4（a） 4(b)附錄四注意注意骨盆約束的突出角和輪椅參考側(cè)平面之間的角度，以及成員背部與輪椅參考背平面之間的角度；36 對(duì)于WTORS系統(tǒng)，應(yīng)該通過(guò)軀干固定點(diǎn)和軀干過(guò)渡點(diǎn)的計(jì)算來(lái)實(shí)現(xiàn)肩部和胳膊的約束并對(duì)其進(jìn)行支持，這些位置定位點(diǎn)和支持結(jié)構(gòu)應(yīng)：a. 使用者乘坐的高度和肩部的水平線以上應(yīng)該有足夠的可調(diào)節(jié)長(zhǎng)度；b 1100毫米以上，至少應(yīng)設(shè)輪椅機(jī)，以接近地面以上的肩膀部分，來(lái)實(shí)現(xiàn)在輪椅的乘坐中肩部以上部分的約束；注意1如果上面的過(guò)渡點(diǎn)確定的話，那么固定點(diǎn)應(yīng)在下面1100MM，反之就在上面1100MM；注意 2雖然FMVSS 210 允許軀干的固定點(diǎn)應(yīng)被固定在成員肩部水平以下一個(gè)明顯的距離上，這樣的位置考慮被認(rèn)為是不合理的，不符合這篇文章，可能導(dǎo)致向下方向的載荷對(duì)脊柱造成傷害。37 從安裝時(shí)所指定的附錄B中的輔助中心線來(lái)看，與骨盆交界的肩膀三點(diǎn)約束應(yīng)不低于150MM；38 依照這篇文章的要求，在主要依靠輪椅固定和皮帶固定來(lái)實(shí)現(xiàn)約束的情況下，氣帶只產(chǎn)生輔助的約束性能；39 WTORS的實(shí)現(xiàn)不應(yīng)該依靠氣袋來(lái)遵守這篇文章；4 試驗(yàn)報(bào)告-WTORS的制造商應(yīng)具有文件和檔案資料，其中包括:41 依據(jù)4.2和4.3的設(shè)計(jì)要求和相關(guān)的報(bào)表，WTORS系統(tǒng)應(yīng)符合設(shè)計(jì)要求，包括：a. 依據(jù)表格1的要求，表明四點(diǎn)式安全皮帶的最大和最小固定長(zhǎng)度；b. 最終裝配的幾何學(xué)固定四點(diǎn)要符合附錄E4的幾何學(xué)要求；c. 骨盆約束的確定要符合附錄B；d. 建立和測(cè)量骨盆約束的長(zhǎng)度調(diào)整要符合附錄B的要求；e. 建立和測(cè)量軀干約束的長(zhǎng)度調(diào)整要符合附錄B的要求；f. 依據(jù)WTORS提供的軀干固定點(diǎn)和其他相關(guān)的點(diǎn)，長(zhǎng)度以及長(zhǎng)度的調(diào)整要符合4.3.6的要求;g. 建立和測(cè)量依據(jù)輔助中心線制定的骨盆和肩部約束距離要符合附錄B的要求；4.2 遵守國(guó)家相關(guān)規(guī)定:a. 表格2中的FMVSS 209；b. WTORS系統(tǒng)中帶狀材料的可燃性要求要滿(mǎn)足FMVSS 302；43 遵守國(guó)家相關(guān)正面碰撞試驗(yàn)附錄A，包括:a. 描述測(cè)試設(shè)備，包括使用模擬式?jīng)_擊試驗(yàn)，儀器與信號(hào)處理技術(shù)，幀速度為制作每部影片或錄像的速度，測(cè)試減速度等方法用以衡量和檢驗(yàn)輔助中心線和測(cè)試輪椅，并增加測(cè)量的精度；b. 關(guān)于減速度的跳動(dòng)計(jì)算說(shuō)明是否滿(mǎn)足A.4.3和附錄A1，這其中包括跳動(dòng)的持續(xù)時(shí)間，減速度在毫秒數(shù)量上的累積時(shí)間超出15g到20g；c. V形安全帶的測(cè)量與計(jì)算；d. WTORS系統(tǒng)的全面鑒定，錨地緊固件，試驗(yàn)輪椅，輔助中心線；e. 所有WTORS的試驗(yàn)輪椅的相關(guān)P點(diǎn)都要滿(mǎn)足文章的要求；f. 所有固定皮帶和骨盆相對(duì)應(yīng)的橫縱向約束確定以后，與之相關(guān)的側(cè)面視野，正面視野，背面視野可以酌情處理；g. 試驗(yàn)建立起來(lái)后，應(yīng)該對(duì)那些非WTORS制造商提供的零部件有一個(gè)具體的描述；f. 試驗(yàn)輪椅是否停留在試驗(yàn)平臺(tái)上；h. 如果測(cè)量的話，相比于初步測(cè)試定位，試驗(yàn)輪椅的參考測(cè)試平面將會(huì)改變；k. 任何WTORS系統(tǒng)承載部分的鑒定，如果顯示部分有撕裂，破碎，斷裂，或徹底失敗等現(xiàn)象的發(fā)生，是設(shè)計(jì)上的漏洞或者制造上的問(wèn)題；l. 在6.2.d中指明了短途旅行的水平線最高點(diǎn)，是否有任何短途旅行超過(guò)了限制會(huì)在這篇文章的表格3中表明；m. 一份說(shuō)明書(shū)，關(guān)于是否在不使用工具的情況下將成員和試驗(yàn)輪椅釋放出來(lái)；n. 一份說(shuō)明書(shū)，依據(jù)6.2.e的計(jì)算結(jié)果表明試驗(yàn)輪椅是否對(duì)其成員施加載荷；44 依據(jù)在附錄3中的部分試驗(yàn)數(shù)據(jù)，WTORS系統(tǒng)的測(cè)試和規(guī)格應(yīng)該包括：a . WTORS系統(tǒng)的全面鑒定，錨地組件的測(cè)試，安全性；b. 全面的描述，包括必要的照片，每部分的測(cè)試結(jié)果；c. 分離阻力的步驟描述；d. 每個(gè)測(cè)試的結(jié)果，換句話說(shuō)，安全組件或固定組件是否分離或仍然接合；45 依據(jù)附錄D指明的皮帶延誤調(diào)整器和任何有關(guān)的其他方面規(guī)定，包括：a. WTORS系統(tǒng)的全面鑒定，皮帶類(lèi)，每一個(gè)調(diào)整裝置的測(cè)試；b. 測(cè)試儀器和程序的描述； c. 每次調(diào)整器測(cè)試的皮帶延誤量；d. 一項(xiàng)聲明，說(shuō)明25MM的極限是否超過(guò)每次調(diào)整器測(cè)試；e. 一項(xiàng)聲明，說(shuō)明是否在WTORS系統(tǒng)中所有的輪椅固定調(diào)整器都會(huì)通過(guò)測(cè)試。5 定義與概念-為了更好的理解這篇文章，提供下面的概念說(shuō)明:51 錨硬件和裝置的組合件，用來(lái)傳遞從一直由輪椅固定到車(chē)輛或從一個(gè)約束力到輪椅固定或車(chē)座底板的力；52 錨鉸接點(diǎn)一個(gè)在車(chē)輛，輪椅或輪椅固定件或車(chē)座底板上的力，錨便鉸接于此；53 ANSI美國(guó)國(guó)家標(biāo)準(zhǔn)協(xié)會(huì)振動(dòng)等級(jí)；54 人機(jī)工程學(xué)測(cè)試設(shè)備（ATD）一個(gè)模擬的人體模型，用來(lái)模擬機(jī)動(dòng)車(chē)在碰撞環(huán)境下的情形；55 自動(dòng)鎖緊裝置一個(gè)裝置通過(guò)一套主動(dòng)自鎖機(jī)構(gòu)，當(dāng)機(jī)構(gòu)鎖緊時(shí)用之來(lái)承受約束力來(lái)實(shí)現(xiàn)調(diào)節(jié)；56 后約束一套裝置或系統(tǒng)實(shí)現(xiàn)限制車(chē)廂的后傾運(yùn)動(dòng)從而提供背后的支持力；57 皮帶一條用網(wǎng)格材料做成的吸能帶子，用來(lái)做成員的約束；58 對(duì)接式固定一套輪椅安全裝置，其設(shè)置被初始化為輪椅傾向一個(gè)恰當(dāng)?shù)奈恢茫?9 應(yīng)急鎖緊執(zhí)行器將通過(guò)調(diào)整硬件鎖定機(jī)制，激活了汽車(chē)的加速度，皮帶相對(duì)于汽車(chē)運(yùn)動(dòng)，在緊急時(shí)刻可以進(jìn)行自動(dòng)鎖緊；510 邊緣裝置錨地硬件和成員約束的直接固定部分，用來(lái)固定成員約束帶，直接連接在主錨點(diǎn)和輪椅上的安全點(diǎn)；511 緊固件器材保障，用機(jī)械設(shè)備，零部件和其他零件實(shí)現(xiàn)， （這些不包括:螺絲，螺母，螺絲釘，鉚釘，夾具等）512 前方視野輪椅坐在最前排的成員臉部與汽車(chē)之間的參考平面；513 四點(diǎn)固定輪椅固定系統(tǒng)，以四個(gè)不同的點(diǎn)系在輪椅框架上，輪椅固定在汽車(chē)上的四個(gè)獨(dú)立支柱點(diǎn)，文中所給的是典型的四點(diǎn)固定系統(tǒng)，采用四個(gè)固定皮帶，兩個(gè)屬于前輪，兩個(gè)屬于后輪； 514 底部約束一個(gè)至少由一名成員的皮帶用來(lái)提供成員的骨盆約束和兩個(gè)肩膀以及軀干部分的約束； 515 頭部約束用來(lái)限制成員頭部的移動(dòng)； 516 沖擊模擬器加速裝置，加速與減速的組合，汽車(chē)部分或模擬汽車(chē)結(jié)構(gòu)，包括測(cè)量?jī)x器的相關(guān)資料； 517 沖擊滑板在模擬器上的部分，對(duì)其產(chǎn)生影響，可以展開(kāi)進(jìn)行沖擊測(cè)試； 518 獨(dú)立成員約束直接進(jìn)行的約束或與鉚接的車(chē)輛部分分開(kāi)，進(jìn)行輪椅的固定； 519 綜合成員約束成員約束中的骨盆約束，兩個(gè)肩膀的約束，軀干的約束，要固定在輪椅上； 520 成員約束錨地硬件組裝和配件其中將載荷直接由汽車(chē)，輪椅和輪椅約束系統(tǒng)分擔(dān)；521 成員約束成員約束系統(tǒng)或裝置，用來(lái)防止或減少車(chē)輛接觸，防止在車(chē)輛中發(fā)生危險(xiǎn)情況；522 OEM設(shè)備制造商；523 骨盆克制在極限運(yùn)動(dòng)范圍內(nèi)限制骨盆的運(yùn)動(dòng)，降低軀干克制；524 點(diǎn)參考點(diǎn)，從地面接地處距離為100MM的位置，縱向的輪椅約束位置，曲面與坐椅和靠背的面想接點(diǎn)；525 姿勢(shì)支持用于支持一個(gè)人在預(yù)期位置的零部件，但不會(huì)通常用于在車(chē)輛碰撞時(shí)對(duì)成員產(chǎn)生約束；526 安全硬件輪椅固定系統(tǒng)的后端設(shè)備，連接在輪椅上；527 安全點(diǎn)位于輪椅上的點(diǎn)，連接在輪椅接觸點(diǎn)的末端單元；528 托盤(pán)一個(gè)網(wǎng)狀材料帶，用于輪椅的固定；529輪椅分析用儀器來(lái)模擬輪椅的固定情況；530 SWC輪椅分析的縮寫(xiě)；531 實(shí)驗(yàn)輪椅試坐輪椅的樣品，用來(lái)代替實(shí)際的輪椅來(lái)進(jìn)行實(shí)驗(yàn)；532 輪椅固定錨地硬件組裝和配件，載荷直接分配在輪椅上；533 WTORS輪椅固定約束系統(tǒng)的縮寫(xiě)。參考文獻(xiàn)1黃余平. 百年汽車(chē)圖集M. 人民交通出版社，1987，23-29.2陳士俊. 產(chǎn)品造型設(shè)計(jì)原理與設(shè)計(jì)M. 天津大學(xué)出版社，1994，78-85.3黃天澤，黃金陵. 汽車(chē)車(chē)身結(jié)構(gòu)與設(shè)計(jì)M. 機(jī)械工業(yè)出版社，1998，56-59.4吳興敏. 汽車(chē)車(chē)身修復(fù)與美容M. 機(jī)械工業(yè)出版社，1996，60-64.5黃向東. 汽車(chē)空氣動(dòng)力學(xué)與車(chē)身造型M. 人民交通出版社，1995，45-51.6余志生. 汽車(chē)?yán)碚揗. 機(jī)械工業(yè)出版社，1996，89-94.7張洪欣. 汽車(chē)設(shè)計(jì)M. 機(jī)械工業(yè)出版社，1988，17-25.8李卓森. 汽車(chē)造型藝術(shù)M. 吉林工業(yè)大學(xué)，1983，50-52.9王望予. 汽車(chē)設(shè)計(jì)M. 機(jī)械工業(yè)出版社，1995，57-64.10梁子安. 工業(yè)產(chǎn)品藝術(shù)造型設(shè)計(jì)M. 湖南科學(xué)技術(shù)出版社，1984，76-79.11任開(kāi)明. 汽車(chē)車(chē)身制圖M. 吉林工業(yè)大學(xué)，1983，67-75.12黃天澤. 大客車(chē)車(chē)身M. 湖南大學(xué)出版社，1988，15-19.13李卓森. 汽車(chē)造型基本技法M. 吉林工業(yè)大學(xué)，1983，39-4514SAE J941 . Motor Vehicle Drivers Eye RangeJ. SAE Handbook.1982.15Jan P Norbye . Car Desigen(Structure and Architecture)J. USA:Tab Books Inc.1976.長(zhǎng)安大學(xué)畢業(yè)設(shè)計(jì)（論文）開(kāi)題報(bào)告表課題名稱(chēng)兼容殘疾輪椅的中型客車(chē)造型設(shè)計(jì)課題來(lái)源自選項(xiàng)目課題類(lèi)型工程設(shè)計(jì)指導(dǎo)教師郭應(yīng)時(shí) 教授學(xué)生姓名王琦瑋學(xué) 號(hào)2201030108專(zhuān) 業(yè)車(chē) 輛 工 程課題的意義隨著我國(guó)國(guó)民經(jīng)濟(jì)的飛速發(fā)展，全國(guó)各地高速公路、汽車(chē)專(zhuān)用線、汽車(chē)快速道如雨后春筍般建成通車(chē)高速公路的迅猛發(fā)展和旅游業(yè)的繁榮，使得以城市間客車(chē)運(yùn)輸和旅游運(yùn)輸為主要對(duì)象的客車(chē)迅猛發(fā)展。截至2005年底，全國(guó)等級(jí)公路里程159.18萬(wàn)公里，占公路總里程的82.5%。其中二級(jí)及二級(jí)以上高等級(jí)公路里程32.58萬(wàn)公里，占公路總里程的16.9%。按公路技術(shù)等級(jí)分組，各等級(jí)公路里程分別為：高速公路41005公里、一級(jí)公路38381公里、二級(jí)公路246442公里。公路條件的改善以及城鄉(xiāng)人民生活水平的提高，促進(jìn)了我國(guó)汽車(chē)工業(yè)的發(fā)展。做為汽車(chē)家族重要組成部分的中型客車(chē)，近年來(lái)同樣進(jìn)入了前所未有的發(fā)展時(shí)期。發(fā)展帶來(lái)機(jī)遇的同時(shí)也帶來(lái)了挑戰(zhàn)，盡管經(jīng)過(guò)國(guó)家政策的調(diào)控，我國(guó)的客車(chē)整車(chē)生產(chǎn)企業(yè)在總量上有所減少，但企業(yè)個(gè)體競(jìng)爭(zhēng)力明顯增加，產(chǎn)生了諸如宇通，蘇州金龍（金龍聯(lián)合汽車(chē)工業(yè)（蘇州）有限公司），大金龍（廈門(mén)金龍聯(lián)合汽車(chē)工業(yè)有限公司），小金龍（廈門(mén)金龍旅行車(chē)有限公司），安徽安凱等一批極具競(jìng)爭(zhēng)力的企業(yè)，這就使得各生產(chǎn)企業(yè)要不斷加快推出新產(chǎn)品的速度和提升產(chǎn)品質(zhì)量，而作為產(chǎn)品更新?lián)Q代的重要方面之一的客車(chē)外形的變化更是明顯地加快?，F(xiàn)就國(guó)內(nèi)外大型客車(chē)造型的風(fēng)格、特點(diǎn)及其歷史、現(xiàn)狀、發(fā)展趨勢(shì)等作簡(jiǎn)要分析：一，客車(chē)造型的整體風(fēng)格與特點(diǎn)1.整體風(fēng)格 客車(chē)造型最初是從貨車(chē)演變而來(lái)。早期客車(chē)采用貨車(chē)的發(fā)動(dòng)機(jī)和底盤(pán)改裝而成，從20世紀(jì)40年代起，客車(chē)的設(shè)計(jì)逐漸脫離貨車(chē)的范疇而走上獨(dú)立設(shè)計(jì)的道路，開(kāi)始生產(chǎn)專(zhuān)用非承載式車(chē)架，進(jìn)一步發(fā)展為半承載式，并形成特殊的設(shè)計(jì)風(fēng)格。 歐洲的Setra、MAN、BENZ、NEOPLAN、VOLVO、SCANIA、IVECO、BOVA和日本的HINO、ISUZU等都是世界著名的客車(chē)生產(chǎn)企業(yè)，其中有些作為專(zhuān)業(yè)的客車(chē)公司，其對(duì)行業(yè)的發(fā)展起到了很大的推動(dòng)作用?，F(xiàn)代客車(chē)絕大多數(shù)采用直角六面體的平頭式造型，基本的風(fēng)格有兩種：一是直線條方基調(diào)的意大利型；另一是大曲面流線形的德國(guó)型。前者線條挺拔、洗練，能增加車(chē)廂的空間、擴(kuò)大通透感，視野開(kāi)闊，給人剛建的感覺(jué)；后者突出空氣動(dòng)力學(xué)特性，給人飽滿(mǎn)、圓潤(rùn)、耐看的感覺(jué)。我國(guó)自80 年代以來(lái), 各企業(yè)紛紛推出了方基調(diào)、小圓角、大弧面、流線感較強(qiáng)的車(chē)型。因?yàn)樾A角和大弧面相結(jié)合, 具有柔和、圓潤(rùn)、飽滿(mǎn)的特征, 能使客車(chē)產(chǎn)生剛?cè)峤Y(jié)合、剛中有柔的效果, 增加其藝術(shù)感染力。2客車(chē)造型的特點(diǎn) 客車(chē)以前、后圍為重點(diǎn), 尤其前圍更為重要。我們可以把前圍比著人的臉, 那么車(chē)燈、進(jìn)氣格柵、標(biāo)徽等就成了五官, 整車(chē)的神態(tài)盡顯于其上。前圍采用超大雙曲面的全景擋風(fēng)玻璃, 加上較小的A 柱結(jié)構(gòu), 最大限度地改善了乘員的視野?？蛙?chē)的側(cè)圍與頂部的設(shè)計(jì)與之相呼應(yīng), 加上一些裝飾件的運(yùn)用, 與之形成統(tǒng)一的整體。現(xiàn)代客車(chē)一般都配置了空調(diào), 側(cè)窗采用全封閉粘接玻璃, 有時(shí)也在尾部和司機(jī)玻璃上再開(kāi)小的活動(dòng)窗。而進(jìn)、排氣口的確定則要依賴(lài)于空氣動(dòng)力學(xué)實(shí)驗(yàn)或相關(guān)經(jīng)驗(yàn)。二，客車(chē)造型的歷史、現(xiàn)狀及發(fā)展趨勢(shì)1.國(guó)內(nèi)大型客車(chē)造型的歷史、現(xiàn)狀及發(fā)展趨勢(shì)1.1歷史回顧 我國(guó)大中型客車(chē)的發(fā)展，始于20世紀(jì)60年代，由交通部組織開(kāi)發(fā)的JT663型客車(chē)（見(jiàn)圖1），車(chē)身表面為大曲率圓基調(diào)。該車(chē)代表了當(dāng)時(shí)國(guó)內(nèi)客車(chē)產(chǎn)品的最高水平， 20世紀(jì)6070年代我國(guó)大型客車(chē)外形基本上以JT663這種大曲率圓基調(diào)的車(chē)身外形為主，JT663的生產(chǎn)一直維持到20世紀(jì)80年。圖1 JT663型客車(chē)20世紀(jì)80年代末，交通部又組織行業(yè)的有關(guān)專(zhuān)家及骨干企業(yè)先后開(kāi)發(fā)了JT1118及JT6120兩款大型后置發(fā)動(dòng)機(jī)客車(chē)，其中JT6120大型客車(chē)對(duì)20世紀(jì)80年代末以及90年代初我國(guó)客車(chē)的造型設(shè)計(jì)影響較大。JT6120大型客車(chē)是我國(guó)首次開(kāi)發(fā)的后置全承載式車(chē)身的客車(chē)，它的外形風(fēng)格與JT663迥然不同，側(cè)圍從裙部到側(cè)窗上緣為樣條曲線，整車(chē)的頂蓋與側(cè)圍及前后圍與側(cè)圍的過(guò)度采用了小圓角(R40)過(guò)渡。該車(chē)的前風(fēng)擋造型設(shè)計(jì)一改以往的大曲率，而采用邊界小曲率表面略帶球形的外形設(shè)計(jì)，比較新穎。因此JT6120一誕生便給人們以耳目一新的感覺(jué)，可謂引領(lǐng)時(shí)代潮流。JT6120由于當(dāng)時(shí)底盤(pán)總成不過(guò)關(guān)，沒(méi)有形成批量生產(chǎn)，但該車(chē)新穎美觀的外形對(duì)我國(guó)20世紀(jì)80年代末、90年代初國(guó)內(nèi)客車(chē)的外形設(shè)計(jì)產(chǎn)生了很大的影響，不少?gòu)S家采用該車(chē)外形經(jīng)過(guò)適當(dāng)?shù)淖兓?，先后開(kāi)發(fā)了多種暢銷(xiāo)產(chǎn)品。1.2國(guó)內(nèi)長(zhǎng)途旅、游客車(chē)造型的現(xiàn)狀 隨著我國(guó)高等級(jí)公路通車(chē)?yán)锍痰牟粩嘣黾右约奥糜螛I(yè)的發(fā)展，長(zhǎng)途、旅游客車(chē)的需求量逐年遞增。國(guó)內(nèi)客車(chē)企業(yè)通過(guò)合資合作或者引進(jìn)技術(shù)，提升了自己的產(chǎn)品開(kāi)發(fā)水平，而且產(chǎn)品外形變化速度加快，部分產(chǎn)品的外形設(shè)計(jì)水平已經(jīng)達(dá)到或者接近國(guó)外同類(lèi)產(chǎn)品的水平。圖2為我國(guó)目前較有代表性的客車(chē)造型，蘇州金龍的KLQ6129Q型客車(chē)。圖2 蘇州金龍KLQ6129Q型客車(chē)目前長(zhǎng)途、旅游客車(chē)外形造型的主要特點(diǎn)是：采用了電動(dòng)兔耳式倒車(chē)鏡，使整車(chē)顯得華貴； 側(cè)窗有加大的趨勢(shì)，目前側(cè)窗設(shè)計(jì)高度達(dá)到或接近1 200 mm，約為整個(gè)側(cè)圍高度的2/5； 前后保險(xiǎn)的保險(xiǎn)作用逐漸弱化，其外形和整個(gè)前后圍縱向特性線成為連續(xù)光滑曲線，使整車(chē)造型更加和諧 ； 側(cè)窗造型一改過(guò)去的直立柱，多采用曲線立柱，使整車(chē)富于變化； 外形各異的燈具對(duì)整車(chē)外形畫(huà)龍點(diǎn)睛的作用； 重視細(xì)部造型，如輪罩，一改過(guò)去呆板的圓形形狀，輪罩的設(shè)計(jì)更注重和整車(chē)的協(xié)調(diào)統(tǒng)一，同時(shí)也更富于變化； 一些新的外飾件的采用，對(duì)整車(chē)的造型也起到了不同程度的作用。如側(cè)倉(cāng)門(mén)采用鋁合金合頁(yè)或橡膠合頁(yè)，豪華客車(chē)多采用粘接式前后風(fēng)擋玻璃及側(cè)窗，也有的采用推拉式側(cè)窗； 其它外飾件的采用，如側(cè)標(biāo)志燈、側(cè)反射器、高位制動(dòng)燈、示廓燈的布置以及車(chē)門(mén)的型式和布置都對(duì)整車(chē)的外形有不同程度的作用和影響。 1.3國(guó)內(nèi)長(zhǎng)途旅、游客車(chē)造型的發(fā)展趨勢(shì) 隨著全承載式大行李倉(cāng)車(chē)身結(jié)構(gòu)的不斷推廣采用，長(zhǎng)途旅游車(chē)高度也有增加的趨勢(shì)，逐步3.7 m高左右； 整車(chē)造型更富于變化，注重流線型，以減少空氣阻力，降低油耗； 隨著公路條件的改善以及整車(chē)高度的增加，長(zhǎng)途、旅游客車(chē)的前后風(fēng)擋玻璃及側(cè)窗將繼續(xù)變大，側(cè)窗將達(dá)到或者接近整車(chē)側(cè)圍高度的一半，前風(fēng)擋玻璃高度則可能達(dá)到1.55m左右； 隨著玻璃鋼等非金屬材料在客車(chē)車(chē)身上的應(yīng)用范圍的增大，解決了過(guò)去金屬薄板沖壓成型的困難，使得整車(chē)的前后圍細(xì)部造型更加富于變化。2.國(guó)外大型客車(chē)造型的發(fā)展趨勢(shì) 圖3為歐洲比較典型三軸車(chē)造型。圖3 Setra 416GT-HD型客車(chē) 前后圍及整車(chē)的造型更加注重流線型，外形更加活潑； 采用各種形狀的組合燈具，富于變化； 車(chē)身高度增加，整車(chē)造型以小圓角過(guò)渡為主，各主要表面如前后圍等局部造型更富有于變化； 前后保險(xiǎn)杠逐步消失，不再起保險(xiǎn)作用； 粘接側(cè)窗的采用使整車(chē)外表更加平整。三，內(nèi)飾的設(shè)計(jì) 客車(chē)內(nèi)部裝飾的豪華化已成為競(jìng)爭(zhēng)的主要手段之一。在裝配空調(diào)的基礎(chǔ)上，采用全封閉式側(cè)窗成為80年代客車(chē)的標(biāo)準(zhǔn)式樣，先進(jìn)的空調(diào)系統(tǒng)由電腦控制溫度，使車(chē)內(nèi)環(huán)境得到徹底改善，依靠空氣動(dòng)力性試驗(yàn)確定排氣及進(jìn)氣口。采用粗呢作車(chē)內(nèi)裝飾貼面，地板上鋪設(shè)地毯都有助于降低噪聲，同時(shí)軟化內(nèi)飾也有助于在發(fā)生事故時(shí)對(duì)成員的保護(hù)。對(duì)導(dǎo)線及導(dǎo)管的出入孔、車(chē)門(mén)、踏板處等嚴(yán)加密封，防止車(chē)外噪聲的傳入，在頂蓋及側(cè)壁的內(nèi)外蒙皮之間充填硬質(zhì)聚苯泡沫塑料，以消除和降低車(chē)身構(gòu)件之間的撞擊噪聲。綜上所述，客車(chē)的外形造型和許多因素有關(guān)系。目前，不論是長(zhǎng)途旅游車(chē)還是城市公交車(chē)的造形設(shè)計(jì)都越來(lái)越注重細(xì)部的處理對(duì)整個(gè)外形的影響，如何能夠?qū)υ煨偷募?xì)部處理做到在滿(mǎn)足功能需要的前提下，既不畫(huà)蛇添足又能和整車(chē)造型相協(xié)調(diào)呼應(yīng)，仍是體現(xiàn)造型水平的關(guān)鍵所在。我們常常會(huì)發(fā)現(xiàn)為什么兩種或幾種外形造型雖然截然不同，但是都給人們以美的感覺(jué)，就是因?yàn)樗麄兏髯缘脑煨蛥f(xié)調(diào)一致的原因因此，在本設(shè)計(jì)中，將采用國(guó)際流行的方基調(diào)，圓角造型；前圍利用大型雙曲面前擋風(fēng)玻璃，以表現(xiàn)整車(chē)的犀利感，輔助表達(dá)簡(jiǎn)約風(fēng)格；后圍采用平面后風(fēng)窗玻璃，以節(jié)約材料，降低工藝成本，同時(shí)與車(chē)身側(cè)圍的平面結(jié)構(gòu)相呼應(yīng)；平面間采用小圓角過(guò)渡，在剛烈中隱約表達(dá)出陰柔之美；后視鏡仍采用較為常規(guī)的兔耳式電動(dòng)后視鏡，以節(jié)約車(chē)主的后期維修保養(yǎng)成本。四，畢業(yè)設(shè)計(jì)階段設(shè)計(jì)任務(wù)將會(huì)分以下階段完成：(1)分析國(guó)內(nèi)外同類(lèi)車(chē)型的造型現(xiàn)狀及發(fā)展趨勢(shì)； (2)畫(huà)出設(shè)計(jì)草圖，對(duì)設(shè)計(jì)方案進(jìn)行分析，選擇出最優(yōu)設(shè)計(jì)方案； (3)與總布置人員一起確定車(chē)身造型曲線； (4)造型附件的確定與選擇，外部及室內(nèi)造型，儀表臺(tái)及保險(xiǎn)杠造型設(shè)計(jì)； (5)繪制彩色效果圖；(6)編寫(xiě)設(shè)計(jì)說(shuō)明書(shū)。指導(dǎo)教師意見(jiàn)及建議：指導(dǎo)教師簽名： 年 月 日注：1、課題來(lái)源分為：國(guó)家重點(diǎn)、省部級(jí)重點(diǎn)、學(xué)校科研、校外協(xié)作、實(shí)驗(yàn)室建設(shè)和自選項(xiàng)目；課題類(lèi)型分為：工程設(shè)計(jì)、專(zhuān)題研究、文獻(xiàn)綜述、綜合實(shí)驗(yàn)。 2、此表由學(xué)生填寫(xiě)，交指導(dǎo)教師簽署意見(jiàn)后方可開(kāi)題。畢業(yè)設(shè)計(jì)（論文）報(bào)告紙 共 2 頁(yè) 第 1 頁(yè) 裝 訂 線 目錄 第一章 緒論1 1.1 造型設(shè)計(jì)的重要性1 1.2 國(guó)外客車(chē)造型的現(xiàn)狀與發(fā)展趨勢(shì)2 1.2.1 具有東方風(fēng)格的日本式3 1.2.2 歐式豪華大客車(chē)的幾種典型風(fēng)格3 1.2.3 美洲大客車(chē)4 1.3 國(guó)內(nèi)客車(chē)造型設(shè)計(jì)的現(xiàn)狀及發(fā)展趨勢(shì)4 1.3.1 長(zhǎng)途，旅游客車(chē)4 1.3.2 城市客車(chē) 5 1.3.3 高檔豪華客車(chē)6 第二章 造型設(shè)計(jì)的特點(diǎn)，基本原則及要求7 2.1 造型設(shè)計(jì)的特點(diǎn)7 2.2 造型設(shè)計(jì)的原則7 2.3 造型設(shè)計(jì)的要求和方法9 2.3.1 外型9 2.3.2 車(chē)內(nèi)布局9 第三章 客車(chē)造型的特點(diǎn)以及形式的確定11 3.1 客車(chē)造型的特點(diǎn)11 3.1.1 中型客車(chē)，適用于城市之間的中短途運(yùn)輸11 3.1.2 發(fā)動(dòng)機(jī)前置11 3.1.3 前懸短，乘客門(mén)中置11 3.1.4 兼容殘疾人座椅11 3.2 整車(chē)造型設(shè)計(jì)方案以及 CAD 三維實(shí)體模型的建立12 3.2.1 造型設(shè)計(jì)的重點(diǎn)部分12 3.2.2 本車(chē)造型特點(diǎn)14 畢業(yè)設(shè)計(jì)（論文）報(bào)告紙 共 2 頁(yè) 第 2 頁(yè) 裝 訂 線 3.2.3 造型的表達(dá)以及CAD模型的建立15 第四章 內(nèi)飾，保險(xiǎn)杠及附件的設(shè) 計(jì)20 4.1 內(nèi)飾20 4.2 保險(xiǎn)杠20 4.2.1 單 一 式 保 險(xiǎn) 杠 20 4.2.2 整 體 組 合 式 保 險(xiǎn) 杠 20 4.2.3復(fù) 合 式 保 險(xiǎn) 杠 21 4.3 附件21 4.4 安全裝置22 第五章 材料選用與工藝特點(diǎn)23 5.1 材料選用23 5.2 工藝特點(diǎn)23 第六章 存在的不足及改進(jìn)的途徑24 6.1 本車(chē)的造型設(shè)計(jì)存在的不足24 6.2 改進(jìn)的途徑24 設(shè)計(jì)評(píng)價(jià)分析25 致謝26 參考文獻(xiàn)27 畢業(yè)設(shè)計(jì)（論文）報(bào)告紙 共 2 頁(yè) 第 3 頁(yè) 裝 訂 線 畢業(yè)設(shè)計(jì)（論文）報(bào)告紙 共 2 頁(yè) 第 1 頁(yè) 裝 訂 線 摘 要 汽車(chē)造型相當(dāng)重要，它不但直接影響整車(chē)的視覺(jué)效果，同時(shí)也在很大程度上影 響到產(chǎn)品的市場(chǎng)表現(xiàn)。研究不同檔次客車(chē)的造型風(fēng)格和時(shí)代流行趨勢(shì)，尋找其內(nèi)在 關(guān)系，對(duì)于企業(yè)新產(chǎn)品開(kāi)發(fā)具有重要的指導(dǎo)意義。 文章簡(jiǎn)要介紹我國(guó)客車(chē)造型的發(fā)展和現(xiàn)狀，較詳細(xì)的說(shuō)明了客車(chē)整體、局部造 型及內(nèi)飾技術(shù)和在造型中應(yīng)注意的一些問(wèn)題。介紹了客車(chē)造型設(shè)計(jì)的含義和評(píng)價(jià)標(biāo) 準(zhǔn)。簡(jiǎn)述了構(gòu)思草圖、效果圖、模型在客車(chē)造型設(shè)計(jì)過(guò)程中的作用。 在本車(chē)的造型設(shè)計(jì)過(guò)程中，結(jié)合兼容殘疾人座椅的造型特點(diǎn)，在客車(chē)外觀，內(nèi) 飾設(shè)計(jì)和一些細(xì)節(jié)問(wèn)題上都有所創(chuàng)新，并通過(guò) CAD 軟件在三維設(shè)計(jì)過(guò)程中表現(xiàn)出來(lái)。 通過(guò)對(duì)客車(chē)造型特點(diǎn)的研究，把握市場(chǎng)對(duì)客車(chē)造型的需求，提高產(chǎn)品的市場(chǎng)競(jìng)爭(zhēng)力。 關(guān)鍵詞：客車(chē)，造型，設(shè)計(jì)，CAD，殘疾人 畢業(yè)設(shè)計(jì)（論文）報(bào)告紙 共 2 頁(yè) 第 2 頁(yè) 裝 訂 線 ABSTRACT Automobile styling is important, it will not only directly affect the vehicles visual effects, they have also greatly affected the products market performance. Study of different grades and 380 modeling style and the era fashion trends, finding its intrinsic relationship For enterprise new product development is of great significance. The article briefly introduced China Bus modeling development and the status quo, a more detailed explanation of the whole bus, Interior and Local modeling and modeling technology should pay attention to the issue. Passenger train on the meaning of Design and evaluation criteria. Plan outlines the concept, the effect map, model passenger cars in the design process modeling role. In the shape of the car design process, compatible with the disabled seating modeling features, the Bus appearance, Interior design and some of the details on both innovation and the adoption of 3D CAD software in the design process demonstrated. By modeling features of the bus, the bus market grasp the shape of demand, improve product competitiveness on the market. KEY WORD: automobile, styling, design, CAD, disabledWHEELCHAIR TIEDOWN AND OCCUPANT RESTRAINT SYSTEMS FOR USE MOTOR VEHICLESForewordFor people with disabilities who are unable to transfer from their wheelchairs when traveling in motor vehicles, the wheelchair must serve as the vehicle seat. This usually means that the occupant restraint system installed by the vehicle manufacturer cannot be used to provide protection in a crash. In addition, the wheelchair must be secured to the vehicle so that it does not impose forces on its occupant and/or become a hazard to other vehicle occupants in a collision or sudden vehicle maneuver. Providing occupant protection for the wheelchair-seated occupant, therefore, requires that aftermarket equipment be installed to secure the wheelchair and restrain the wheelchair user. This Recommended Practice applies to the design and performance of motor-vehicle adaptive equipment referred to as wheelchair tiedown and occupant restraint system or WTODS. It is the purpose of this document to encourage the design, testing, installation, and use of WTODS equipment that will provide effective wheelchair securement and occupant restraint in a frontal collision, and that will be comparable in crash performance to seat securement and occupant restraint systems provided by the vehicle manufacturer. While the primary concern is to reduce the potential for injury to wheelchair-seated occupants involved in a frontal vehicle crash, it is anticipated that achievement of improved occupant protection will also result in increased driver and passenger safety and comfort during normal travel. The provisions of this document should not be used to discourage people with disabilities using motor vehicle transportation or to limit access to, and availability of, motor vehicle transportation to wheelchair users. Since manufacturers of WTORS are generally not able to control or specify the end use of their products, the 48-km/h, 20-g sled impact test specified in Appendix A is intended to qualify WTORS for use in vehicles with a gross vehicle weight of less than 7000kg. In larger vehicles, it may be possible to provide safe transportation using WTORS that do not comply with the level of crash severity used in this document. As with any vehicle seat, the wheelchair is an important component of the occupant protection system, and also contributes to the stability and comfort of the wheelchair-seated occupant during normal travel. Design and performance of wheelchairs used as seats in motor vehicles is addressed in a separate, but related, ANSI/RESNA Standard now under development. Design Requirements 1. Complete WTORS-WTORS shall:a. Be for use with only one wheelchair and one occupant at a time .b. Not require components of wheelchair tiedowns and occupant restraints to pass through the wheels of a wheelchair .c. Provide for release of both the wheelchair and the occupant within 60s by a single attendant or wheelchair user without the use of tools .d. Not require removal of wheelchair frame material, drilling into the wheelchair frame, deformation of the wheelchair, welding, or the use of an adhesive process, during installation, unless the WTORS is intended for a srecific wheelchair and the modifications are approved by the wheelchair manufacturer .e. Once installed, be operable without tools .f. Include only hardware and fittings that are permanently connected to the WTORS or a WTORS subassembly .g. Be designed to prevent unintentional loosening of all threaded fasteners .h. Include a manual override in case of power failure for any power-operated mechanisms of tiedowns or restraints .i. Include anchorage fasteners and hardware, and/or specifications for such hardware, that are based on the material, size, and quantity of anchorage fasteners used in the simulated frontal inpact test of Appendix A .2. Wheelchair Tiedowns-Wheelchair tiedowns and tiedown components shall:a. Not depend on the wheelchair brakes .b. Be designed so that securement of the wheelchair is accomplished by the tiedown only and not by the occupant restraints .c. Provide a means to eliminate free movement of the wheelchair without the use of tools .d. If the WTORS includes a four-point strap -type tiedown, each strap assembly shall provide for manual adjustment in length without the use of tools, such that the adjustment ranges of front and rear straps enable achieving the minimum and maximum lengths indicated in Table 1, with at least 25 mm of webbing extending from the adjustment mechanisms.TABLE 1-MIMIMUM ADJUSTMENT RANGES FOR FOUR-POINT TIEDOWN STRAPS：Strap Assembly Location Mimimum Length mm (in) Maximum Length mm (in)Rear 485(19) 740(29)Front 410(16) 710(28)e. Have securement-point end fittings of four-point tiedowns that are compatible with the securement-point structural member of the surrogate wheelchair illustrated in Figure E4 .f. Include a device to indicate, by visual or auditory means, when a docking-type tiedown is properly engaged .3. Occupant Restraints-WTORS shall either be designed to use the vehicle OEM passenger or driver restraint, or shall include an occupant restraint that complies with the following requirements:3.1.The occupant restraint portion of the WTORS shall include both pelvic and upper torso restraints .3.2 Occupant restraints may be designed to anchor directly to the vehicle, to components of the wheelchair tiedown, or to tiedown components fastened to the wheelchair. Occupant restraints shall not be designed with anchorages that rely on the transmission of restraint loads through the wheelchair structure unless the WTORS is designed for a specific wheelchair and the WTORS meets the requirements of 6.2 when the combination of wheelchair and WTORS is tested according to Appendix A .3.3 The lengths of pelvic and upper torso restraints shall be manually adjustable without the use of tools .3.4 When the WTORS is set up and measured as specified in Appendix B, pelvic restraints and, if applicable, their anchor points or guide points, shall:a. Achieve side-view projected angles that fall within the zone shown in Figure 4b .b. Achieve projected rear-view angles and locations within the zones shown in Figure 4a .c. Provide sufficient length adjustment to allow the pelvic restraint, measured from anchor point to anchor point, to be both increased and decreased by 200 mm with at least 25 mm of webbing extending through the restraint end fittings at all times .3.5 When the WTORS is set up and measured as specified in Appendix B, upper torso restraints shall provide for sufficient length adjustment to extend an additional 200 mm, and shorten by 300 mm, with at least 25 mm of webbing extending through the restraint end fittings at all times . 4（a） 4(b)FIGURE 4NOTENote that angles indicated are obtained by projecting the angle of the pelvic restraint onto a vertical plane to the wheelchair reference plane (side view), or onto a vertical plane that is perpendicular to the wheelchair reference plane (rear view) .3.6 For WTORS that include upper-anchor points or upper-guide support structures for shoulder or harness restraints, the locations of these anchor points or supporting structures shall:a. Be sufficiently adjustable in height to be located at or above the shoulder levels of the intended user .b. Be located at least 1100 mm above the wheelchair ground plane so as to be near or above the shoulder height of wheelchair seated occupants .NOTE1The anchor point may be located below 1100 mm if an upper-guide support is located at or above 1100 mm .NOTE2Although FMVSS 210 allows for the upper torso restraint anchor points to be located a significant distance below the occupants shoulder level, such locations are considered to be undersirable and not in compliance with this document since they could result in downward loading on the occupant that can produce spinal injuries .3.7 The junction of the shoulder and pelvic restraints of three-point restraints shall be located not less than 150 mm from the ATD centerline when installed as specified in Appendix B .3.8 An airbag shall be used only as a supplementary occupant restraint in conjunction with a wheelchair tiedown and belt-type occupant restraint that comply with the requirements of this document .3.9 Performance of the WTORS shall not depend on an airbag to comply with this document .4. Test ReportThe WTORS manufacturer shall have documentation on file and available that includes:4.1 Statements concerning compliance of the WTORS with the Design Requirements of 4.2 through 4.3 including:a. Minimum and maximum tiedown strap lengths of four-point strap tiedowns in comparison to the requirements of Table 1 .b. Whether the end-fitting geometry of four-point tiedowns is compatible with the end-fitting geometry of Figure E4 .c. The angle of pelvic restraints when setup according to Appendix B .d. The range of length adjustment in the pelvic restraint when set up and measured as specified in Appendix B .e. The range of length adjustment in the upper-torso restraints when set up and measured as specified in Appendix B .f. The height or height-adjustment range of upper-torso restraint upper-anchor upper-guide support provided with the WTORS, and a statement of whether the height complies with 4.3.6 .g. The distance of the pelvic/shoulder restraint interface of three-point restraints from the ATD centerline when set up and measured according to Appendix B .4.2 Statements concerning compliance with the requirements of :a. FMVSS 209 as specified in Table 2 .b. FMVSS 302 concerning flammability of WTORS webbing material .4.3 Statements concerning compliance with the Frontal Impact Test of Appendix A, including :a. A description of the test facility, including the type of impact simulated, instrumentation and signal processing techniques, the frame speed for each film and/or video produced, methods for measuring sled velocity change and deceleration, methods used to measure ATD and test wheelchair excursions, and the accuracy of excursion measurements .b. A statement of whether the sled deceleration pulse complied with A.4.3 and Figure A1, including the duration of the pulse, and the number of cumulative milliseconds that the deceleration exceeded 15 g and 20 g .c. The measured or calculated value of the test delta V .d. A full identification of the WTORS, anchorage fasteners, test wheelchair, and ATD used .e. Pretest measurements documenting the locations of all WTORS anchorages relative to point P of the test wheelchair .f. The side-view, front-view, and rear-view projected angles of all tiedown straps and pelvic restraints relative to the horizontal or vertical, as appropriate .g. A description of the test setup including a statement about any parts or fasteners used ih the test that were not provided by the WTORS manufacturer .h. Whether the ATD remained in the test wheelchair . i. Whether the test wheelchair remained on the test platform .j. The change in the orientation of the test wheelchair reference plane, if measurable, in comparison with the initial test orientation .k. Identification of any WTORS load-carrying parts that showed visible signs of tearing, fragmentation, fracture, or complete failure, that were not designed to rear or fail in the manner noted .l. The peak horizontal excursions specified in 6.2.d, and whether any of the excursions exceeded the limits in Table 3 of this document .m. A statement as to whether the ATD and test wheelchair could be released from the WTORS without the use of tools .n. A statement as to whether the ATD was loaded by the test wheelchair based on the results of the calculation in 6.2.e .4.4 Statements concerning compliance of appropriate WTORS components with the Test for Partial Engagement of Appendix C, including :a. Full identification of the WTORS system and the securement and anchorage components tested .b. A description, including photographs if necessary, of the manner of each partial engagement tested .c. A description of the procedure used to apply the separating force .d. The results of each test, i.e., the securement or anchorage mechanism either separated or remained engaged .4.5 Statements concerning compliance of any strap assemblies of wheelchair tiedowns with the Test for Webbing Slippage at Adjustment Devices of Appendix D, including :a. Full identification of the WTORS system, type of webbing, and each adjustment device tested .b. A description of the test apparatus and procedure .c. The amount of webbing slippage at each adjustment device tested .d. A statement as to whether the 25 mm limit was exceeded for each adjustment device tested .e. A statement as to whether all adjustment devices of the wheelchair tiedown portion the WTORS passed the test .5. DefinitionsFor the purposes of this document, the following definitions apply:5.1 AnchorageAn assembly of hardware and fittings by which loads are transferred directly from the wheelchair tiedown to the vehicle or from the occupant restraint to the vehicle, wheelchair, wheelchair tiedown, or vehicle seat base .5.2 Anchor PointA point (area) on a vehicle, wheelchair, wheelchair tiedown, or vehicle seat base to which an anchorage is attached .5.3 ANSIAbbreviation for American National Standards Institute .5.4 Anthropomorphic Test Device (ATD) An articulated analog of the human body used to simulate a motor-vehicle occupant in a crash environment .5.5 Automatic-Locking RetractorA retractor incorporating adjustment by means of a positive self-locking mechanism which is capable, when locked, of withstanding restraint forces (from SAE J1834) .5.6 Back RestraintA device or system intended to limit rearward movement of the occupant by providing support to the back of the torso .5.7 BeltA length of energy-absorbing webbing material used as part of an occupant restraint .5.8 Docking-Type TiedownA wheelchair securement device whose engagement is initiated as a result of the wheelchair rolling into the proper position .5.9 Emergency-Locking RetractorA retractor incorporating adjustment hardware by means of a locking mechanism that is activated by vehicle acceleration, webbing movement relative to the vehicle, or automatic action during an emergency, and that is capable, when locked, of withstanding restraint forces (from SAE J1834) .5.10 End FittingAnchorage and securement hardware to which tiedown and occupant restraint webbing is fastened and which attaches directly to the anchor points and securement points on the wheelchair, tiedown system, or vehicle .5.11 FastenersDevices used to secure, by mechanical means, other components or parts in place . NoteThese include, but are not limited to:bolts, nuts, screws, pins, rivets, and clamps .5.12 Forward FacingOrientation in which the wheelchair-seated occupant faces the front of the vehicle with the wheelchair reference plane within 10 degrees of the longitudinal axis of the vehicle .5.13 Four-Point TiedownA wheelchair tiedown system that attaches to the wheelchair frame at four separate points and anchors to the vehicle at four separate anchor points . NoteThe typical four-point tiedown system uses four tiedown straps, with two attached to the front portion of the wheelchair and two attached to the rear portion .5.14 HarnessAn occupant restraint consisting of at least one belt designed to provide pelvic restraint and two shoulder or torso belts that apply forces to both shoulders .5.15 Head RestraintA device intended to limit rearward displacement of the occupants head .5.16 Impact SimulatorA device for accelerating, decelerating, or a combination of decelerating and accelerating, a section of a vehicle or simulated vehicle structures, including instrumentation for measuring pertinent data (from SAE J850) .5.17 Impact SledThat part of an impact simulator on which components can be mounted for impact testing .5.18 Independent Occupant RestraintAn occupant restraint that anchors directly to the vehicle or vehicle anchored components that are separate from the wheelchair and wheelchair tiedown . NoteThis is also known as a parallel restraint system .5.19 Integrated Occupant RestraintAn occupant restraint for which the anchor points for the pelvic-restraint, or both pelvic and shoulder- restraints, are located on the wheelchair, or on tiedown components not fastened to the vehicle .5.20 Occupant Restraint AnchorageAn assembly of hardware and fittings by which loads are transferred directly from the occupant restraint to the vehicle, wheelchair, wheelchair tiedown, or vehicle seat dase .5.21 Occupant RestraintA system or device for restraining the occupant in a vehicle to prevent or minimize contact with the vehicle interior components, and to prevent ejection during a crash (from SAE J2094) .5.22 OEMAbbreviation for Original Equipment Manufacturer .5.23 Pelvic RestraintThat portion of a seat-belt assembly intended to limit movement of the pelvis . NoteOther terms with similar meaning are lap belt, lap restraint, and lower torso restraint .5.24 Point PA reference point that lies at the cross-sectional center of a 100 mm diameter disc positioned with the longitudinal axis perpendicular to the wheelchair reference plane, such that the curved surface of the disc contacts with the backrest and the upper surface of the seat .5.25 Postural SupportA component used to support a person in a desired position, but that is not usually intended to provide occupant restraint in a vehicle impact .5.26 Securement HardwareEnd fittings of a wheelchair tiedown system that connect to the wheelchair .5.27 Securement PointLocation on the wheelchair frame to which a wheelchair tiedown end fitting connects .5.28 StrapA length of webbing material used as a part of a wheelchair tiedown .5.29 Surrogate WheelchairA rigid, reusable device used to simulate a wheelchair for the purpose of testing a WTORS .5.30 SWCAbbreviation for surrogate wheelchair .5.31 Test WheelchairA production, prototype, or surrogate wheelchair used to conduct tests specified in this document .5.32 Wheelchair Tiedown AnchorageAn assembly of hardware and fittings by which loads are transferred directly from the wheelchair tiedown to the vehicle .5.33 WTORSAbbreviation for wheelchair tiedown and occupant restraint system .