该代码对M3类客车底盘框架结构进行了建模。

The code, models a structure of the Chassis-frame of M3-Category of Bus.

通过对实际数据的采集和转换，选取数学算法对模型进行识别。

Model is recognized by collecting and transforming raw data from actual conditions and choosing a mathematical algorithm.

该模型基于直接刚度法下的二维平面框架（横向荷载）和网格结构（垂向和扭转荷载）。

This Model is based on 2D-Plane frame (Lateral Loading) and Grid Structure (Vertical and Torsional Loading) under direct stiffness method.

车架悬挂点一端固定，另一端受力。

One end of Suspension Hanger points of Chassis-frame is fixed and other end of frame comes under action of force.

从而计算出挠度、刚度和支承反力。

Thus deflection, stiffness and support reaction is calculated.

框架分析可根据这些基本荷载条件进行细分：

The analysis of the frame can be sub-divided according to these basic loading conditions:-

• 横向弯曲载荷Lateral Bending load

• 扭转载荷Torsional load

• 垂直载荷Vertical load

横向载荷 - 模拟车辆的操纵和转弯能力。

Lateral loading - simulates the handling and cornering ability of vehicle.

在轮胎与路面接触处产生。

These are generated at the tire to road contact patch.

这些载荷由离心力平衡。

These loads are balanced by centrifugal forces.

扭转刚度 - 在制动和转弯条件下以及车辆在不平路面上以不平衡载荷行驶时发挥作用。

Torsional stiffness - comes into plays while braking & cornering condition and also when the vehicle travels with unbalanced load on an uneven road.

Front and rear axles experience a moment.

该附件的刚度与框架的扭转刚度有关。

The rigidity of this attachment is responsible for the torsional stiffness of the frame.

垂直载荷 - 由于部件和乘客的重量而产生的作用。

Vertical loading - acts due to weight of components and passengers.

垂直刚度应较高，以使垂直弯曲载荷引起的偏转在可接受的范围内。

Vertical stiffness should be high so that deflection caused by vertical bending load is within the acceptable limits.

我们将减少重复设计次数，在设计端进行首次正确设计，而不太依赖于FEA软件。

We are subjecting to lessen the number of repetitions and first-time right design at designer end without much dependency on the FEA software.

工程师应在结构设计早期发现并解决相关缺陷。

Engineers detect and address flaws early in structure design.

这种基于模型的设计技术大大提高了设计和开发效率。

This Model Based Design technique dramatically improve the design and development efficiency.

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