篇一：车辆工程外文翻译
Finite Frequency H∞ Control for Vehicle Active Suspension Systems
Weichao Sun, Huijun Gao, Senior Member, IEEE, and Okyay Kaynak,
Fellow, IEEE
IEEE TRANSACTIONS ON CONTROL SYSTEMS
TECHNOLOGY, VOL. 19, NO. 2, MARCH 2011
汽车主动悬架系统的有限频率H∞控制
孙伟超，高辉俊，电气和电子工程师协会高级成员，奥基艾·凯
内克，电气和电子工程师协会研究员
电气电子工程师协会控制系统技术，卷19，2号，2011年3月
摘 要
简要说明H∞控制在有限的频域主动悬架系统的控制问题。H∞的性能是用来衡量乘坐的舒适性，因此更应该考虑一般的道路干挠。通过使用广义卡尔曼-Yakubovich波波夫-（KYP）引理，从扰动到受控输出常态H∞控制被降低特定频带，提高乘坐舒适度。与整个频率的方法相比，有限的频率的方法更有效地抑制振动有关的频率范围。另外，对时域的限制，这代表了车辆悬架的性能要求，保证在控制器的设计。状态反馈控制器设计的线性矩阵不等式（LMI）优化的框架。四分之一汽车主动悬架系统模型被认为是在这个简短的和一个数值的例子用来说明该方法的有效性。
关键词：主动悬架系统，约束，有限的频率，广义KYP引理，H∞控制。
一、 引言
车辆悬架系统基本上由横臂，弹簧和减震器的传输和过滤器与道路之间的所有力组成。弹簧是进行体质量和隔离的身体道路干扰，从而有助于乘坐舒适性。减震器的任务是车身和车轮的振动阻尼，其中避免车轮振荡的直接造成乘坐安全。由于车辆悬架系统的乘坐舒适性和安全性负责，它在现代汽车中起着重要的作用。
近年来,很多一直努力开发模型悬架系统和定义设计规范,反映了主要目标需要考虑。在这个意义上，乘坐的舒适性，行驶能力，悬架动挠度，和致动器的饱和度被认为是控制方案解决的重要因素。然而，这些要求是矛盾的。例如，增加在较大的悬架行程和较小的阻尼在轮跳的模式。因此，汽车悬架的设计需要之间的一种折衷的乘坐舒适性和车辆的控制。
为了达到性能要求之间的一种折衷，大量的研究已经进行了几十年[ 3 ]，[ 17 ]，
[ 21 ]。其中提出的解决方案，主动悬架是提高悬架性能的可能途径，并备受关注[10]，
[19]，[24]，以及许多主动悬架控制方法被提出，基于诸如线性二次型的各种控制技术高斯（LQG）控制[4]，自适应控制和非线性控制[11]，模糊逻辑和神经网络控制[15]，和H∞控制[14]。特别地，主动悬架已集中在稳定性和干扰抑制的上下文中讨论[6]，[7]。因此，近年来，越来越多的注意力一直致力于主动悬架的H∞控制，以及许多重要的结果已被报道，例如见[5]，[13]和其中的参考文献。
车辆悬架系统的最重要的目的是提高乘坐的舒适性。换句话说，主要的任务是设计出能够在稳定车身的上下运动和分离，以及传递到乘客的力成功控制器。在文献中可以找到许多结果是提高乘坐舒适性[ 8 ]，[ 20 ]，[ 22 ]。这些结果可以有效地实现所
需的车辆悬架性能，尤其是乘坐舒适性。值得一提的是，大多数报道的方法是在整个频域的考虑。然而，主动悬架系统可能只属于一定的频带，和乘坐舒适性是已知的频率敏感的。从ISO2361，人体是非常敏感的4–8赫兹的振动在垂直方向。因此，在有限的频域H∞控制主动悬架系统的发展是有意义的。
有限的频率域的方法是引入加权函数。加权方法在实践中是有用的，然而，额外的重量增加了系统的复杂性。此外，选择适当的权重的过程是耗时的，特别是当设计师必须选择权重的复杂性和捕获所需规格精度之间的良好折衷。另一个方法是电网频率轴。这种方法具有实际意义尤其是当系统的阻尼和频率响应预计将顺利。但它缺乏在设计过程中严格的性能保证。
另一种方法，避免了权重函数和频率的网格是推广的基本机械，就是卡尔曼–YakuboviˇC波波夫（KYP引理–）。KYP引理建立了等价频域不等式之间的传递函数和线性矩阵不等式（LMI）的状态空间实现[ 1 ]，[ 9 ]，[ 12 ]。它允许我们来表征的形式在频域的动态系统的各种性能。然而，标准的KYP引理只适用于无限的频率范围。最近，一个非常重要的发展—哈兰是广义的KYP引理[ 23 ]。它建立了一种频域特性和在一个有限的频率范围内的线性矩阵不等式之间的等价关系，使设计者对性能的要求，在选择有限或无限的频率范围。广义的KYP引理及实际应用中的合成问题的分析是非常有用的。
不同于传统的方法，考虑在整个频率范围内的H∞控制，这个简短的控制，我们考虑的主动悬架系统都是基于广义KYP引理有限频率范围内。此外，时域约束（道路控股，悬架动挠度，和致动器的饱和度）在控制器的设计保证。利用广义KYP引理，频域不等式转化为线性矩阵不等式，我们关注的重点是开发方法，设计了一种基于矩阵不等式使得闭环系统渐近稳定的一个指定的水平在一定的频域干扰抑制的状态反馈控制律。所提出的方法的有效性是通过一个设计实例。
这个简短的其余部分安排如下。主动悬架系统的有限频率H∞控制器的设计问题是配制在第二节。第三部分介绍了控制器的设计结果。设计实例说明所提出的方法的实用性和优势是第四章和结论给出了第五节。
(一) 、符号
对于矩阵??,????,???1和??⊥分别表示它的转置矩阵，逆矩阵，正交矩阵。符号??>0 ≥0 的意思是P是实对称正定（半正定）； P s代表P+PT,表示一个向量或者一个矩阵， ? ?? ??=1,2? 表示的向量或矩阵的线， ?? ∞表示传递矩阵G(s)的H∞范数。在对称矩阵的分块或复杂的矩阵表达式，我们用星号（*）为代表的一个术语，用来表示引起对称性，用特征{?}代表一个角矩阵。矩阵，如果它们的尺寸是不明确的，被认为是兼容的
代数运算。用平方可积函数在[0,∞)的空间是由??2[0,∞)表示，并为??= ?? ?? ∈??2[0,∞)规范为 ?? 2= ??=0?? ?? 2????。 ∞
二、 问题描述
四分之一汽车主动悬架模型简介如图1所示。在图1中????表示簧上质量；????表示簧下质量；????和????分别表示悬架阻尼和悬架弹簧刚度；????和????分别表示充气轮胎的刚度和阻尼。????和????分别表示以静态平衡点为参考位置的簧上质量和簧下质量；????是路面激励垂直位移；u是悬挂系统的有效输入。该模型已在文献中广泛使用和获取更详细的模型的许多重要特性。简单的说，执行器动力学的影响被忽略和执行机构被建模为一个理想的力发生器。
定义以下的状态变量：
??1 ?? =???? ?? ????? ?? ,??2 ?? =???? ?? ????? ??
??3 ?? =?? ?? ?? ,??4 ?? =?? ?? ??
其中??1 ?? 表示悬架的挠度，??2 ?? 表示轮胎的偏转，??3 ?? 表示簧载质量速度??4 ?? 表示簧下质量速度。定义干挠输入为?? ?? =?? ?? ?? 。然后，定义
?? ?? = ??1 ?? ??2 ?? ??3 ?? ??4 ?? ??,根据主动悬架系统的动态特性，状态空间模型可表示为
1?? ?? +???? ???? ?? =???? ?? +??
式中
0 0 0 0 ????? 0 ??=?? ???? ????? ????1 ?101 ???????? ????? ????????+???? ????? （1）
0 0 0 ?1 1??=??1= 0???? ???1 ?? ??
（2）
图1 四分之一汽车主动悬架模型
四分之一汽车主动悬架模型已被广泛接受，汽车乘坐的舒适性与在4-8Hz的频带车身加速度密切相关。因此，为了提高乘坐舒适性最重要的是要从扰动输入的传递函数应用到汽车车身加速度?? ?? 尽可能使频段在4–8Hz。
为了确保汽车的安全性，我们应该确保车轮与路面稳定的不间断的接触，并且轮胎动载荷要小，也就是说???? ???? ?? ????? ?? < ????+???? ??。
此外，该车辆的结构特点也限制悬架偏移量，即 ???? ?? ????? ?? ≤????????，其中????????是最大的悬架偏移量。
另一个施加在主动悬架的约束是来自于执行器的限制功率，即 ??(??) ≤????????。 为了满足性能要求，定义输出控制
???? ?? ????? ?? ???? ???? ?? ????? ?? ??1 ?? =?? ?? ?? ,??2 ?? = ??????????
因此，汽车悬架控制系统可以描述为
?? ?? =???? ?? +???? ?? +??1?? ??
??1 ?? =??1?? ?? +??1?? ??
??2 ?? =??2?? ??
其中，A, ??1和B在公式（2）中已经定义，以及
??（3）
篇二：车辆工程外文翻译
（本文截取的是一篇国外学生的毕业论文中的一段 论文名字是“A Comprehensive Thermal Management System Model for Hybrid Electric Vehicles”）
The automotive industry is facing unprecedented challenges due to energy and environmental issues. The emission regulation is becoming strict and the price of oil is increasing. Thus, the automotive industry requires high-efficiency powertrains for automobiles to reduce fuel consumption and emissions. Among high-efficiency powertrain vehicles, Hy-brid Electric Vehicles (HEVs) are under development and in production as one potential solution to these problems. Thus, one of the most critical objectives of the HEV development is improving fuel economy. There are many ways of maximizing the fuel econo-my of a vehicle such as brake power regeneration，efficient engine operation，parasitic loss minimization，reduction of vehicle aerodynamic drag, and engine idle stop. Figure 1 compares the balance of the energy of a conventional vehicle with a hybrid electric vehicle。As can be seen in Figure 1, the hybrid vehicle saves fuel by utilizing engine idle stop, brake power regeneration, and efficient engine operation. Figure 1 also shows that the fuel consumed by the accessories, which include Vehicle Cooling System (VCS), Climate Control System (CCS), and electric accessories, is not negligible compared with the fuel consumed by the vehicle propulsion system. In addition, the portion of the energy consumption of the accessories in HEVs is bigger than that of conventional vehicles. This observation suggests that the efficient accessory system, particularly the VCS and CCS, is more important in high-efficiency vehicles because they have more effect on the fuel economy. The effect of the auxiliary load on the fuel economy of high-efficiency vehicles studied by Farrington et al [2]. They examined the effect of auxiliary load on vehicle fuel economy via a focus on climate control system. Figure 2 compares the impact of auxiliary load, i.e. the power consumed by accessory systems, on the fuel economy of the conventional and high fuel economy vehicle. As shown in the figure, a high fuel economy vehicle is much more affected by the auxiliary load than a conventional vehicle. Therefore, more efficient thermal management systems including VCS and CCS are essential for
HEV.
Figure 1. Energy flow for various vehicle configurations. (A) ICE, the conventional internal combustion, spark ignition engine; (B) HICE, a hybrid vehicle that includes an electric motor and parallel drive train which eliminates idling loss and captures some energy of braking [1].]
Figure 2. Comparison of fuel economy impacts of auxiliary loads between a conventional vehicle and a high fuel economy vehicle [2]
Achieving efficient VCS and CCS for HEVs requires meeting particular design challenges of the VCS and CCS. The design of the VCS and CCS for HEVs is different from those for conventional vehicles. VCS design for HEVs is much more complicated than that of conventional vehicles because the powertrain of HEVs has additional powertrain components. Furthermore, the additional powertrain components are operated at different temperatures and they are operated independently of the engine operation. The design of CCS for HEVs is also different from that of conventional vehicles because the temperature of the battery pack in HEVs is controlled by the CCS. Thus, the heat load for the CCS of HEVs is much higher than that for the CCS of conventional vehicles. Thus, this is another challenge for the design of the VTMS for HEVs.
As noted above, these additional powertrain components such as a generator, drive motors, a large battery pack, and a power bus require proper thermal management to prevent thermal run away of the power electronics used for the
electric powertrain components. Thus, the thermal management of the power electronics and electric machines is one of the challenges for the HEV development and various studies have been conducted [3-7]. Generally, dedicated VCS for the hybrid components are required as a result of the considerable heat rejections and different cooling requirements of the electric components. In the cooling system of HEVs, a cooling pump driven by an electric motor, rather than a pump driven by the engine, is used for the cooling circuit of the electric powertrain components because they need cooling even when the engine is turned off. The benefits of a controllable electric pump over the mechanical pump were studied by Cho et al. [8] in the case of the cooling system for a medium duty diesel engine. They used numerical simulations to assess the fuel economy and cooling performance and it is found that the usage of an electric pump in place of the mechanical pump can reduce power consumption by the pump and permit downsizing of the radiator. In addition to those benefits, the use of an electric pump makes the configuration of the cooing circuits in hybrid vehicles relatively flexible in terms of grouping components in different circuits. However, this flexibility raises an issue in optimizing cooling circuit architecture because of the complexity of the system and the parasitic power consumption of the cooling system. The performance and power consumption of the cooling system are also very sensitive to the powertrain operation. The powertrain operation is determined by the power management strategy, which changes in response to driving conditions of HEVs. Therefore, the effects of driving conditions must be considered during the design process of the cooling system. Thus, in light of these additional components, design flexibility, and the effects by vehicle driving condition, it is clear that the design of the VCS for HEVs demands a strategic approach compared with the design of the VCS for conventional vehicles.
Another challenge in designing the VTMS for HEVs is managing the cabin heat load generated as a result of the placement of the battery pack in the passenger compartment. In HEVs, the battery pack is located on board because of its lower
operating temperature compared with powertrain components. Therefore, battery thermal management system is a part of the Climate Control System (CCS) because the battery is cooled by using the CCS. Thus, the load on the CCS of HEVs is higher than that of conventional vehicles because the battery is the major heat source in the cabin. In addition, battery thermal management is important for the health and life of the battery. Although high temperature operation is better for the battery performance due to reduced battery loss and reduced battery thermal management power, high temperature operation is limited due to the battery durability and safety. Figure 3 shows the temperature dependency of the cycle life of Liion battery. As can be seen in the figure, the battery life drops dramatically when the battery is operated at higher than 60°C. The same happens at lower temperature. In extreme cases, lithium ion battery can explode by a chain reaction. Generally, the battery operating temperature is limited lower than 60°C for the lithium ion and lead acid battery [9-10]. Accordingly, battery thermal management associated with climate control system is a critical part of vehicle thermal management system design of HEVs. Therefore, a comprehensive vehicle thermal management system analysis including VCS and CCS is needed for the HEV vehicle thermal management system design.
篇三：车辆工程专业毕业论文 外文翻译2
Of all transmission technologies, the manual gearbox is the most efficient; around 96 per cent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it is less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions’ head-nod effect on passengers can be wearing.
The driver's clutch control and corresponding torque interruptions are also the manuals weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.
At the opposite end of the spectrum is the traditional automatic. The modern transmission is by far, the most complicated mechanical component in today’s automobile. It is a type of transmission that shifts itself .A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.
There are two basic types of automatic transmissions based on whether
the vehicle is rear wheel drive . On a rear wheel drive car , the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position . A drive shaft connects the rear of the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheel. Power flow on this system is simple and straight forward going from the engine, through the torque converter , then through the transmission and driver shaft until it reaches the final driver where it is split and sent to the two rear wheel .
On a front wheel drive car, the transmission is usually combined .With the final drive to from what is called a transaxle. The engine on a front wheel driver car is usually mounted sideways in the car with the transaxle tucked under it on
the side of the engine facing the rear of the car. Front axles are connected directly to the transaxle and provide power to the front wheels. In this example, power flows from the engine through the torque converter to a large chain that sends the power through a 180 degree turn to the transmission that is along side the engine. From there，The power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles. There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A must less popular rear drive arrangement has the transmission mounted to the final drive at the rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything, the engine, transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche.
The modern automatic transmission consists of many components and systems that are designed to work together in a symphony of planetary gear sets, the hydraulic system, seals and gaskets, the torque converter, the governor and the modulator or throttle cable and computer consider being an art form.
On the automobile planet gear mainly uses in two places, one is the driving axle reduction gear, two is the automatic transmission. Very many net friends all want to know that, the planet gear has any function, why automobile must have it .We knew very well the gear major part all rotates the spool thread fixed gear. For example mechanical type clock and watch, above all gears although all in make the rotation, but their rotation center (with center of a circle position superposition) often installs through the bearing on the cabinet, therefore, their rotating axis all is the relative cabinet fixed, thus also is called "dead axle gear" . Has must have surely moves, the corresponding place, some kind of not that manner knows very well is called "planet gear" the gear, their rotation spool thread is not fixed, but is installs the support which may rotate in (blue color) on
(in chart black part is shell, yellow expression bearing). The planet gear (green) besides can look like the dead axle gear such to revolve own rotating axis (B-B) to rotate, their rotating axis also (is called planet) along with the blue color support to circle other gears the spool thread (A-A) to rotate. Circles oneself spool thread the rotation to be called "rotation", circles other gear spool threads the rotation to be called "revolution", looks like in solar system planet such, therefore acquires fame.
The spool thread fixed gear drive principle is very simple, meshes mutually in a pair in the gear, some gear takes the driving pulley, the power spreads from its there, another gear takes the driven wheel, the power outputs from it toward outside. Also some gears only take the stopover station, at the same time meshes with the driving pulley, one side meshes in addition with the driven wheel, the power passes from its there.
In contains the planet gear in the gear system, the situation was different. Because has the planet frame, in other words, may have three rotating axes permissions power input/Output, but also may use the coupling or the brake and so on method. in needs time limits axis the rotation, is left over two axes to carry on the transmission, as the matter stands, meshes mutually between the gear relations may have the many kinds of combinations: The power from sun gear input, outputs from other sun gear, the planet put through brake mechanism has checked dies; Power from sun gear input, from planet output, moreover a sun gear ecks dies; The power from a planet input, outputs from sun gear, moreover a sun gear checks dies; Two powers separately from two sun gears inputs, after synthesis from planet output; Two powers separately from the planet and sun gear input, after the synthesis output from other sun gear; The power from sun gear input, divides two groups outputs from other sun gear and the planet frame; The power from a planet input, divides two groups to output from two sun gears;
Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this, a lot of the current research is trying to find an efficient alternative to the conventional automatic. The main technologies are continuously variable transmissions (CVTs); dual
clutch transmissions (DCTs) and automated manual transmission (AMTs).They all offer different benefits over the conventional planetary automatic.
The CVT uses a belt chain or torodial shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics. Its advantage comes from its simplicity. It consists of very few components；usually a rubber or metal-link belt；a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.
The transmission works by varying the distance between the face of the two main pulleys. The pulleys have V－shaped grooves in which the connecting the belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.
When actuated, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls of the pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs an discs and power- rollers
The "step less" nature of its design is CVT's biggest draw for automotive engineers .Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the equine’s operating curve to a corresponding point on its own operating curve.
The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having Offered CVT operations on their ranges.
The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and hydraulic losses in the system result in only slightly improved efficiency and acceleration over the conventional planetary automatic. Developing the control
strategy is costly too.
"Resent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT," says Bill Martin, managing director of transmission firm Zeroshift "Some carmakers have cancelled DCT projects because of the cost."
The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.
SO what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.
Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog engagement system.
Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog Boxes are unsuitable for road use as the large spaces between the drive lugs or 'dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.
Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of The two sets of dogs only capable of transmitting torque in one or other
opposing directions By controlling the engagement and disengagement of the two sets you can shift into the new gear before disengaging the previous gear," says Martin "The shift quality is smoother than a typical modern six-speed automatic luxury car"
The shift is instant and the torque is not interrupted. This philosophy is used for both up and down shifts.
"In conventional AMT there is an emissions spike during a shift due to the need to back off and reintroduce throttle, this is eliminated by going seamless," says Martin.” This also reduces fuel consumption. “
免费论文网友情提示：本网站所有内容为共享上传提供，不涉及任何商业利益，本站对此不承担任何保证责任！
Copyright © www.csmayi.cn Corporation, All Rights Reserved 共享时代 共享你我他 版权所有