汽车半主动悬架控制系统的分析与研究说明书论文
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姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 璁捐 锛堣 鏂囷級棰樼洰锛氭苯杞崐涓诲姩鎮 灦鎺 埗绯荤粺鐨勫垎鏋愪笌鐮旂 瀛敓濮撳悕锛氱 鏋瀛 鍙凤細 1210101030 涓 涓氾細杞締宸 鎵鍦 闄細鏈虹數宸瀛櫌 鎸囧 鏁欏笀锛氬崲鍐涢攱 鑱 绉帮細鍓暀鎺 鍙戜换鍔功鏃湡锛015骞2鏈0鏃浠诲姟涔鍐欒 姹 1锛庢瘯涓氳璁紙璁烘枃锛変换鍔功鐢辨寚瀵兼暀甯堟牴鎹悇璇鹃鐨勫叿浣撴儏鍐靛鍐欙紝缁忓鐢熸墍鍦 涓氱 锛 櫌锛 瀵 瀛 鐢熸 浠诲姟涔 鍦 瘯 涓氳璁紙璁烘枃锛 濮 涓 骞 缁欏 鐢2锛换鍔功鍐 鐢currency1 “鏁fi功鍐欙紝涓fl 変功鍐欙”鏁欏姟粺涓璁捐 鐨數瀛枃 紙鍙 鏁欏姟 涓 锛帮紝 枃 鍙 浣 紝 1.5 紝 鎵撳 鍦 涓 3锛换鍔功鍐鍐 鍐 锛 诲瀛敓姣璁捐 锛堣 鏂囷級 鐨 儏鍐 涓 紝 鍙 锛 墍鍦 涓氬 绯 紙闄 級涓荤 棰 壒鍚庢柟鍙噸鏂板鍐欍4锛换鍔功鍐鍏斥滃 闄濄佲滀 涓氣濈瓑鍚嶇 鐨勫鍐欙紝搴啓涓 枃鍏 锛屼笉鑳藉啓鏁板瓧浠爜 傚 鐢熺 鈥滃 鍙封濊鍐欏叏鍙凤紝涓 兘鍙 啓鏈鍚浣嶆垨 1浣嶆暟瀛椼5锛换鍔功鍐呪滀富佸弬鑰冩枃鐚 濈 啓锛 鎸夌収 婇噾闄 鎶瀛櫌鏈 姣 璁捐 锛堣 鏂囷級鎾板啓瑙勮寖 嬬 涔啓 6锛庢鍏冲勾鏈堟棩绛棩鏈熺 啓锛 撴”鐓 浗鏍嘒B/T 7408鈥4 婃暟鎹 厓鍜屼氦鎹忋佷俊鎭 氦鎹 棩鏈熷鏃堕棿琛娉曘 氱 锛屼竴寰嬬敤闃挎媺浼暟瀛椾功鍐欍傚 鈥 002骞 鏈 鏃濇垨鈥 002-04-02鈥濄姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 1锛庢湰姣璁捐 锛堣 鏂囷級璇鹃搴旇揪鍒扮 鐩 锛 閫氳繃鏈 姣璁烘枃 瀛敓鑳藉鍒敤鎺 埗鐞嗚 瀵规苯杞崐涓诲姩鎮灦涜鍒瀽涓庣爺绌讹紝鍏剁洰鐨勫湪 庡煿鍏诲 鐢熺患鍚堝垎鏋愬瑙喅鐩稿叧闂 鐨嫭绔 浣滆兘鍔 鎷撳 鍜 鐢熺 锛 煿鍏诲 鐢熸 鐢 鏈 鏂 藉 璁捐 鎵 锛 琛 暟鎹鐞 啓鎶鏈枃浠剁瓑鏂 鐨勫浣滆兘鍔 浣 鐢熷 宸 佸 ,宸 浣 傚鏃 琛 爺绌currency1 鍚“闄 鍚敓 fifl 宸 鍜 鏈 涔 宸 鏂规 2锛庢湰姣璁捐 锛堣 鏂囷級璇鹃浠诲姟鐨勫 锛堝鎷 濮暟鎹 鏈 姹 ”佸浣滆 姹瓑锛細浠嬬璇鹃 鐨爺绌 佸 鍙讹紝瀵规苯杞崐涓诲姩鎮灦涜 鍔瀛 嬬 虹 锛 姣旂洰鍓嶇 鎺 埗鏂规锛 烘鍒柟 紝骞 绔鍒 锛 琛 崐涓诲姩鎮 灦绯荤粺鐨 鍒 鏂 姹爺绌 规 紝 锛 浣 冲 瘯涓氳 鏂 枃 紝鍙欒 锛揪鍒板绉櫌鏍湰绉 瘯涓氱 傚叿 烘湰 锛氬 鍏 璁 鏈竴鍙帮紝鐩稿叧鏂浠庢 湡鍒 姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 3锛庡 鏈瘯涓氳璁紙璁烘枃锛 棰 鏋 鎷 琛 佸 瓑 細鎸湡 涓 鍚 噾闄 鎶瀛櫌璁烘枃瑙勮寖鐨 瘯涓氳 璁紙姣璁烘枃锛 .5涓囧瓧浠 锛堝闄鍏 鍒瀽鏁锛 琛 級锛兘璇 璇 鐮旂 濊 锛涜兘鏈夌粨鏋勫畬鏁 紝鍚堢悊鍙 潬鐨 鏈 柟 鑳芥鐩稿 鐨勮 璁 鏄庯紝 剧 鍜 鏈 弬鏁拌 鏄庯紝 骞 皢楠瘉缁撴灉鍦 枃涓 垪恒4锛富佸弬鑰冩枃鐚細 1 鍏氬疂 杞締婁富鍔 偓鏋剁 缁熺 妯 硦 PID鎺埗鍙婁 焄J. 鏃犻敗鍟嗕鑱屼鎶鏈 闄fl 鎶 2015(06) 2 枃鍏 姹借 婁富鍔 偓鏋剁 缁熺 楂樼簿搴 绯婃鍒禰J. 庡寳绉 瀛櫌瀛姤. 2011(01) 3 鍒橀,闄堝 杞締婁富鍔 偓鏋剁 缁 璁笌璇曢獙鐮旂 J. 涓婃捣姹借 . 2009(06) 4 磥. 杞締婁富鍔 偓鏋剁 缁熷 鍏鍒 鏈痆J. 庡競杞締. 2008(07) 5 庢捣娉 浣鏄 姹借 婁富鍔 偓鏋剁 缁熺 鐮旂鐜扮姸鍙婅秼鍔縖 J. 椾含姹借 .2007(03) 6 濮氬槈浼 钄紵涔 闄堝畞 . 姹借 婁富鍔 偓鏋剁 缁熷 曠姸鍐礫J. 姹借 宸. 2006(03) 7 鏈卞痉鍐 浠荤 骞 闄堝 傚 妯 硦鎺 埗婁富鍔 偓鏋剁 缁熺 鐮旂J. 鏈烘 鍒堕犱笌 姩 2004(01) 8 鐜. 姹借 婁富鍔 偓鏋剁 缁熺爺绌剁 鎶鏈 禰 J. 杈藉畞 佷氦閫氶珮绛変 绉“ 鏍 鎶 2004(04)9 鐢虫案鍐 璧垫案棣 鐢颁匠闆 涓绫诲惈鏃粸鐨勫崐涓诲姩鎮灦绯荤粺鐨勫姩鍔 鍒瀽 J. 鍔 瀛 姤 . 2013(05) 10 娈垫晱,鐜 簹 浠橀泤鍐 钂嬩笢 簬 AMESim/Simulink鐨 娴佸彉婁富鍔 偓鏋剁缁熸兘浠跨湡J. 杈藉畞宸 瀛 姤( 劧绉“ . 2012(02)11 閮濊帀绾 鐜 織鑵 闄堟椽 . 簬MatlabSimulink瀵崐涓诲姩鎮 灦鐨凢 uzzy-PID鎺埗浠跨湡鐮旂J. 娌冲寳宸 绉 . 2013(01) 12 鐜 ,钖 鍐 嬬帀鐜 滄檽 簬 GA浼寲鎺埗瑙勫垯鐨 苯杞富鍔 偓鏋绯奝ID鎺埗J. 鎸 姩涓庡啿 2012(22)13 娈佃檸鏄 冲嘲 ,璋,犲 鏂 涓fl钩搴爺绌剁患癧 J. 鎸 姩涓庡啿 2009(09) 14 犲 犲渚 閮敓 ,瑷惧 杞締婁富鍔 偓鏋剁 妯 硦鎺 埗涓 焄J. 鏈烘 璁捐 . 2008(09)15 濈杞 闄 緳 . 簬閬椾紶绠楁鐨 苯杞崐涓诲姩鎮 灦妯 硦鎺 埗鍣璁 J. 鍐滀鏈烘 瀛 姤 . 2006(09) 16 娼浗 鍒樼鏍 姹借 鎮灦鍙 暟浼寲鐨 渶浼 鍒柟娉昜 J. 鍐滀鏈烘 瀛 姤 .2005(11) 姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 5锛庢湰姣璁捐 锛堣 鏂囷級璇鹃宸 璁垝锛 2015.12.05-2016.01.15 畾閫 锛 鍐欏 棰 锛 寚瀵兼暀甯 鍙戜换鍔功锛 鐢熸 闃 棰樼鍏冲弬鑰冩枃鐚 鏂欙紝鎾板啓棰 姤 2016.01.16-2016.02.25愪氦棰 姤 佸 鏂囧弬鑰 鏂欏 璇 枃 瘯涓氳璁紙璁烘枃锛 绾 濮瘯涓氳璁璁烘枃 ) 2016.02.26-2016.04.15鍏 璁捐 爺绌柟 堝鏂 紝愪氦姣璁捐 锛堣 鏂囷級夌 锛 鍐 鏈熸 2016.04.16-2016.05.05 璁烘枃璁 鏄功 佸 绾 瓑 锛 瘯涓氳璁紙璁烘枃锛 畾 紝鎸囧 鑰佸笀 2016.05.06-2016.05.13愪氦姣璁捐 绾 鏂 锛 鐢熷 杈 璇 鏁欏笀璇 瀛敓姣璁捐 锛堣 鏂囷級 2016.05.13-2016.05.26鏍规瀛櫌缁 竴 锛 琛 瘯涓氳璁紙璁烘枃锛夌 杈 鎵鍦 涓氬 瑙細閫氳繃 細 2016 骞 1 鏈 22 鏃姣 涓 璁 璁紙璁 鏂囷級寮 棰 鎶 鍛 璁捐 锛堣 鏂囷級棰樼洰锛氭苯杞崐涓诲姩鎮 灦鎺 埗绯荤粺鐨勫垎鏋愪笌鐮旂 瀛敓濮撳悕锛氱 鏋瀛 鍙凤細 1210101030 涓 涓氾細杞締宸 鎵鍦 闄細鏈虹數宸瀛櫌 鎸囧 鏁欏笀锛氬崲鍐涢攱 鑱 绉帮細鍓暀鎺 2016 骞 1 鏈8 鏃 寮棰樻姤鍛婂鍐欒 姹 1锛庡紑棰樻姤鍛婏紙鍚 滄枃鐚 患杩扳濓級浣滀负姣曚笟璁捐 锛堣 鏂囷級绛旇京濮斿憳浼氬 瀛 敓绛旇京璧勬牸瀹煡鐨勪緷鎹潗鏂欎箣涓銆 鎶 斿 鎸囧 鏁欏笀鎸囧 涓 姣 曚笟璁捐 锛堣 鏂囷級宸 鍓 鍐 暀 鎵鍦涓氬 锛2锛庡紑棰樻姤鍛婂瀹currency1“荤fifl 宸 鏁欏”粺涓璁捐 鐨”數瀛枃 牸寮 帮 鎵撳鍦瀹涓婂鍓 锛 斿 鏃 暀 3锛 滄枃鐚患杩扳 鎸 鏂 灦 枃锛 锛 鎵撳锛 鏈 紑棰樻 姤鍛 涓 洰鍐 瀛敓鍐枃鐚 患杩 鍙 枃鐚 涓 5囷紙涓 鍐 級锛4锛 鏈 绛 鏈 锛 B/T 7408 4銆 暟鎹 厓鍜屼鎹牸寮忋佷俊鎭 鎹鏈 拰鏃堕棿琛娉曘嬭瀹氱 瑕眰锛屼竴寰嬬闃挎媺浼暟瀛椾功鍐欍傚 004骞 鏈 6鏃濇 004-04-26 濄5銆 紑棰樻姤鍛婏紙鏂 尞 艰堪锛 瓧浣撹 鎸 畫浣撱 皬鍥涘彿 锛岃闂磋窛 1.5鍊嶃姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 1锛庣粨鍚 瘯涓氳璁紙璁烘枃锛 棰樻儏鍐碉 规嵁鎵槄鐨勬枃鐚祫鏂欙 姣忎汉鎾板 涓 000瀛楀乏鍙崇 鏂 尞 艰堪锛閫夐 鐨”洰鐨勫拰鎰忎箟锛 杞偓鏋舵槸姹借溅鐨勮溅鏋 笌杞 栬溅杞 箣闂 涓鍒囦紶鍔涜繛鎺 鎬荤 锛屾偓鏋剁 涓昏 浣滅鏄紶閫掍 杞疆鍜岃溅韬箣闂 涓鍒囧姏鍜姏鐭 姣斿 鏀拺鍔涖 埗鍔姏鍜岄鍔姏绛夛 骞 笖缂撳拰 变笉骞宠矾闈 紶 欒溅韬 鍐插嚮杞借嵎銆佽“敱姝紩璧风 鎸 姩銆佷 佷 鍛樼 拰杞締鏈 鐨勫姩杞借嵎銆傚 嬬 姹借溅鎮 鎬 厓 囧 鏈烘绛 杩欎 垎鍒 璧风 鍐 鍜姏鐨勪紶閫掍 鏁偓鎸傚 烘寮currency1鍜 鎸 锛屼涓 “诲鐨勬偓鎸 鏈烘 宸 fifl 杩欎 鏄 偓鎸 宸 鐨勬 鎹 粨鏋勪笉鍚 鍒负闈”偓鏋拰 鎮 灦涓 銆浼粺姹借溅鐨勮鍔 偓鏋 忎笉崇鍦苯杞 姹 鏈棰樻槸 洰鍓 琛 鍔 偓鏋 琛垎鏋愪笌鎺 埗璁捐 锛岃 璁 鍔 偓鏋舵 鍒 鍙 浣 崐涓诲姩涓诲姩鎮 灦鏈 闄 杞 鎸 姩鍔 锛 疆庡姩鍙 鍜岃疆庡姩杞借嵎锛屾 鏄 勬苯杞 琛岄骞 鎬拰 鎬 浣挎偓鏋fi 鍦板 鎸 浣滅锛屼笌浼粺鐨” 姣 涓 鍒荤 鎬瑕眰銆傚姝 璁 杞締鏈 杩樻槸 憳 鎰忎箟銆鏈 姣曚笟璁捐棰樼洰鐨勫 庨氳繃瀹為檯 杩涜 规偓鏋剁 爺绌讹 鍒濇鎺屾彙鍒璁畻鏈 緟鍔璁偓鏋剁 鏂规硶銆傚 姹借溅鎮 灦绯荤粺鐨勫 灞曟鍐靛 悇绉 鍒剁悊璁烘柟娉曞 杞締绌烘皵鎮 灦鎺 埗涓 旂杩涜璋爺锛熼壌宸 鐨勮溅 崐涓诲姩鎮 灦鏁板 妯鍜姩鍔涘 鏂锛 姝熀纭涓婅 璁 鍒 锛岃姹 鍒 宸 骞 currency1崐涓诲姩鎮 灦鍒氬 杩涜鑷 姩璋冭妭 傚 涓 “璺 喌 涓 “杞燂 鍐 笌琚 姩 鎮 灦鍋氬 姣 庤緱 姹借溅 鎬 拰 搷銆傚 鍐 鐮旂鐜姸锛 鍥藉 逛簬鍔 偓鏋剁 鐮旂寮濮嬬 姣旇緝鏃 腑 搷鐨勬 Thompson,Langlois绛変汉锛屼粬 瑕槸 currency1崐涓诲姩鎮 灦绯荤粺鐨勬 鍒剁瓥鐣 鍙婂彴鏋瘯楠岃 琛爺绌 編鍥藉姞宸炲瀛 D.A.Crosby鍜孌.C.Karnopp绛変汉锛屼簬1973骞撮 娆彁轰簡鍔 偓鏋剁 姒傚康锛孡 .Palkovics绛変汉 旂Sky-hook Control( 鎺 埗)銆乼he Optimal Control(鏈浼樻 鍒 銆乭 e Variable Structure Robust Control(氬彉 粨鏋勯瞾妫掓 鍒 currency1崐涓诲姩鎮 灦杩涜 鎺 埗锛 鍒 瀽嗙 椴 鎬 逛 绉 笉鍚屾 鍒剁瓥鐣 浼樼己鐐硅 琛屼簡姣旇緝銆侺ane.R.Miller鍜孌ouglas.E.Ivers绛 缓嬩簡岃嚜 1/4姹借溅鎮 灦妯锛屼粬 皢绨 浇璐 鍔 銆偓鏋姩鎸犲 鍜岃溅杞 姩杞借嵎浣滀负 勪环鍔 偓鏋剁 鎬 鎸囨 锛 currency1杩涜 疄楠 閫氳繃 硅瘯楠粨鏋滀 鍙豢鐪 粨鏋滅 姣旇緝楠岃瘉 墍寤虹鐨勪簩鑷 敱 /4鎮 灦妯鐨勫 闈犳 拰鍙 鎬 鍥藉 逛簬鍔 偓鏋剁 鐮旂寮濮嬩簬80骞翠唬涓 锛爺绌剁 偣涓昏闆腑鍦洓鏂潰 :鎺埗绛栫暐鐨”爺绌 鍔 偓鏋 笌 曠洏瀛愮 闆 垚鐮旂;鍙灦 曢獙鍙婂疄杞瘯楠 鐮旂;鎮 灦鍙 暟闈嚎鎬拰涓 瀹氭爺绌 傚厷瀹濊嫳绛 璁簡涓绉 緭弽棣 绯 粦妯 鍒 锛 氱婵鍔变俊鍙 鍙 鍔 偓鏋剁 杩涜 鍒 瀽 ; 娉 浣曞 鏄庣 鍦爺绌舵苯杞崐涓诲姩鎮 灦绯荤粺鏃紩 簡 鑷 傚 PID鎺埗锛 鍒剁粨鏋滀笌琚 姩鎮 灦杩涜 垎鏋 鐜”绛 浼畻娉曠 寮 鏁板 姹借溅鍔 偓鏋剁 琛屼豢鐪 垎鏋 琛 椾紶 硶鍙寰 鐨勬 勮溅嗙 骞 鎬 鍒 鑷 傚 妯鎺 埗鏂规硶閫氳繃璋 闃诲鍊 鏀currency1彉闃诲鍔涘疄鐜簡 currency1崐涓诲姩鎮 灦绯荤粺鐨勬 鍒讹 勬偓鏋剁 鎸 姩 规 璐杞剁 鍒棰currency1鍔犳鎺 埗 “ 彉鍔 偓鏋剁 琛屾 鍒讹 骞皢 涓庣嚎鎬簩娆浼樻 鍒 琛屾 鐮旂 琛 锛鍙fi 鎺 埗鍙 閫 fl鍚 悊鏃讹 棰currency1鍔犳鏈浼樻 鍒剁 鎺埗鏁 鏄 浼簬挎簩娆鏈浼樻 鍒 鍙 枃鐚細 1 氬 杞締鍔 偓鏋剁 妯PID鎺埗鍙豢鐪J. 鏃 笟鑱屼笟鎶鏈 闄 鎶 2015(06) 2 枃 姹借溅鍔 偓鏋剁 ”樼 绯 鍒J. 庡绉 瀛櫌瀛姤. 2011(01) 3 鍒 ,闄 瀹 杞締鍔 偓鏋剁 璁笌 曢獙鐮旂 J. 涓 姹借溅. 2009(06)4 . 杞締鍔 偓鏋剁 舵 鍒舵鏈J. 庡杞締. 2008(07) 5 娉 浣曞 鏄 姹借溅鍔 偓鏋剁 鐮旂鐜姸鍙婅鍔 J. 椾姹借溅. 2007(03) 6 濮氬 浼 闄 . 姹借溅鍔 偓鏋剁 灞曠姸鍐J. 姹借溅宸. 2006(03) 7 鏈 鍐 荤 骞 闄 缓 鑷 傚 妯鎺 埗鍔 偓鏋剁 鐮旂J. 鏈烘 鍒堕笌鑷 姩 2004(01) 8 鐜”. 姹借溅鍔 偓鏋剁 爺绌剁 鎶鏈 J. 藉 鐪佷閫 绛変绉 鎶 2004(04) 9 鍐 璧 棣 闆 涓诲 鏃舵 鐨勫崐涓诲姩鎮 灦绯荤粺鐨勫姩鍔涘 鍒 瀽 J. 鍔涘瀛姤. 2013(05) 10 ,鐜 鍐 嬩 轰簬 AMESim/Simulink鐨” “彉鍔 偓鏋剁 J. 藉 宸 笟瀛姤(鑷 绉 . 2012(02)11 濊 鐜 闄 . 轰簬MatlabSimulink currency1崐涓诲姩鎮 灦鐨 uzzy-PID鎺埗 鐮旂J. 宸 笟绉 . 2013(01) 12 鐜 , 涘溅鍐 瀹嬬 鐜 滄 轰簬GA浼 鎺埗 勫鐨勬苯杞鍔 偓鏋舵绯ID鎺埗J. 鎸 姩涓庡 2012(22) 13 鏄 鐭 ,璋 ,寮犲紑鏂 璺 潰涓 爺绌剁患杩 J. 鎸 姩涓庡 2009(09) 14 寮犲 寮犲 敓 , 杞締鍔 偓鏋剁 妯鎺 埗涓 豢鐪J. 鏈烘 璁捐 . 2008(09) 15 璐杞 闄 . 轰簬 椾紶 硶鐨勬苯杞崐涓诲姩鎮灦妯鎺 埗璁 J. 鍐滀笟鏈烘 瀛姤 . 2006(09) 16 寤 鍒樼尞 姹借溅鎮 灦鍙 暟浼 鐨勬浼樻 鍒舵柟娉 J. 鍐滀笟鏈烘 瀛姤 . 2005(11) 姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 2锛 瑕佺爺绌舵 喅鐨勯棶棰 拰熼噰 鐮旂鎵”锛斿緞锛夛細 鏈 棰樿鐮旂 栬 鍐崇 闂 鏈 枃 嬬鍔 偓鏋剁 鍙睍鍘 彶鍜 锛涗粙崐涓诲姩鎮 灦鐨”粨鏋勶 规苯杞偓鏋剁 鍙睍姒傚喌鍙婂鍚”鎺 埗鐞嗚 鏂规硶鍦溅嗙fl旀偓鏋舵 鍒 腑鐨勫 琛岃皟鐮 鍊熼壌宸 鐨勮溅 崐涓诲姩鎮 灦鏁板 妯鍜姩鍔涘 鏂锛 姝熀纭涓婅 璁 鍒 锛岃姹 鍒 宸 骞 currency1崐涓诲姩鎮 灦鍒氬 杩涜鑷 姩璋冭妭 傚 涓 “璺 喌 涓 “杞燂 鍐 笌琚 姩 鎮 灦鍋氬 姣 庤緱 姹借溅 鎬 拰 搷銆 鐨”爺绌舵 碉紙1锛 仛 悊璁熀纭鏂潰鐨勫噯囷 濡俶atlab杞 欢銆锛锛 煡闃 充功 拰璁烘枃锛 犲叧庤 棰 鐮旂鏂规硶銆锛锛 埗瀹氬嚭“洰棰勫 鍜爺绌舵 楠 瀹炴柦銆锛锛 姞寮轰笌鎸囧 鑰 笀鍜屼涓氫汉鍛樼 锛屾帰璁 鍐亣鍒 鐤戦毦闂 銆姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 鎸囧 鏁欏笀鎰 锛1锛庡 滄枃鐚患杩扳 勮 锛 鏂 尞 艰堪烘 绗悎姣曚笟璁烘枃 鐮旂鐨勬柟鍚戯 涓墍瀛涓氳仈绯绘 嗐傚 槄 稿叧璧勬枡鍚庤 琛屼簡鎬荤粨锛熀鏈 鍚 枃鐚 患杩 偣涓庤姹傘 2锛庡 鏈 棰樼 娣 銆 箍 宸 鎰 鍜 璁捐锛堣 鏂囷級 鐨勯“ 細 鏈 棰樻繁 箍 備腑锛伐浣滈 绗悎姣曚笟璁烘枃瑕眰锛涚 杩囪 鐪 厖鍒嗙 宸 锛 撹 鏈 瘯涓氳鏂囧伐浣溿 3.鏄 惁鍚屾 寮棰橈細鈭鍚屾 鈻涓 “鎰鎸囧 鏁欏笀锛 2016 骞 03 鏈 07 鏃鎵鍦涓氬 細鍚屾 璐 矗猴細 2016 骞 04 鏈 07 鏃毕 业 设 计（论 文）外 文 参 考 资 料 及 译 文译文题目： Parameters optimum matching of pure electric vehicle dual-mode coupling drive system纯电动汽车的双模式耦合驱动系统的参数优化匹配学生姓名： 童林 学 号： 1210101030 专 业： 车辆工程 所在学院： 机电工程学院 指导教师： 卢军锋 职 称： 副教授 2016 年 3 月 3 日Parameters optimum matching of pure electric vehicle dual-mode coupling drive system1 IntroductionAccording to the sources of wheels driving torque, the drive modes of pure electric vehicles can be divided into the centralized drive and the distributed drive. The technology of the centralized drive is relatively mature, but the driving force is approximately averagely distributed to the left and right half shafts by the differential; the driving torque of individual wheels in most vehicles cannot be adjusted independently. It is difficult to carry out vehicle kinematics and dynamics control without installing other sensors and control mechanisms . The technology of the distributed drive is emerging in recent years. Because most of the mechanical parts between the wheels and the motors are replaced, the distributed drive system has the advantages of compact structure and high transmission efficiency . Also, the precise torque responses of the motors can enhance the existing vehicle control systems, for example, antilock brake system (ABS), traction control system (TCS), electronic stability control (ESC), and other advanced vehicle motion/stability control systems. Based on the above advantages, the distributed drive becomes an important development direction of electric drive technology.The distributed drive system has many advantages compared with the centralized drive system in the structure and control, but there are some serious deficiencies. Because multi-speed transmissions are difficult to match in the existing distributed drive systems, the vehicle dynamics is completely determined by the drive motors. On the one hand, it is difficult to balance the multiple needs of climbing, acceleration, and high speed. On the other hand, during the sudden acceleration of the vehicle or while climbing a steep slope, the phenomena of motor overheating and self-protection are likely to occur, which will threaten the traffic safety. Also, because the torque automatic balancing distribution mechanism, such as a differential, is removed between the coaxial drive wheels of a distributed driving electric vehicle, the obtained driving torque of each wheel is entirely determined by the corresponding drive system. To ensure the vehicle running in accordance with an expected trajectory, the output torque of each drive system must be dynamically controlled in accordance with a complex control strategy. To ensure that the vehicle is traveling straight, the rotation speed and the total driving torque of the motors on both sides of the vehicle must be approximately equal. So, in most of the vehicle traveling conditions, the motors are working in the same low-efficiency region, which will affect the actual driving efficiency of the distributed drive electric vehicle. Also, as a large-scale system with multi-components, some parts are not mature enough and failure may occur in various forms. Together with the change in the operating environment, many types of failure phenomenon may occur in the distributed drive systems. Once all of the drive systems at left or right side of the distributed drive electric vehicle are failure in strong driving process, the vehicle will be transient instability with the function of additional yaw moment produced by the single side driving. At that time, the driving torque of the normal working drive systems must be quickly reduced and sometimes a braking force compensation control also needs to be carried out to keep the vehicle restore stable running. Due to the fact that the distributed drive electric vehicle lacks torque self-balancing mechanism between the coaxial drive wheels, any unstructured control measures will be unable to make the vehicle come back to high-speed stable running. Therefore, to ensure the vehicle reliability, the centralized drive systems are widely used rather than the distributed drive systems.From the above analysis, we can find that the distributed drive system still have some structural defects, which cannot be solved by itself. Although the mechanical structure is simplified, its actual drive efficiency is not necessarily much higher than that of a centralized drive system equipped with a multi-speed transmission. Besides, one or two sets of drive system failures will cause abnormal driving of the distributed drive electric vehicle, which makes the vehicle reliability and safety greatly reduce and seriously hampers the development of such kind of vehicles. In a word, for a distributed drive electric vehicle, the effective solutions to resolve the problems of improving the driving efficiency and keeping high-speed stable running during all of the unilateral drive systems failure need to be proposed urgently.To fundamentally solve all of the above problems, we intend to develop a two motors dual-mode coupling drive system, which not only has the capacity of two-speed gear shifting, but also can automatically switch between the distributed drive and the centralized drive by means of mode change control. With the above functions, the problem of abnormal running caused by the fault of unilateral distributed drive systems is expected to be resolved by replacing the drive mode with the centralized drive; the performance requirements to drive motors and the control strength also can be reduced. Although the initial principle structure and the control logic has been proposed several years ago, the torque transmission characteristics analyses and simulation verification also have been done, further studies on the configuration design of the mode switching mechanism and the selection of the technical parameters, which are the prerequisite to carry out in-depth theoretical studies and prototype trial are lacking.Based on the preliminary research, the specific configuration of the dual-mode coupling drive system and its mode switching mechanism has been developed in this paper at first. Then, to verify the actual performance of the drive system, by selecting specific target vehicles and driving conditions and based on the principle of efficiency optimization, the parameters optimum matching of the drive system has been performed, the torque distribution strategy of the drive motors and the optimization selection methods of the drive modes between the centralized drive and the distributed drive have been discussed. At last, the economic simulation comparison of a pure electric vehicle installation with a dual-mode coupling drive system, a single-motor centralized drive system, or a dual-motor distributed drive system has been completed, which proves the superiority of the dual-mode coupling drive system. It laid the foundation for the application of the new type of drive system.2 System configuration designTwo motors are arranged opposite each other. The driving torque is transmitted to the wheels, which passed through a transmission and two axles. The mode switching mechanism driven by two miniature motors is mounted on the transmission. This unique drive system can effectively resolve the problem of space layout and reduce the difficulty of version change. The motors and the transmission are fixed in the vehicle body to avoid the deficiencies of in-wheel motor drive .The first-class driving gears are fixed in the shell of the transmission by several bearings and joined to the motors shafts based on two shift sleeves. A symmetric planetary gear differential is taken as the core institution of the change mode device. The second-class driving gears are, respectively, connected to the differential half shafts by splines. The transmission ratio of the central reducer is bigger than that of the reducers on both sides. Two shift forks are used to drive the shift sleeve to implement mode switching. The worm deceleration system of gear select device is driven by the select motor, which drives the shift shaft to move up and down to select the target drive modes. The worm gear deceleration system of the shift device is driven by the shift motor. The shift fork is toggled by the finger fixed on the reduction gear shaft to slide left or right to carry out mode switching. When the vehicle needs to run at high-speed or on slippery roads, both of the motors need to be connected to the neighboring side reducers. At that time, because the constraints of the middle reducer have been canceled, the passing torque on both sides of the transmission is not affected by the movement of the differential; the driving torque on both wheels is entirely determined by the output torque of the driving motors. So, the drive mode of the vehicle will become the distributed drive, and it facilitates application of the dynamics stability control. When one of the motors fails, the drive mode of the coaxial on the opposite side of the drive system might be automatically changed into the centralized drive , which will avoid the drawbacks of the distributed drive system that may exhibit abnormal driving caused by one of the motors accidental faults. Also, when the vehicle is running in the situation of low speed and small load, make one of the motors get connected to the middle reducer, and the drive mode will become the single-motor centralized drive. When the load is increased and the vehicle needs high acceleration or climbing ability, make both of the motors get connected to the middlereducer, and the drive mode will become the two-motor joint centralized drive. Similar to a hybrid vehicle, the main motor provides most of the driving force, the vice motor might be adaptively adjusted to respond to the rest of the demand torque according to the driver intention and the driving conditions.Because different drive modes can be selected according to different conditions and the torque output of the motors can be under dynamic control, the vehicle economy and stability can be improved. With a two-speed transmission equivalently equipped, the demands of motor dynamic properties can be effectively reduced and the vehicles dynamic performance can be significantly increased. So, the dual-mode coupling drive system is more flexible and reliable than any other drive system.3 ConclusionA dual-mode coupling drive system for electric vehicle has been developed, which not only has the capacity of two-speed gear shifting, but also can automatic switch between the distributed drive and the centralized drive by means of modes change control. So, the performance requirements to drive motors can be reduced, and the problem of abnormal running caused by the fault of unilateral distributed drive systems also can be resolved by replacing the distributed drive with the centralized drive.According to the vehicle dynamic requirements, the technical parameters of the drive system include the motors, the transmission and the battery pack have been selected under the principle of dynamic optimization. Compared with the distributed drive or the centralized drive, the dual-mode coupling drive can substantially increase the maximum speed, the ability of climbing and acceleration of the vehicle. Under the principle of economy optimization in the city driving cycle, the parameters optimum matching has been carried out based on genetic algorithm, and the economy comparison of a pure electric vehicle with different drive modes in the simulation conditions has been completed. By optimization, the driving range of the two- motor dual-mode coupling drive electric vehicle in case of normal use is improved by 7.15%. Compared with a centralized drive electric vehicle equipped with an equal power motor and two-speed transmission, the driving range of the dual-mode coupling drive electric vehicle is increased by 9.79%. Compared with a distributed drive electric vehicle equipped with two equal-power motors and fixed ratio reducer, the driving range of the dual-mode coupling drive electric vehicle is increased by 9.33%. It proves that the two-motor dual-mode coupling drive system presents betterefficiency and has application value.纯电动汽车的双模式耦合驱动系统的参数优化匹配1 介绍根据车轮驱动转矩的来源,纯电动汽车的驱动方式可分为集中式和分布式驱动。集中驱动的技术相对成熟,大多数的车辆通过差速器把驱动力平均分配给左右半轴，大多数车辆的单个车轮的驱动转矩不能独立调整。并且在没有安装其他传感器和控制机制的情况下很难进行车辆运动和动力控制。分布式驱动的技术是近年新起的。因为车轮之间的大多数机械零件和动力被代替,分布式驱动系统具有结构紧凑,传动效率高。同时,电机精确的转矩响应可以提高现有车辆控制系统,例如,防抱死制动系统(ABS),牵引力控制系统(TCS),电子稳定控制(ESC),和其他先进车辆运动稳定控制系统。基于上述优点,分布式驱动成为电力驱动技术的一个重要发展方向。分布式驱动系统相比集中驱动系统的结构和控制有许多优点,但也有一些严重的缺陷。因为多级传输难以匹配现有的分布式驱动系统中,车辆动力是完全发动机动力。一方面,很难在爬坡，加速度和高速度。另一方面,在汽车的突然加速或爬陡坡时,电机过热和自我保护的现象有可能发生,这将威胁到交通安全。因为转矩自动平衡分布系统,分布式驱动电动汽车的取消同轴差速器,从而每轮的驱动转矩是相应的驱动系统决定的。确保车辆按照预期运行轨迹运行,每个驱动系统依照一个复杂的控制策略动态的控制每个车轮的输出转矩。为了确保车辆直线行驶,各车轮的转速和传动转矩必须大致相等。所以,在车辆在大多数的行驶条件下,发动机在相同低效工作区域工作,这将影响到实际驾驶时分布式驱动电动汽车的效率。作为一个有多种结构的大规模的系统,有些结构不够成熟，失效可能发生在多个组成
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