在汽车中一个电涡流缓速器的设计与应用毕业课程设计外文文献翻译、外文翻译、中英文翻译.doc
在汽车中一个电涡流缓速器的设计与应用毕业课程设计外文文献翻译、外文翻译、中英文翻译
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在汽车中一个电涡流缓速器的设计与应用毕业课程设计外文文献翻译、外文翻译、中英文翻译,汽车,一个,涡流,缓速器,设计,应用,利用,运用,毕业,课程设计,外文,文献,翻译,中英文
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原文DESIGNANDUSEOFANEDDYCURRENTRETARDERINANAUTOMOBILECYLIU,KJJIANGANDYZHANGSCHOOLOFAUTOMOBILEENGINEERING,JIANGSUTEACHERSUNIVERSITYOFTECHNOLOGY,CHANGZHOU213001,CHINARECEIVED21JANUARY2010REVISED13DECEMBER2010ABSTRACTINTHISSTUDY,THESTRUCTUREANDWORKINGPRINCIPLESOFANEDDYCURRENTRETARDERACTINGASANAUXILIARYBRAKESETISINTRODUCEDINDETAILBASEDONTHEPRINCIPLEOFENERGYCONSERVATION,AMATHEMATICALMODELWASDEVELOPEDTODESIGNARETARDERWHOSENOMINALBRAKETORQUEIS1,900NMACCORDINGTOTHECHARACTERISTICSOFTHEEDDYCURRENTRETARDER,ANEXCLUSIVETESTBEDWASDEVELOPEDANDUSEDFORBRAKEPERFORMANCEMEASUREMENTSTHEMAINTECHNICALPARAMETERS,SUCHASTHEBRAKECHARACTERISTICS,TEMPERATURECHARACTERISTICSANDPOWERCONSUMPTION,WEREMEASUREDWITHTHETESTBEDTHETESTDATASHOWTHATTHEBRAKETORQUEOFTHEEDDYCURRENTRETARDEROBVIOUSLYDECREASEDINTHECONTINUOUSBRAKINGSTAGEANDTHATTHEREISACERTAINAMOUNTOFBRAKETORQUEINTHENORMALDRIVINGSTATEBECAUSEOFTHEREMNANTMAGNETISMOFTHEROTORPLATETHEMATHEMATICALMODELCOULDBEUSEDTODESIGNANEDDYCURRENTRETARDERTHEEXCLUSIVETESTBEDCOULDBEUSEDFOROPTIMIZATIONOFANEDDYCURRENTRETARDERASWELLASFORRITISONLYUSEDASACOMPLEMENTTOTHEMAINBRAKESYSTEMAFTERANEDDYCURRENTRETARDERISINSTALLEDINANAUTOMOBILE,THEFREQUENCYOFMAINBRAKESYSTEMUSEDECREASES,SOTHELIFEOFTHEBRAKESISEXTENDEDBECAUSEMOSTOFBRAKELOADISTAKENONBYTHEEDDYCURRENTRETARDER,THETEMPERATURERISEINTHEBRAKEDISCORDRUMISREDUCED,ANDTHEBRAKINGEFFICIENCYOFTHEMAINBRAKESYSTEMISIMPROVEDTHEREFORE,THESAFETYOFTHEAUTOMOBILEISALSOENHANCEDBECAUSETHEMAINBRAKESYSTEMGETSUSEDRARELY,THEBRAKENOISEANDDUSTCANALSOBEREDUCED,SOTHISSYSTEMBENEFITSTHEENVIRONMENTCURRENTLY,INHEAVYAUTOMOBILESANDLARGESCALEPASSENGERCARS,THEEDDYCURRENTRETARDERHASASTANDARDCONFIGURATIONHOWEVER,THEDESIGNTECHNOLOGYOFEDDYCURRENTRETARDERSNEEDSTOBEPERFECTEDANDDEVELOPEDFURTHER2ANALYSISMODEL21STRUCTUREANDWORKINGPRINCIPLEANEDDYCURRENTRETARDERISMADEUPOFEIGHTCORES,ANAIRGAP,COILSANDROTORPLATES,ASSHOWNINFIGURE1ACOILISINSTALLEDONTHECYLINDRICALSURFACEOFACORETHECOILCREATESTHEWINDINGSTHEREISANEVENNUMBEROFWINDINGS,ANDTHEYAREDISTRIBUTEDEQUALLYAROUNDTHECIRCUMFERENCEOFTHECOREWHENTHEWINDINGSOFTHEEDDYCURRENTRETARDERAREELECTRIFIED,THEKINETICORPOTENTIALENERGYOFTHEAUTOMOBILECANBETRANSFORMEDINTOTHERMALENERGYANDDISSIPATEDINTOTHEATMOSPHEREBYAWINDTUNNELCASTINTHEROTORPLATE,ACCORDINGTOTHEELECTROMAGNETICPRINCIPLE3TESTINGANDANALYSIS31TESTBEDSTRUCTUREANDOPERATIONTHEDEVELOPEDTESTBEDWASMADEUPOFAFREQUENCYCONVERSIONDCMOTOR,ARAISINGGEARBOX,ANADJUSTABLEINERTIAFLYWHEELGROUP,ASPEEDREGULATINGDEVICE,ANDASERIESOFSENSORS,SUCHASATEMPERATURESENSORANDACURRENTSENSORTHEPRINCIPLEDIAGRAMOFTHETESTBEDISSHOWNINFIGURE4ADCMOTORWASUSEDFORDRIVINGTHERAISINGGEARBOXTHEEDDYCURRENTRETARDERWASCONNECTEDWITHTHETRANSMISSIONSHAFTWHENANAUTOMOBILEISINANORMALDRIVINGSTATE,ITSKINETICENERGYISEQUIVALENTTOTHEKINETICENERGYOFTHERAISINGGEARBOXANDTHEADJUSTABLEINERTIAFLYWHEELGROUP,SOTHEDEVELOPEDTESTBEDCOULDMODELANAUTOMOBILEUNDERDIFFERENTLOADSTHREETEMPERATURESENSORSWEREUSEDFORMEASURINGTHETEMPERATURERISEOFTHETWOROTORPLATESANDTHEWINDINGSTHETORQUEANDSPEEDSENSORWASUSEDFORMEASURINGTHEBRAKETORQUEGENERATEDINTHEBRAKINGPROCESSANDTHEROTATIONALSPEEDOFTHEMAINSHAFTTHEEXCITATIONVOLTAGEANDEXCITATIONCURRENTWASFIGURE3DESIGNEXAMPLEOFANEDDYCURRENTRETARDERTABLE1CALCULATEDVALUESOFTHEBRAKECHARACTERISTICSFORTHEEDDYCURRENTRETARDERCHARACTERISTICSROTATIONALSPEEDR/MIN20040060080010001200BRAKETORQUENM95614681515152915261506BRAKEPOWERKW201616954128416021935FIGURE4PRINCIPLEDIAGRAMOFTHETESTBED。614CYLIU,KJJIANGANDYZHANGMEASUREDINORDERTOSTUDYTHEEXCITATIONPOWERANDTHEPOWERCONSUMPTIONCHARACTERISTICSOFTHEEDDYCURRENTRETARDERFANSWEREUSEDTOSIMULATETHEWINDSPEEDINTHEPROCESSOFRUNNING,ANDTHEYALSOMADEITPOSSIBLETOSIMULATETHEACTUALTHERMALCONDITIONSOFTHEEDDYCURRENTRETARDERANDCOULDBEUSEDTOCOOLTHEEDDYCURRENTRETARDERRAPIDLYTESTDATAWERECOLLECTEDBYTHECOMPUTERCENTRALIZEDCONTROLTHETESTBEDISSHOWNINFIGURE5THETESTBEDOPERATIONPROCESSWASASFOLLOWSFIRST,THEDCMOTORWASSTARTEDTODRAGTHEMAINSHAFTUPTOTHEINTENDEDROTATIONALSPEEDTHEMOMENTOFINERTIAOFTHEFLYWHEELGROUPWASUSEDTOSIMULATETHEEQUIVALENTKINETICENERGYOFRUNNINGANAUTOMOBILEASANENERGYINPUTOFTHEEDDYCURRENTRETARDERSECOND,THEWINDINGSWEREELECTRIFIEDINDIFFERENTSHIFTSFORFIELDEXCITATION,THENTHEPARAMETERS,INCLUDINGTHEBRAKETORQUEPERFORMANCE,THETEMPERATUREPERFORMANCEANDOTHERS,WEREMEASURED32TESTINGCAPABILITIESANDTESTITEMSTHEINERTIAOFA320TFULLLOADAUTOMOBILECOULDBESIMULATEDINTHETESTBEDTHEROTATIONALSPEEDRANGEOFTHEMAINSHAFTWAS03000R/MINTHEFOLLOWINGTESTITEMSWEREPERFORMEDONTHETESTBEDTHEBRAKETORQUEROTATIONALSPEEDPERFORMANCETESTTHEBRAKETORQUEGENERATEDBYTHEEDDYCURRENTRETARDERVARIEDWITHTHEROTORSPEEDTHEBRAKETORQUETIMECHARACTERISTIC,NAMELY,THECONTINUOUSBRAKEPERFORMANCETESTTHEBRAKETORQUEOFTHEEDDYCURRENTRETARDERVARIEDWITHTIMEATACONSTANTROTATIONALSPEEDTHETEMPERATURERISETIMEPERFORMANCETESTTHETEMPERATUREINTHEROTORPLATESANDTHESTATORCHANGEDWITHTIMEASTHEEDDYCURRENTRETARDERWORKEDTHEBRAKETORQUETEMPERATUREPERFORMANCETESTTHEBRAKETORQUECHANGEDWITHTEMPERATUREINTHEROTORPLATETHEPOWERCONSUMPTIONPERFORMANCETESTTHEWORKINGCURRENTANDVOLTAGEINTHEWINDINGSVARIEDWITHTIMEASTHEEDDYCURRENTRETARDERWORKED33ANALYSISOFTHETESTRESULTSTHETESTAMBIENTTEMPERATUREWAS20OC,ANDTHEAIRPRESSUREWAS01MPATHEFOURTHBRAKESHIFTOFTHERETARDERWASUSEDFROMFIGURES6AND7,ASTHEBRAKETIMEINCREASED,THETEMPERATUREINTHEROTORPLATEWENTUPRAPIDLYANDTHENROSESLOWLYJOULEHEATGENERATEDBYTHEEDDYCURRENTINTHEROTORPLATEREACHEDITSSTEADYSTATEWITHTHEHEATDISSIPATINGCAPACITYOFTHEBLADESTHEMAXIMUMTEMPERATUREONTHELATTERROTORPLATESURFACEWASAPPROXIMATELY5056OC,ANDTHETEMPERATUREONTHESTATORWENTUPSLOWLYCOMPAREDWITHTHATONTHEROTORPLATEWHENTHEWIREWASSELECTED,ACERTAINLEVELOFTEMPERATURETOLERANCEMUSTBECONSIDERED4CONCLUSIONAMATHEMATICALMODELOFTHEEDDYCURRENTRETARDERWASDEVELOPEDBASEDONTHISMODEL,ABRAKETORQUERETARDERWASDESIGNEDMANYPERFORMANCEPARAMETERSWEREMEASUREDINANEXCLUSIVETESTBEDTHEMAJORCONCLUSIONSOBTAINEDAREGIVENBELOW1THEEDDYCURRENTRETARDERTHATWASDESIGNEDMETTHEREQUIREMENTS,WHICHINDICATESTHATTHEMATHEMATICALMODELOFBRAKETORQUEDEVELOPEDINTHISSTUDYCOULDBEHELPFULFORDESIGNINGTHEPRODUCT2MANYPERFORMANCEPARAMETERSOFTHEEDDYCURRENTRETARDERCOULDBEMEASUREDINTHETESTBED,ANDTHETESTBEDTHATWASDEVELOPEDWASBASEDONDESIGNOPTIMIZATIONOFANEDDYCURRENTRETARDERANDR只用它作为主刹车系统的补充。经过电涡流缓速器是安装在汽车的制动系统使用跌幅的频率，所以刹车的寿命延长。由于大部分制动负载是电涡流缓速，刹车盘或鼓的温升降低，主刹车系统的制动效率提高。因此，汽车的安全性也增强。由于主制动系统很少被使用，刹车也可以减少噪音和灰尘，使这一制度有利于环境。目前，重型汽车和大型客车，电涡流缓速器的标准配置。然而，电涡流缓速器的设计技术需要进一步完善和发展。2分析模型21。结构及工作原理的电涡流缓速器是由八个内核，气隙，线圈和转子板，如图1所示。线圈安装在圆柱表面的一个核心。线圈创建绕组。有一个绕组的偶数，和他们同样围绕核心的圆周分布。当绕组的电涡流缓速器是电气化，汽车的动能或势能可以转化为热能消散到大气中，在转子上的板蒙上了风洞，根据电磁原理。3测试与分析31试验台的结构和操作测试床是由一个直流电机,变频调速,可提高齿轮转动惯量飞轮组,调速装置,以及一系列的传感器,如温度传感器和一个电流传感器。原理图测试床被显示在图4。一个直流电机驱动的用于提高变速箱。电涡流缓速器并与传动轴。当一辆汽车是在一个正常的驾驶状态,其动能等效为动能增加变速箱和可调整的惯性飞轮集团,所以发达测试床可以在不同负荷模型汽车。三个温度传感器,用于测量的两个转子温升板和绕组。的扭矩和速度传感器用于测量制动器制动力矩和制动过程中产生的主轴转速。激励电压和励磁电流图3。设计一个电涡流缓速器的例子。表1。理论计算的制动特性的电涡流缓速器。特性转速（转/分）20040060080010001200制动力矩（牛顿米）95614681515152915261506制动功率（KW）201616954128416021935图4。614CY刘江，KJ和Y张原理图的试验床。测量，以研究的励磁功率和电涡流缓速器的功耗特性。球迷们用来模拟在运行过程中的风速，他们还提出了它可以模拟电涡流缓速器的实际热条件，可用于电涡流缓速迅速冷却。测试数据收集由计算机集中控制。测试床如图5所示。试验台的操作过程如下首先，开始拖动直流电动机主轴转速达
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