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SY-025-BY-2毕业设计（论文）任务书学生姓名夏永生系部汽车与交通工程院专业、班级车辆工程07-5指导教师姓名赵晨光职称讲师从事专业车辆工程是否外聘是否题目名称汽车坡路起车辅助气动系统设计一、设计（论文）目的、意义目的是设计一种汽车斜坡起步辅助气压系统。包括确定汽车斜坡起步辅助系统组成，确定各气动元件，根据辅助系统的工作要求，对气动控制阀（HSA控制阀)的结构进行设计，包括主阀芯的结构、密封件的结构等。在分析汽车气压制动系的基本组成和工作原理的基础上，确定汽车斜坡起步辅助系统气动控制阀在汽车整个气动管路中的位置及功能，从而以通用的气动元件，设计和分析能够实现该功能的气动系统方案，并通过实验来验证该气动系统方案的合理性。设计一种汽车斜坡起步辅助系统，并对汽车斜坡起步辅助系统气动控制阀进行设计。二、设计（论文）内容、技术要求（研究方法）基本内容：设计一种汽车斜坡起步辅助气压系统，包括确定汽车斜坡起步辅助系统组成，确定各气动元件，根据辅助系统的工作要求，对气动控制阀（HSA控制阀)的结构进行设计，包括主阀芯的结构、密封件的结构等。主要完成：方案设计；气压系统组成；气动控制阀阀设计计算及校核。系统图的绘制；控制阀的结构图绘制技术要求：气压系统工作压力0.6Mpa；储气筒的压力范围：0.670.73Mpa；系统最高压力：0.8Mpa。三、设计（论文）完成后应提交的成果1.气压系统图一张（A0）；2.设计图一套折合两张以上零号图（A1、A2若干张）；3.撰写设计说明书一份，1.5万字以上。四、设计（论文）进度安排1.调研，资料收集，完成开题报告 第12周(2月28日-3月13日)2.分析搜集到的资料，提出最优设计方案，进行相关计算第35 周(3月14日-4月3日)3.绘制气压系统图及设计图的草图 第68周（4月4日-4月24日）4.绘制气压系统图及设计图，撰写设计说明书 第912周（4月25日-5月22日）5. 完善设计，提交指导老师审核并修改 第1314周(5月23日-6月5日)6. 提交系里评阅并修改，准备答辩 第1516周(6月6日-6月19日)7. 毕业设计答辩 第17周(6月20日-6月26日)五、主要参考资料1.孔增华.汽车斜坡起步辅助系统的研究.机电工程技术，20072.崔海峰等，基于扭矩传感器的汽车坡道起步辅助系统，2006.103.崔海峰，可主动调节四个轮缸压力的ABS/ASR集成液压系统，液压与气动，2005.44.杨妙梁.五十铃汽车公司ELF混合动力车Jl.汽车与配件，2006,17 (4): 38-395.江大建，高启，江大中一种机动车坡路辅助起步电磁装置Fl.公告号2520272,2002-11-136.贺建民等，磁流变减振器的分析与设计，第五届全国磁流变液及其应用学术会议，2008.107.徐伟，汽车悬架阻尼匹配研究机减振器设计，农也装备与车辆工程，2009.68.李连进，磁流变阻尼器的参数优化与特征仿真，兰州理工大学学报，2006.4六、备注指导教师签字：年 月 日教研室主任签字： 年 月 日 本科学生毕业设计汽车坡路起车辅助气动系统设计 系部名称： 汽车与交通工程学院 专业班级： 车辆工程 07-5班 学生姓名： 夏永生 指导教师： 赵晨光 职 称： 讲师 黑 龙 江 工 程 学 院二一一年六月The Graduation Design for Bachelors DegreeDesign Of Auto Sloping Car Auxiliary Pneumatic SystemCandidate：Xia YongshengSpecialty：Vehicle EngineeringClass：BW07-5Supervisor：Lecturer. Zhao ChenguangHeilongjiang Institute of Technology2011-06Harbin毕业设计（论文）开题报告设计（论文）题目: 汽车坡路起车辅助气动系统设计院 系 名 称: 汽车与交通工程学院 专 业 班 级: 车辆工程07-5班 学 生 姓 名: 夏永生 导 师 姓 名: 赵晨光 开 题 时 间: 2011/02/28 指导委员会审查意见： 签字： 年 月 日毕业设计（论文）开题报告学生姓名夏永生系部汽车与交通工程学院专业、班级车辆工程07-5班指导教师姓名赵晨光职称讲师从事专业车辆工程是否外聘是否题目名称汽车坡路起车辅助气动系统设计一、课题研究现状、选题目的和意义现状：气压制动系是发展最早的一种动力制动系。气压式制动传动装置是利用压缩空气作力源的动力式制动装置。驾驶员只须按不同的制动强度要求，控制制动踏板的行程，便可以控制制动气压的大小来获得所需要的制动力。其供能装置和传动装置全部是气压式的。由于气压制动系制动能源是空气压缩机产生的，压缩空气气压制动系的制动力大，制动灵敏，广泛用于中、重型汽车上。我国生产的中型以上货车或客车一般都采用了气压制动系，其回路和液压制动系一样采用了双或多回路制动系。当其中一个回路发生故障失效时，另一回路仍能继续工作，以维持汽车具有一定的制动能力，从而提高了汽车行驶的安全性。目前利用气压做辅助起步的装置大致有以下几种：烟台鸿桥高科技有限公司的江大建、高启、江大中等的发明一种机动车坡路辅助起步电磁装置(申请号：02213587，公告号：2520272)，该装置是一种机动车坡路辅助起步电磁装置，是对配置手动变速器的机动车实施自动离合或自动变速改造的坡路驻车控制装置，是由电磁铁、阀芯、压簧、单向阀和管路等构成，在自动离合或自动变速总装置中承担坡路辅助起步功能的执行机构，具有结构简单合理、坡路起步只需踩油门、简化操作步骤、安全性高的特点。其另一个发明一种机动车坡路辅助起步装置(申请号：02212675，公告号：2520271)，该装置是一种机动车坡路辅助起步装置，是对配置手动变速器的机动车实施自动离合或自动变速改造的坡路驻车控制装置，是由直流减速电机、截止阀、单向阀等构成，在自动离合或自动变速总装置中承担坡路辅助起步功能的执行机构，具有结构简单，合理、坡路起步只需踩油门、简化操作步骤、安全性高的特点。梁志军的发明一种汽车坡道起步装置(申请号： 0123407l，公告号：2493469)，该装置是一种汽车坡道起步装置，该装置有制动阀、拉臂及联动调整器等组成，并设置在汽车制动阀与离合器之间，其工作原理是：司机操作离合器，并带动联动调整器运动，推动拉臂及控制阀的阀芯做往复运动，从而完成打开或关闭制动阀排气孔的工作，使汽车在坡道上的三配合操作减为二配合操作，达到在任何路况下都能平稳起步之目的。该装置不仅结构简单，而且安装方便，它即解决了司机在坡道上操作手忙脚乱的弊端，也避免了不安全因素的发生，具有很高的实用价值及推广前景。孙智的发明机动车斜坡起步自动配合的方法和装置(申请号：99117403，公开号：1297830)，是一种机动车斜坡起步自动配合的方法和装置，该发明是采用离合器控制制动在现有机动车的刹车油泵或气泵和轮胎制动闸之间，安装一个止回阀和一个电磁阀；刹车时止回阀开启，电磁阀关闭油或气不能回流至制动总泵，油压(气压)使制动闸紧紧制动着机动车轮圈，机动车不能移动；当起动时电磁阀开启，油或气回流至制动总泵，制动闸自动松开。本发明方案巧妙，实施容易，所用零件和器件不多，制作和安装都比较容易。国内目前主要采用的是电磁装置，对配置手动变速器的机动车实施自动离合或自动变速装置。在现有机动车的刹车油泵或气泵和轮胎制动闸之间，安装一个止回阀和一个电磁阀；刹车时止回阀开启，电磁阀关闭油或气不能回流至制动总泵，油压(气压)使制动闸紧紧制动着机动车轮圈，机动车不能移动；当起动时电磁阀开启，油或气回流至制动总泵，制动闸自动松开。而采用微电子技术的HSA装置已在国外一些著名汽车生产厂家的大型客车、货车上得到了较好的应用。丰田汽车公司也在Land Cruiser上首先装上了HSA控制系统，简化了操作，提高了汽车的安全性能。广州五十铃客车有限公司引进日本技术组装生产的GALA系列客车也装备了HSA系统，其单台HSA装置的售价为23万。虽然日本、美国等汽车工业发达国家对HSA技术已开展了长时间的研究，但取得的技术成果不对中国开放，而以高价产品的形式实现垄断。国内对这项技术的研究还基本上处于空白阶段。实现HSA功能的控制阀，国内文献中基本上采用的是电磁阀和止回阀的组合，而比较先进的国外及进口技术则采用整体的控制阀。目的和意义：目的是设计一种汽车斜坡起步辅助气压系统。包括确定汽车斜坡起步辅助系统组成，确定各气动元件，根据辅助系统的工作要求，对气动控制阀（HSA控制阀)的结构进行设计，包括主阀芯的结构、密封件的结构等。意义是在斜坡起动时，可以不用频繁的交替踩踏板，而只需通过踩油门就可顺利起步，从而有效的减少了工作疲劳程度，增强行车安全性。使国内的汽车制造技术有一个长足的进步，制造出更安全、更易于操作、配置更豪华，性价比更高的好车。二、设计（论文）的基本内容、拟解决的主要问题基本内容：设计一种汽车斜坡起步辅助气压系统，包括确定汽车斜坡起步辅助系统组成，确定各气动元件，根据辅助系统的工作要求，对气动控制阀（HSA控制阀)的结构进行设计，包括主阀芯的结构、密封件的结构等。使其能够达到如下要求：气压系统工作压力0.6Mpa；储气筒的压力范围：0.670.73Mpa；系统最高压力：0.8Mpa。 主要完成：方案设计；气压系统组成；气动控制阀阀设计计算及校核。系统图的绘制；控制阀的结构图绘制。拟解决的问题：1、扭矩传感器的选用及安装位置（达到尽量少用传感器，以达到降低成本的目的）。2、HAS控制阀的设计（达到控制简单、方便、可行性高，制造成本低的目的）。3、怎样实现气压的逐渐改变（达到使汽车平稳起步的目的）。三、技术路线（研究方法）l、功能原理分析和试验分析在汽车整个气路中HSA气动控制阀的位置及功能，采用通用的气动元件，设计能实现该功能的气动系统；搭建相应的实验平台，验证该气动系统的合理性。2、结构设计根据该系统的功能原理和实验结果，依据气动的原理和技术。对整体式的HSA控制阀进行结构设计，包括连接方式、控制方式、各种密封结构和密封设计(阀通路间、控制活塞等的密封)的分析与对比，最后确定具体的结构形式。3、进行结构参数的设计计算利用机械设计与制造理论、摩擦学理论、流体力学、精密气动阀技术等，对公称通径、密封结构的迭量、主密封阀芯形式、垫型与锥型密封圈尺寸、O型密封圈与沟槽的尺寸及过盈量、密封力、阀芯连杆的直径、开口量，控制活塞的直径、复位弹簧等进行理论计算。4、图纸的设计和样品的加工根据结构设计和参数计算的结果，设计出HSA控制阀的图纸，并进行样品的加工。5、测试在实验平台上对HSA控制气阀进行动作原理测试、密封性能等性能测试；在此基础上在试验车辆上进行上车试验。根据各次实验的结果和分析，对HSA控制阀进行进一步的改进和优化。四、进度安排1.调研，资料收集，完成开题报告 第12周(2月28日-3月13日)2.分析搜集到的资料，提出最优设计方案，进行相关计算第35 周(3月14日-4月3日)3.绘制气压系统图及设计图的草图 第68周（4月4日-4月24日）4.绘制气压系统图及设计图，撰写设计说明书 第912周（4月25日-5月22日）5. 完善设计，提交指导老师审核并修改 第1314周(5月23日-6月5日)6. 提交系里评阅并修改，准备答辩 第1516周(6月6日-6月19日)7. 毕业设计答辩 第17周(6月20日-6月26日)五、参考文献1.孔增华.汽车斜坡起步辅助系统的研究.机电工程技术J，2007,112.崔海峰等，基于扭矩传感器的汽车坡道起步辅助系统J，2006.103.崔海峰，可主动调节四个轮缸压力的ABS/ASR集成液压系统J，液压与气动，2005.44.张学强, 机动车半坡起步辅助系统的研究J,2008,65.崔海峰等, 基于ABS/ASR 集成控制系统的汽车坡道起步辅助装置J,2006,86.茎延, 气压制动系统在轻型载货车上的应用研究J,2005,67.王建洲, 汽车斜坡起步辅助系统气动控制阀的设计J,2006,118.江大建，高启，江大中一种机动车坡路辅助起步装置P公告号2520271，2002-11-139.臧杰，阎岩汽车构造M北京：机械工业出版社，2005，910.齐晓杰制动系统M北京：化学工业出版社，2005，511.齐晓杰汽车液压与气压传动M北京：机械工业出版社，2005，712.齐晓杰，安永东，齐英杰汽车液压、液力与气压传动技术M北京：机械工业出版社，2005，113.徐炳辉气动手册M上海：上海科学技术出版社，2005，114.吴宗泽机械设计实用手册M北京；化学工业出版社，1999，115.贾民平，张洪亭.测试技术（第二版）M.高等教育出版社，2009,516.董辉.汽车用传感器M.北京：北京理工大学出版社，2000，717.马秋生.机械设计基础M.北京：机械工业出版社2005,12六、备注指导教师意见：签字： 年 月 日 97 8- 1- 4244- 8452- 2/11/$26.0 0 20 11 IEEE FPM 20 11 Experimental Res earc h of the Infl uenc e of Cons traint for Pneumatic Artific ial Mus c l e Charac teris tic Zang Kejiang, Ma Yan Col l ege of el ec tromec hanic al engineering Northeas t Fores try Univers ity Harbin, China kjzang163.c om Sun Ning, Li Xiuc hen, Zhang Lan Col l ege of mec hanic al engineering Jiamus i Univers ity Jiamus i, China AbstractPn e u ma t ic a r t ificia l mu scle ( PAM) is a n e w p n e u ma t ic a ct u a t o r . A lo t o f wo r k h a v e b e e n co mp le t e d a b o u t t h e p r in cip le , t h e o r e t ica l, e x p e r ime n t a l mo d e lin g a n d a p p lica t io n s o f p n e u ma t ic a r t ificia l mu scle . Re se a r ch e r s h a v e fo u n d t h a t PAMs e x h ib it n o n - lin e a r ch a r a ct e r ist ic. Ba se o n t h e p u b lish e d lit e r a t u r e s, n o n - lin e a r ch a r a ct e r ist ic r e la t e d t o e la st icit y, fr ict io n b e t we e n r u b b e r a n d b r a id a n d t h e co n st r a in t r in g . Th e fo r me r t wo a sp e ct s h a v e b e e n ma in ly st u d ie d in t h e p u b lish e d p a p e r s. Ho we v e r , st u d y o n t h e in flu e n ce o f co n st r a in s o n t h e e n d o f p n e u ma t ic a r t ificia l mu scle is st ill r a r e . Th is st u d y e st a b lish e s t h e PAM st a t ic ch a r a ct e r ist ic e x p e r ime n t a l syst e m, a n d t h e PAM ch a r a ct e r ist ics a b o u t mu lt ip le co n st r a in t s a r e t e st e d . Th r o u g h t h e a n a lysis o f e x p e r ime n t a l r e su lt s, t h e in flu e n ce is o b t a in e d wh ich co n st r a in t s t h e wo r k fo r p n e u ma t ic a r t ificia l mu scle wo r k in g ch a r a ct e r ist ics. Keywordsp n e u ma t ic a r t ificia l mu scle ( PAM) , co n st r a in t s, st a t ic ch a r a ct e r ist ics, e x p e r ime n t a l r e se a r ch I. INTRODUCTION Pneumatic artific ial mus c l e is a new kind of pneumatic ac tuator with the ad vantages of c l eannes s , l ightweight, l ow c os t, eas y maintenanc e, c ompac t s truc ture and high power/vol ume ratio. For this reas on, they are wid el y c onc erned by ac ad emic s tud y and engineering appl ic ation. The pneumatic mus c l e was invented in 195 0 s in ord er to provid e d rivers for pros thes is or rehabil itation mec hanic al . However, for the prac tic al probl ems , s uc h as pneumatic power s torage, avail abil ity and poor q ual ity val ve tec hnol ogy at that time, pneumatic artific ial mus c l e have not been d evel oped and appl ied . In the 1988s , engineers of the Japanes e type manufac ture Brid ges tone propos ed more powerful vers ion of the red es igned pneumatic artific ial mus c l e c al l ed Rubbertuator intend ed to motoris e though s oft yet powerful robot arms . They were c al l ed Soft- Arms and were c ommerc ial ized as s ervic e robots whic h have al s o been s tud ied . The artific ial mus c l e, whic h is s impl e in d es ign, is mad e of rubber inner tube c overed with a s hel l braid ed ac c ord ing to hel ic al weaving. The mus c l e is c l os ed by two end s , one being the air input and the other being forc e attac hment point. The braid fibers run hel ic al l y about the mus c l es l ong axis at an angl e c al l ed interweave angl e. When pres s ure is s uppl ied , the inner tube trans formed , together with s ets of rad ial movement d riving weaving, interweave angl e inc reas ing, the axial braid s l eeve s horting whic h pul l ing the end of the l oad and weaving s ets of fil aments prod uc ed tens ion at the s ame time, then the tens ion and internal pres s ure eq uil ibrium. Bec aus e of PAMs working c harac teris tic s s imil ar to animal mus c l e, it is c al l ed pneumatic ac tuator pneumatic artific ial mus c l e 1 2. Pneumatic artific ial mus c l e is a new pneumatic ac tuator. A l ot of work have been c ompl eted about the princ ipl e, theoretic al , experimental mod el ing and appl ic ations of pneumatic artific ial mus c l e. Res earc hers have found that PAMs exhibit non- l inear c harac teris tic . Bas e on the publ is hed l iteratures3 4, non- l inear c harac teris tic rel ated to el as tic ity, fric tion between rubber and braid and the end c ons traints . The former two as pec ts have been mainl y s tud ied in the publ is hed papers . However, s tud y on the infl uenc e of the c ons traints on the end of pneumatic artific ial mus c l e is s til l rare. This s tud y es tabl is hes the PAM s tatic c harac teris tic experimental s ys tem, and the PAM c harac teris tic s about mul tipl e c ons traints are tes ted . Through the anal ys is of experimental res ul ts , the infl uenc e that c ons traints work for pneumatic artific ial mus c l e working c harac teris tic is obtained . II. EXPERIMENTAL PNEUMATIC SYSTEM A. Ex p e r i me n t a l r i g This pneumatic experimental s ys tem ?Fig.1?is d es igned to s tud y the rel ations hips of the pres s ure, c ontrac tion and forc e of PAMs with d ifferent c ons traints . The experimental s ys tem c ontains el ements s hown in the fol l owing tabl e. TABLE I. DETAIL SHEET Co mp o n e n t n a me Co mp o n e n t t yp e Co mp o n e n t t e ch n ica l d a t a air s ourc e Fuma- CEBM power:11KW maximum pres s ure: 0 .8MPa gas hol d er: 2L s ol enoid val ves FESTO- R10 7 s uppl y vol tage : DC24V out pres s ?0 - 0 .6MPa pres s ure s ens or SMC PSE5 40 A-R0 6 s uppl y vol tage : DC 12 24V pres s ure range:0 - 1MPa ac c urac y: 0 ?5 % l oad s ens or CZL- 3 s uppl y vol tage : DC 12 24V l oad range: 0 - 5 0 Kg ac c urac y: 0 ?0 3% PAM Home- mad e initial l ength: 17 6mm initial d iameter: 8mm 132 pres s ure range:0 - 0 .3 MPa s tepper motor 86BYGH45 0 B-113 s tep angl e ac c urac y:2% s tep angl e:1.8? max torq ue?6.7 Nm guid e s c rew SFU160 5 nominal d iameter?16mm l ead :5 mm rated l oad :7 .65 KN d is pl ac ement s ens or KTC 5 0 0 l in:0 .0 5 8 R: 5 .3K? c omputer LEGEND 1+1 CPU: Pentium III 45 0 RAM : 25 6M d ata c ol l ec tor WS- USB res ol ution: 8 ac c urac y:0 .0 0 3%FS?1LSB d river CW25 0 AC s uppl y Vol tage : DC1224V mod e of operation: 1/5?1/10 ?1/25 ?1/40 ?1/5 0 ?1/10 0 ?1/20 0 pul s er MPTG s uppl y Vol tage :DC10 0 25 0 V output Freq uenc y : 6-9999Hz weight c omponents of national s tand ard s 2Kg red uc ing val ve IR20 20 - 0 2G- R max s up pres s : 1MPa out pres s : 0 .0 1- 0 .8MPa Figure 1. Pneumatic experimental s ys tem The feed eq uipment is c ompos ed of four parts ? s tepper motor, pul s er, d river and guid e. The pul s er outputs pul s es to s tepper motors d rivers to d rive the s tepper motors forward or bac kward . The pul s er c an be meas ured in 1/4998. The s tepper motor turns a ful l c irc l e by 20 0 - s teps . The l ead of s c rew is 5 mm/r. The pos ition error is l ittl e (about 5 e- 6mm/r). Straight l ine l ead rail s are ad opted in the experimental s ys tem, with good ac c urac y and s tabil ization. Fig.1 s hows an ord inary pneumatic experimental s ys tem. The c omputer- c ontrol l ed s ol enoid val ves c an output a pred etermined gas pres s ure. When c ompres s ed gas enters PAM, it c ontrac ts and prod uc es a pul l ing forc e. The gas s ourc e is us ual l y a c ompres s or. Cl earl y the experiment s houl d inc l ud e both a s ol enoid val ves and PAM. Firs t we d is c us s the s ol enoid val ves . This is a c omputer- c ontrol l ed s ys tem outputs a pred etermined gas pres s ure within a d efinite fiel d whic h is proportional to the vol tage whic h as a s ol enoid val ves input, whos e q uantity c an be c ontrol l ed by the c omputer. The pneumatic experimental s ys tem c ons is ts of a pres s ure s ens or, a l oad s ens or and a d is pl ac ement s ens or. The pres s ure s ens or meas ures the output gas pres s ure, the l oad s ens or meas ures the output l oad , and feed thes e bac k to the c ontrol c irc uit. The magnitud e of the gas pres s ure output from the c ompres s or s houl d be l arger than the maximal gas pres s ure output from the s ol enoid val ves . B. Muscl e The artific ial mus c l e c ons is ts of the inner rubber tube where the natural rubber l atex through the vul c anizing proc es s has been us ed as s hown in Fig.2. In ord er to red uc e the infl uenc e of the rubber el as tic , the rubber us ed in the experimental is very thin. The outer s hel l is the braid ed s l eeve (s ee Fig.2). Figure 2. Rubber tube and braid ed s l eeve The as s embl y of the artific ial mus c l e is s hown in Fig.3, one s id e of whic h is the air inl et and the other s id e is the c l os ed end . In this experiment, four types of the number of the c ons traint rings (0 , 1, 2, 4) have been tes ted 5 . Figure 3. Pneumatic artific ial mus c l e with c ons traint rings III. ISOMETRIC-LOAD EXPERIMENT The experiment s etup is s hown in Fig.4. One end of PAM 5 is mounted tightl y to a metal frame. The other end of the mus c l e is tied by wire rope with d ifferent l oad s s us pend ed to it. Dis pl ac ement s ens or 8 is fixed to the metal frame; s l id e rod is c onnec ted to removabl e end of the mus c l e, s o that a prec is e meas urement is mad e. The pos ition d ata obtained from d is pl ac ement s ens or is s ent bac k to the PC through the A/D c onverter. To provid e the power for the mus c l e, air c ompres s or 1 c an s uppl y 0 .8MPa c ompres s ed air. The c omputer- c ontrol l ed s ol enoid val ves 2 c an output a pred etermined gas pres s ure. In this tes t, weights 7 are 4Kg and 6Kg. Compres s ed gas enters mus c l e, PAM c ontrac ts whil e the weight is abl e to maintain c ons tant pul l ing forc e. The real - time d ata through the s ens ors are l ogged to the PC. The experiment is repeated s everal times und er d ifferent c ons traints . Then we c an s tatis tic al l y anal yze rubber tube braid ed s l eeve 133 the res ul ts to find out the rel ations hip between the c ontrac tion ratio and pres s ure of the mus c l e for d ifferent l oad 6 7 8 9. Figure 4. Princ ipl e bl oc k d iagram of is ometric - l oad experimental s ys tem The l ength of mus c l e is meas ured by d is pl ac ement s ens or?0l is initial l ength, lis real - time l ength, then c ontrac tion ratio is c al c ul ated as 00()/l l l= (1) Fig.5 s hows the rel ation between c ontrac tion ratio and pres s ure. From this figure, we c an obvious l y c onc l ud e that the experimental c urve is a hys teres is c urve, this is bec aus e of a c hange in d irec tion of fric tion when the PAM working d uring a tes t period . And at l ow pres s ure, the experimental c urve s hows more hys teres is than at high pres s ure. This kind of phenomenon is referred to the internal fric tion c oeffic ient of PAM and fil l ing pres s ure 10 . Figure 5 . Pres s ure vers us c ontrac tion ratio In ord er to highl ight the infl uenc e of c ons traints , c ons traint ring d iameter s l ightl y l arger than the initial d iameter of PAM. When the c ontrac tion ratio reac hes a c ertain val ue, the c ons traint rings begin to work on the PAM. When c ons traint rings d ont work, the experiment c urves are s uperpos ition; when c ons traint rings und er working, the c ontrac tion is obvious l y s mal l er when inc reas ing the c ons traint rings in the s ame pres s ure. Cons traints red uc e the PAM c ontrac tion abil ity. IV. ISOMETRIC- PRESSURE EXPERIMENT Is ometric - pres s ure experiment s tud ies the rel ations hip between the c ontrac tion ratio and forc e und er c ertain c ons tant pres s ure. One end of PAM 5 is mounted tightl y to a metal frame through l oad s ens or 4. The other end of the mus c l e is attac hed on a s l id e pl ate s l id ing al ong l inear guid es , and the s l id e pl ate empl oys guid e s c rew 7 c ontrol l ed by a s tepper motor 6, thes e trans mis s ion c omponents are abl e to s imul taneous l y obtain high c ontrol ac c urac y and operating effic ienc y. In this tes t, Pres s ure val ve s et pres s ure at 0 .1MPa, 0 .15 MPa, 0 .2Mpa and 0 .25 MPa. Then by us ing the motor to c hange the l ength of the mus c l e und er the c orres pond ing pres s ures mentioned above. The d ata of pul l ing forc e and d is pl ac ement through the s ens ors?4,6? are s ent to the PC. The experiment is repeated s everal times und er d ifferent c ons traints . We c an c arry out d ifferent c ons traint is ometric - pres s ure experiments und er the d ifferent pres s ure 11. Figure 6. Princ ipl e bl oc k d iagram of Is ometric - pres s ure experimental s ys tem Fig.7 s hows the rel ation between c ontrac tion ratio and forc e. The output forc e of PAM is rel ated to c ontrac tion ratio, the greater the c ontrac tion ratio, the greater the output forc e. As mentioned above, the PAM is ometric - pres s ure c urve is a hys teres is c urve d ue to the infl uenc e of fric tion. With the inc reas e in the number of c ons traints , there exis ts s ignific ant hys teres is phenomenon, the experimental c urves d rop as a whol e, the l inearity d egree bec ome poor, but the trend d o not c hange, whic h c l earl y ind ic ate that c ons traints are s ignific antl y impac ts the s tatic c harac teris tic s of PAM. Figure 7 . Contrac tion ratio vers us forc e V. ISOMETRIC-LENGTH EXPERIMENT The experiment rig is s hown in Fig.8. One end of PAM 5 is fixed on frame. The other end of the mus c l e c onnec ts a s l id e pl ate s l id ing al ong l inear guid es whic h is the s ame s truc ture as Is ometric - pres s ure experiment s ys tem. The s ys tem is c ompos ed of a s l id e pl ate, a guid e s c rew 7 and a s tepper motor 6 s el f- l oc k d evic e whic h is us ed to ac c uratel y c hange the l ength of mus c l e. The c omputer- c ontrol l ed s ol enoid val ves 2 c an make gas pres s ure c hange regul arl y. When c ompres s ed gas enters the mus c l e, a pul l ing forc e is prod uc ed and working on the l oad s ens or 4. The l oad d ata obtained from l oad s ens or is s ent bac k to the PC through the A/D c onverter. The guid e s c rew is c aus ed to rotate by means of s tepper motor to c hange l ength of the mus c l e. The experiment is repeated s everal times us ing d ifferent c ons traints (0 , 1, 2, 4). n t scon st r a i 44t scon st r a i n 23sn tcon st r a i 12tcon st r a i n 01n t scon st r a i 44t scon st r a i n 23sn tcon st r a i 12tcon st r a i n 01 134 Fig.9 s hows the rel ation between pres s ure and forc e. The res ul t is a l oad c yc l e of ac tuator forc e in the range of operational pres s ure. Fig.9 s hows that forc e d ec reas es with ac tuator c ons traint. Tiny forc e is al mos t al ways meas ured d uring the d ec reas ing pres s ure phas e of the tes t 12. Figure 8. Princ ipl e bl oc k d iagram of is ometric - l ength experimental s ys tem Figure 9. Pres s ure vers us forc e Fig.9 al s o s hows that the output forc e of pneumatic artific ial mus c l e is proportional to infl ation pres s ure. However, d uring this tes t, fric tion between rubber tube and braid ed s l eeve is very s mal l ; the hys teretic behavior appears to d ec reas e. The rubber thic knes s , whic h is us ed in this experimental , is s mal l . The rubber el as tic forc e is s mal l . The graph c l earl y s hows that the s ys tem mentioned above have a l ittl e infl uenc e to this experiment. The l inear rel ations hip between pres s ure and output forc e d o not c hange when the number of c ons traints inc reas ing. However, there is a c hange in their s l ope. Without the infl uenc e of the rubber el as tic forc e and fric tion between rubber tube and braid ed s l eeve, the c ons traint infl uenc e is obvious . VI. COMPARISON OF MODEL TO EXPERIMENT In ord er to verify whether the res ul ts are reas onabl e, a theoretic al approac h is introd uc ed without c ons id ering the d etail ed geometric s truc ture mod ified from the work reported in. To find the eq uation of the mus c l e forc e by us ing the princ ipl e of virtual work, there mus t be an eq uil ibrium between the virtual work i nd W d one in the mus c l e by the pres s ure and the virtual work d one by the d is pl ac ement of the mus c l eoutd W 11 (s ee Fig.10 ). Figure 10 . Sc hematic d iagram of the two interac ting virtual work c omponents . i nd Wc an be c al c ul ated with the hel p of the rel ative pres s ure p, the s urfac e of the pres s ure attac k iS, the normal vec tor on id s, the working d irec tion of the res ul ting forc e id land the c hange of the mus c l e vol umed V: iii niiSiiSd Wp d s d lpd s d lp d V=? (2) The axial forc e Fand the mus c l e axial d is pl ac ement d l prod uc e the outer virtual work d lFd Wout= (3) By eq uating both the virtual work c omponents and us ing (2) and (3), the eq uation for the mus c l e forc e is d erived . outi nd Wd W= (4) d ld VPF= (5)?By as s uming that the c ontrac ting mus c l e s urfac e ac ts the s imil ar as a c yl ind er, i nd Wc an be d ivid ed into an axial and a rad ial c omponents . The axial c omponent has the oppos ite working d irec tion to the rad ial c omponent, s ee Fig.10 . The forc e eq uation is found : 22d rFr r l prpd l= (6) A PAM is mod el ed as a c yl ind er and the wal l thic knes s is as s umed to be zero. The d imens ions of this c yl ind er are the l ength l and d iameter2Dr=. As s uming inextens ibil ity of the mes h material , the geometric c ons tants of the s ys tem are the thread l ength b and the number of turns for a s ingl e threadn. The final d imens ion us ed for this formul ation is the interweave angl e, whic h is the angl e between the thread and the l ong axis of the c yl ind er. The interweave angl e c hanges as the l ength of the ac tuator c hanges . The rel ations hip between thes e parameters is s hown in Fig. 1113. With the hel p of Fig. 11 the c orrel ation between mus c l e rad iusr, mus c l e l ength l and interweave angl e formul ated . Due to the fac t, that the l ength of the fibers is c ons tant one find s that 00llc osc os= and00rrs ins in=.0l is the initial l ength, 0r is the initial rad ius , 0 is the initial interweave angl e. This is us ed to c al c ul ate the c orrel ation between randl: ip d sip d sFrd rd llid sid sn t scon st r a i 44t scon st r a i n 23sn tcon st r a i 12tcon st r a i n 01 135 Figure 11. Geometric mod el of PAM 020000020ll1r1rrs inc oss inc os?= (7) henc e 200020020ll11llrd ld r?=c oss inc os (8) By us ing (6), (7 ) and (8), the forc e c an be c al c ul ated : 22022200031tans inlFr pl?=? (9) The c orrel ation of forc eF, pres s ure p and c ontrac tion()00lll=?d ue to d iameter 0Dis d irec tl y meas ured00r2D=. ()?=022020220s in41tan43DDPF (10) The formul ation d es c ribed in this s ec tion fol l ows the work of Chou and Hannaford in mod el ing PAM 2. Next, thes e eq uations wil l be us ed to d erive further rel ations hips among forc e, pres s ure, l ength. Thes e rel ations hips wil l then be verified and fine- tuned with empiric al d ata. Figure 12. Pres s ure vers us forc e Figure 13. Contrac tion ratio vers us forc e Figure 14. Pres s ure vers us c ontrac tion ratio VII. CONCLUSION This paper es tabl is hes the PAM s tatic c harac teris tic s experimental s ys tem for s tud ying c ons traint infl uenc e. By us ing a s el f- mad e pneumatic artific ial mus c l e whic h empl oying thin rubber tuber in this experiment, the el as tic forc e of rubber is red uc ed . Through the c omparis on of the theoretic al mod el and the experimental c urves the rel iabil ity of the experiment is proved . Cons traint red uc es the PAM output forc e and the c ontrac tion. Rel ative to the working princ ipl e, c ons traints l ower the abil ity of c ontrac t and l imit PAM infl ation. However, theoretic al formul a of the res ul t has not been d erived out s o far, there is muc h work to be d one in the future. ACKNOWLEDGMENT The authors grateful l y ac knowl ed ge the s upport of Heil ongjiang Provinc e offic e of Ed uc ation s c ienc e and tec hnol ogy projec ts (115 3137 2) and Jiamus i Univers ity s c ienc e and tec hnol ogy projec t (Lz20 11- 0 15 ) . REFEREN