车辆工程外文翻译

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, , , , , ,

, . 19, . 2, 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波波夫-（）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（）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（）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2361，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–ˇC 波波夫（引理–）。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（）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

对于矩阵和分别表示它的转置矩阵，逆矩阵，正交矩阵。符号的意思是P是实对称正定（半正定）；代表,表示一个向量或者一个矩阵，表示的向量或矩阵的线，表示传递矩阵G(s)的范数。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。用平方可积函数在的空间是由表示，并为

规范为。

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：

其中表示悬架的挠度，表示轮胎的偏转，表示簧载质量速度

表示簧下质量速度。定义干挠输入为。然后，定义

,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

（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4-8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4–8。

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

（3）因此，汽车悬架控制系统可以描述为

其中，A,和B在公式（2）中已经定义，以及

（4）

是表示从干扰输入到控制输出的传递函数。有限频率控制问题是设计一个保证闭环系统的控制器

（5）其中，表示规定的数量，，分别表示有关频率的上限和下限。此外，从安全观点和机械结构特点约束条件为

（6）三、控制器的设计

为了便于说明，我们只介绍基本引理。为了简洁，忽略了所有证明过程。

引理1：（广义引理[23]）：考虑线性系统（）。给定一个对称矩阵，下列是其等价的陈述。

1）有限域不等式

（7）

2)存在对称矩阵P和Q满足Q>0并且

（8）其中

（9）

,和是右上和右下的分块矩阵。

（投影引理[16]）：给出，，。存在一个矩阵F满当引理2：

且仅当这两个条件：。

引理3：（交互投影引理[16]）：设P给定的任意正定矩阵。不等式相当于问题

（10）简要说明，这是假定所有状态变量可以测量，而我们重要的是设计一个状态反馈控制器

（11）其中K为设计的状态反馈增益矩阵结合（11）和（4）闭环系统是由

（12）其中

（13）对主动悬架系统，按照要求（6）在固定频带，约束控制问题是为了减少从干扰输入到控制输出规范。利用引理1，我们有如下定理。

引理1，我们有如下定理

引理1：给定确定的标量，和。存在一个状态反馈控制器（11），使得闭环控制系统（12）渐近稳定在，并满足所有非零数，,然而式（6）中的约束保证了挠动能量的界限,如果存在对称矩阵并且存在一般矩阵F满足

（14）

（15）

（16）

（17）其中是给定的标量。

证明：利用补集，不等式（14）相当于

（18）

执行同余变换不等式（18）通过和：不等式（18）可以转化为下列不等式：

（19）

利用引理3，不等式（19）相当于,其中

和,显然，我们得到

（20）

它可以保证。从标准的连续时间线性系统的理论，闭环系统（12）是渐近稳定在。

不等式（15）可以重写为

（21）其中

（22）

（23）然后，根据引理2，不等式（21）当且仅当

（24）其中

同时不等式（24）可转化为以下形式：

（25）这可以进一步转化为

（26）其中

利用补引理1，我们可以得到

（27）这正是有限频率性能指标的不等式（5）。

令作为能量函数，并且注意到

我们得到

（28）

根据不等式（20）和不等式（28）保证。将上述不等式两边从0到t积分得到结果

这表明

（29）考虑到

使用转换，从不等式（29）根据。因此

，

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The Methods for Solving the Problem of Balancing an Assembly Line Currently, along with the market changing, some forerunners production mode got an extensive application in the manufacturing industry. How raise a whole efficiency of assembling the production line, reduce a work preface in the ware, and pursue to synchronize production is valued by more and more people. The production of manufacturing industry is most likely after carrying on subdividing to turn of have another a work preface flowing water to turn a continuous homework production line, at this time because of division of homework, the time of each work preface operates can't completely the same in theoretically and physically, this phenomenon that certainly will lead to a work preface homework burden unbalance. In addition to losing, result in the meaningless man-hour also result in a great deal of work preface pile up, sometimes will result in the abeyance of production line. Assembly line balance is a kind of means and method for resolving an above-mentioned problem, it is to make all work carry on equally, carrying on a research to the homework, carrying on a measurement to time, making the Assembly line moving smoothly. The assemble is the last link of production, assembling process mainly with the gearing of parts, tightly solid in lord; secondly allied connect, press to pack and add to note various work to lie quality and quality examination of work preface, sometimes still want to choose to pack according to the customer intention. The whole assemble homework is complicated, belonging to a labor an intensive type engineering. Therefore, the balance of exaltation assembly line has important realistic meaning to exaltation's production efficiency of the car assembly line. The assembly line equilibrium problem is the long-lost type of a type of typical model the combination is excellent to turn a problem, particularly is for random, many the assembly line equilibrium problem of target, solve to the satisfaction seldom more on a certain degree. Mainly is divided into the following 3 aspects to the research of assembly line equilibrium problem currently: Give the rhythm of the assembly line certainly beg minimum work station number, usually in the assembly line of design and install the stage carry on; The minimum work station given to settle assembly line number, make the rhythm of assembly line minimum, to already exist of the production line carry on adjust excellent turn; Get in work station number and rhythm of assembly line excellent turn under certain condition, all sparse assemble the burden of on-line work station, give the staff member a kind of fair feeling. Because the balance of

土木工程外文翻译.doc

项目成本控制 一、引言 项目是企业形象的窗口和效益的源泉。随着市场竞争日趋激烈，工程质量、文明施工要求不断提高，材料价格波动起伏，以及其他种种不确定因素的影响，使得项目运作处于较为严峻的环境之中。由此可见项目的成本控制是贯穿在工程建设自招投标阶段直到竣工验收的全过程，它是企业全面成本管理的重要环节，必须在组织和控制措施上给于高度的重视，以期达到提高企业经济效益的目的。 二、概述 工程施工项目成本控制，指在项目成本在成本发生和形成过程中，对生产经营所消耗的人力资源、物资资源和费用开支，进行指导、监督、调节和限制，及时预防、发现和纠正偏差从而把各项费用控制在计划成本的预定目标之内，以达到保证企业生产经营效益的目的。 三、施工企业成本控制原则 施工企业的成本控制是以施工项目成本控制为中心，施工项目成本控制原则是企业成本管理的基础和核心，施工企业项目经理部在对项目施工过程进行成本控制时，必须遵循以下基本原则。 3.1 成本最低化原则。施工项目成本控制的根本目的，在于通过成本管理的各种手段，促进不断降低施工项目成本，以达到可能实现最低的目标成本的要求。在实行成本最低化原则时，应注意降低成本的可能性和合理的成本最低化。一方面挖掘各种降低成本的能力，使可能性变为现实；另一方面要从实际出发，制定通过主观努力可能达到合理的最低成本水平。 3.2 全面成本控制原则。全面成本管理是全企业、全员和全过程的管理，亦称“三全”管理。项目成本的全员控制有一个系统的实质性内容，包括各部门、各单位的责任网络和班组经济核算等等，应防止成本控制人人有责，人人不管。项目成本的全过程控制要求成本控制工作要随着项目施工进展的各个阶段连续 进行，既不能疏漏，又不能时紧时松，应使施工项目成本自始至终置于有效的控制之下。 3.3 动态控制原则。施工项目是一次性的，成本控制应强调项目的中间控制，即动态控制。因为施工准备阶段的成本控制只是根据施工组织设计的具体内容确

汽车制动系统(机械、车辆工程毕业论文英文文献及翻译)

Automobile Brake System汽车制动系统 The braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. Two complete independent braking systems are used on the car. They are the service brake and the parking brake. The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set. The brake system is composed of the following basic components: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the c ar. The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure). Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.

工业工程英文文献及外文翻译

附录 附录1：英文文献 Line Balancing in the Real World Abstract:Line Balancing (LB) is a classic, well-researched Operations Research (OR) optimization problem of significant industrial importance. It is one of those problems where domain expertise does not help very much: whatever the number of years spent solving it, one is each time facing an intractable problem with an astronomic number of possible solutions and no real guidance on how to solve it in the best way, unless one postulates that the old way is the best way .Here we explain an apparent paradox: although many algorithms have been proposed in the past, and despite the problem’s practical importance, just one commercially available LB software currently appears to be available for application in industries such as automotive. We speculate that this may be due to a misalignment between the academic LB problem addressed by OR, and the actual problem faced by the industry. Keyword:Line Balancing, Assembly lines, Optimization

营销-外文翻译

外文翻译 原文 Marketing Material Source：Marketing Management Author：Philip Kotler Marketing Channels To reach a target market, the marketer uses three kinds of marketing channels. Communication channels deliver messages to and receive messages from target buyers. They include newspapers, magazines, radio, television, mail, telephone, billboards, posters, fliers, CDs, audiotapes, and the Internet. Beyond these, communications are conveyed by facial expressions and clothing, the look of retail stores, and many other media. Marketers are increasingly adding dialogue channels (e-mail and toll-free numbers) to counterbalance the more normal monologue channels (such as ads). The marketer uses distribution channels to display or deliver the physical product or service to the buyer or user. There are physical distribution channels and service distribution channels, which include warehouses, transportation vehicles, and various trade channels such as distributors, wholesalers, and retailers. The marketer also uses selling channels to effect transactions with potential buyers. Selling channels include not only the distributors and retailers but also the banks and insurance companies that facilitate transactions. Marketers clearly face a design problem in choosing the best mix of communication, distribution, and selling channels for their offerings. Supply Chain Whereas marketing channels connect the marketer to the target buyers, the supply chain describes a longer channel stretching from raw materials to components to final products that are carried to final buyers. For example, the supply chain for women’s purses starts with hides, tanning operations, cutting operations, manufacturing, and the marketing channels that bring products to customers. This supply chain represents a value delivery system. Each company captures only a certain percentage of the total value generated by the supply chain. When a company acquires competitors or moves upstream or downstream, its aim is

土木工程外文文献翻译

专业资料 学院： 专业：土木工程 姓名： 学号： 外文出处：Structural Systems to resist (用外文写) Lateral loads 附件：1.外文资料翻译译文；2.外文原文。

附件1：外文资料翻译译文 抗侧向荷载的结构体系 常用的结构体系 若已测出荷载量达数千万磅重，那么在高层建筑设计中就没有多少可以进行极其复杂的构思余地了。确实，较好的高层建筑普遍具有构思简单、表现明晰的特点。 这并不是说没有进行宏观构思的余地。实际上，正是因为有了这种宏观的构思，新奇的高层建筑体系才得以发展，可能更重要的是：几年以前才出现的一些新概念在今天的技术中已经变得平常了。 如果忽略一些与建筑材料密切相关的概念不谈，高层建筑里最为常用的结构体系便可分为如下几类： 1.抗弯矩框架。 2.支撑框架，包括偏心支撑框架。 3.剪力墙，包括钢板剪力墙。 4.筒中框架。 5.筒中筒结构。 6.核心交互结构。 7. 框格体系或束筒体系。 特别是由于最近趋向于更复杂的建筑形式，同时也需要增加刚度以抵抗几力和地震力，大多数高层建筑都具有由框架、支撑构架、剪力墙和相关体系相结合而构成的体系。而且，就较高的建筑物而言，大多数都是由交互式构件组成三维陈列。 将这些构件结合起来的方法正是高层建筑设计方法的本质。其结合方式需要在考虑环境、功能和费用后再发展，以便提供促使建筑发展达到新高度的有效结构。这并

不是说富于想象力的结构设计就能够创造出伟大建筑。正相反，有许多例优美的建筑仅得到结构工程师适当的支持就被创造出来了，然而，如果没有天赋甚厚的建筑师的创造力的指导，那么，得以发展的就只能是好的结构，并非是伟大的建筑。无论如何，要想创造出高层建筑真正非凡的设计，两者都需要最好的。 虽然在文献中通常可以见到有关这七种体系的全面性讨论，但是在这里还值得进一步讨论。设计方法的本质贯穿于整个讨论。设计方法的本质贯穿于整个讨论中。 抗弯矩框架 抗弯矩框架也许是低，中高度的建筑中常用的体系，它具有线性水平构件和垂直构件在接头处基本刚接之特点。这种框架用作独立的体系，或者和其他体系结合起来使用，以便提供所需要水平荷载抵抗力。对于较高的高层建筑，可能会发现该本系不宜作为独立体系，这是因为在侧向力的作用下难以调动足够的刚度。 我们可以利用STRESS，STRUDL 或者其他大量合适的计算机程序进行结构分析。所谓的门架法分析或悬臂法分析在当今的技术中无一席之地，由于柱梁节点固有柔性，并且由于初步设计应该力求突出体系的弱点，所以在初析中使用框架的中心距尺寸设计是司空惯的。当然，在设计的后期阶段，实际地评价结点的变形很有必要。 支撑框架 支撑框架实际上刚度比抗弯矩框架强，在高层建筑中也得到更广泛的应用。这种体系以其结点处铰接或则接的线性水平构件、垂直构件和斜撑构件而具特色，它通常与其他体系共同用于较高的建筑，并且作为一种独立的体系用在低、中高度的建筑中。

2019年车辆工程专业毕业论文_外文翻译1.doc

Drive force control of a parallel-series hybrid system Abstract Since each component of a hybrid system has its own limit of performance, the vehicle power depends on the weakest component. So it is necessary to design the balance of the components. The vehicle must be controlled to operate within the performance range of all the components. We designed the specifications of each component backward from the required drive force. In this paper we describe a control method for the motor torque to avoid damage to the battery, when the battery is at a low state of charge. Society of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. 1. Introduction In recent years, vehicles with internal combustion engines have increasingly played an important role as a means of transportation, and are contributing much to the development of society. However, vehicle emissions contribute to air pollution and possibly even global warming, which require effective countermeasures. Various developments are being made to reduce these emissions, but no further large improvements can be expected from merely improving the current engines and transmissions. Thus, great expectations are being placed on the development of electric, hybrid and natural gas-driven vehicles. Judging from currently applicable technologies, and the currently installed infrastructure of gasoline stations, inspection and service facilities, the hybrid vehicle, driven by the combination of gasoline engine and electric motor, is considered to be one of the most realistic solutions. Generally speaking, hybrid systems are classified as series or parallel systems. At Toyota, we have developed the Toyota Hybrid System (hereinafter referred to as the THS) by combining the advantages of both systems. In this sense the THS could be classified as a parallel-series type of system. Since the THS constantly optimizes engine operation, emissions are cleaner and better fuel economy can be achieved. During braking, Kinetic energy is recovered by the motor, thereby reducing fuel consumption and subsequent CO 2 emissions. Emissions and fuel economy are greatly improved by using the THS for the power train system. However, the THS incorporates engine, motor, battery and other components, each of which has its own particular capability. In other words, the driving force must be generated within the limits of each respective component. In particular, since the battery output varies greatly depending on its level of charge, the driving force has to be controlled with this in mind. This report clarifies the performance required of the respective THS components based on the driving force necessary for a vehicle. The method of controlling the driving force, both when the battery has high and low charge, is also described. 2. Toyota hybrid system (THS) [1,2] As Fig. 1 shows, the THS is made up of a hybrid transmission, engine and battery. 2.1. Hybrid transmission The transmission consists of motor, generator, power split device and reduction gear. The power split device is a planetary gear. Sun gear, ring gear and planetary carrier are directly connected to generator, motor and engine, respectively. The ring gear is also connected to the reduction gear. Thus, engine power is split into the generator and the driving wheels. With this type of mechanism, the