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黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 附 錄 附錄A外文文獻(xiàn)原文 Magnetorheological damper car. 1. Research status of magnetorheological damper Magnetorheological fluid refers to the additional magnetic field,under the action of rheological materials performance changes took place in the liq- uid.Will magnetorheological fluid into the magnetic fluid damper,though the control of magnetic field intensitymcan realize continuous magnetorhological damper,adjustable steplessly.Magnetorhelolgical damper usually adopts piston cylinder structure ,the pathway of MPF damper is on the piston or separate bypass,in the path of MRF,according to the structure of magnetic field can be divided into a bar and a single piston cylinder structure of dual pole. Magnetorheological damper can produce bigger,and according to the damping force of the external environment different easy adjustment magnetic field intensity,the change of shock absorber system to reduce vibration damping, achieve the goal.In the development of MFR devices and Lord,the Unites States and Delphi corporation in automobile damping application research holds June In 1995,the Lord of the fifth international electorheological fluids,and r- elated technologies of MRF,demonstrates a large trucks for semi-active sus- pension seat vibration isolation system p.Lord company recently issued a s- uitable automobile suspension of magnetorhological damper and Rheonetie series of current controller RD.3002.American Delphi company has developed magnet- orheological fluid using semi-active suspension system MagneRide team move suspension system applied in Seville Cadillac STS high-grade car,the suspe- nsion system can be changed according to the driving conditions.University ofVirginia utilization of magnetorhological damper Lord company in Volvo truck Fururecar heavy suspension frame for the cars on experiment,made the obvious eggect of vibration reduction.University ofMaryland and development of auto- motive air compensation structure air compensation structure of magnetorhe- ological damper.The damper adopts flow mode,simple stucture,the damping force change range is 250-1500N.Bok.CHOi Seung Korean coach suspension system is developed magnetorheological damper,dual cylinder structure,damping cylinder located at work channels in damper was design of PID controller.Laboratory tests show that:the use of magnetorheological damper can greatly improve the traffic safety and comfort.Ford motor company BASF,Germany,etc have invested heavily rd magnetorheological fluid and related componets. In the application of magnetoreohological damper is doing a lot of res- earch.Chongqing university of magnetorheological damper Liao Changrong as the design and control methods are studied,Chenjian of Shanghai jiaotong univer- sity for vehicle damping,the design of nanjing university of aeronautics Guo DALEI of magenorthological damper such vehicles in the semi-active control are studied,jingsu university on the adjustable jd.liu semi-active suspension d- amper control methods are studied,etc,damping design and control research has become hot. 2.Semi-active suspension control strategy and research status. Most current semi-active suspension system is to shock absorber real-time control of damping and adjust,its essence is measured by real-time sensor of vehicles running environment and body state,the data to microprocesser control algorithm is calculated according to the optimal damper,and then control re- gulation,shock absorhers damping force to achieve the ideal damping force, imporve the performance of the suspension,one of the key technologies is to control strategy.In the semi-active suspension of 30 years,and veicle engi- neering half-anf-half active suspension control strategy for a lot of resea- rch,the representative of control method can be summarized as follows: (1) The optimal control strategy. The optimal control is simply stated in the given conditions and evaluation function for the performance of the system ,the index optimal control laws.Its theoretical basis is linear optimal control theory,though the establishment of the state equation is proposed control system,target and weighting coeff- icients in the application of target set by the control theory of optimal control law to achieve optimal control. (2) Predictive control. Predictive control refers to the road ahead through the sensor will su- spension devices to information in advance,the parameters adjustment and the actual demand synchronization and reflect the real situation in the road.. 附錄B外文文獻(xiàn)翻譯 汽車磁流變減振器 1.磁流變減振器的研究狀況 磁流變液體是指在外加磁場(chǎng)的作用下，磁流變材料性能發(fā)生急劇變化的液體。將磁流變液體裝入磁流變減振器，通過(guò)控制磁場(chǎng)強(qiáng)度，可實(shí)現(xiàn)磁流變減振器的連續(xù)、無(wú)級(jí)可調(diào)。磁流變減振器通常采用活塞缸結(jié)構(gòu)，磁流變液的通路由位于活塞上的阻尼孔或單獨(dú)的旁通構(gòu)成，在磁流變液的通路上施加磁場(chǎng)，按結(jié)構(gòu)可分為單出桿和雙出桿活塞缸結(jié)構(gòu)。 磁流變減振器能夠產(chǎn)生較大的阻尼力，而且根據(jù)外部的環(huán)境不同很容易調(diào)節(jié)磁場(chǎng)強(qiáng)度，改變減振器系統(tǒng)的阻尼，達(dá)到主動(dòng)減振的目的。在磁流變液和器件開發(fā)方面，美國(guó)福特公司和Delphi公司都致力于汽車磁流變減振器的應(yīng)用研究，福特公司早在1995年得第五屆國(guó)際電流變液、磁流變液及相關(guān)技術(shù)研討會(huì)上，展示可一種用于大型載重汽車座椅半主動(dòng)懸架減振系統(tǒng)。福特公司最近開發(fā)了適用于汽車懸架的Rheonetie系列磁流變減振器和電流變控制器RD。3002.美國(guó)Delphi公司已經(jīng)利用磁流變液開發(fā)出半主動(dòng)懸架系統(tǒng)MagneRide3,被評(píng)為1999年世界一百項(xiàng)重大發(fā)明之一，2002年，MagnenRide把半主動(dòng)懸架系統(tǒng)應(yīng)用在Cadillac高檔車上，此懸架系統(tǒng)能根據(jù)行駛情況自動(dòng)改變阻尼。維吉尼亞大學(xué)利用福特公司的磁流變減振器分別在Volvo 重型卡車和轎車的懸架上進(jìn)行裝車試驗(yàn)，取得了明顯的減振效果。美國(guó)馬里蘭大學(xué)也開發(fā)了充氣補(bǔ)償結(jié)構(gòu)的汽車磁流變減振器。該減振器采用流動(dòng)模式，結(jié)構(gòu)簡(jiǎn)答，阻尼力變化范圍在250-1500N。韓國(guó)Seung.Bok Choi 開發(fā)了客車懸架系統(tǒng)氣體補(bǔ)償器，雙筒結(jié)構(gòu)，阻尼通道位于工作缸兩端，在阻尼器設(shè)計(jì)膜片隔離氣體補(bǔ)償器，并設(shè)計(jì)了基于天棚阻尼的PID控制器。試驗(yàn)測(cè)試證明：利用磁流變減振器可以大幅度提高車輛的安全性和舒適性。福特公司、德國(guó)BASF等也紛紛投入資金研發(fā)磁流變液和想過(guò)器件。 我國(guó)對(duì)磁流變減振器的應(yīng)用也做了大量的研究。重慶大學(xué)的廖昌榮等對(duì)磁流變減振器的設(shè)計(jì)和控制方法進(jìn)行了研究，上海交通大學(xué)的陳吉安對(duì)用于車輛的磁流變減振器進(jìn)行了設(shè)計(jì)，南京航天航空大學(xué)的郭大雷等對(duì)磁流變減振器在車輛上的半主動(dòng)控制進(jìn)行了研究，江蘇大學(xué)的陳龍等對(duì)可調(diào)阻尼不主動(dòng)懸架的控制方法進(jìn)行了研究等等，目前磁流變減振器的設(shè)計(jì)及控制研究已經(jīng)逐漸成為熱點(diǎn)。 2車輛半主動(dòng)懸架的控制策略及研究現(xiàn)狀 目前大多數(shù)半主動(dòng)懸架系統(tǒng)勢(shì)對(duì)減振器的阻尼進(jìn)行實(shí)時(shí)控制和調(diào)節(jié)，其本質(zhì)就是通過(guò)傳感器實(shí)時(shí)測(cè)量車輛的運(yùn)行環(huán)境和車聲狀態(tài)，把數(shù)據(jù)傳給微處理器，根據(jù)控制算法計(jì)算出當(dāng)前的最佳阻尼力，并根據(jù)此控制調(diào)節(jié)減振器阻尼力，使之達(dá)到理想阻尼力，改善懸架性能，其關(guān)鍵技術(shù)之一是控制策略。在半主動(dòng)懸架提出30多年時(shí)間里，國(guó)內(nèi)外車輛工程界對(duì)半主動(dòng)懸架的控制策略進(jìn)行了很多研究，具有代表性的控制方法可以歸納如下： （1）最優(yōu)控制策略 最優(yōu)控制簡(jiǎn)單地說(shuō)就是在給定的限制條件和評(píng)價(jià)函數(shù)下，尋找使系統(tǒng)性能指標(biāo)最優(yōu)的控制規(guī)律。其理論基礎(chǔ)是線性最優(yōu)控制理論，通過(guò)建立系統(tǒng)的狀態(tài)方程提出控制目標(biāo)和加權(quán)系數(shù)，在應(yīng)用控制理論所設(shè)目標(biāo)下的最優(yōu)控制規(guī)律來(lái)實(shí)現(xiàn)最優(yōu)控制。 （2）預(yù)測(cè)控制 預(yù)測(cè)控制是指通過(guò)傳感器將車輛前方路面信息預(yù)先傳給懸架裝置，使參數(shù)的調(diào)節(jié)與實(shí)際需求同步。這個(gè)理論的關(guān)鍵技術(shù)是要獲得具有一定精度、不受干擾和反應(yīng)路面真實(shí)情況的信息。 7