簡(jiǎn)介：SHIFTDYNAMICSANDCONTROLOFDUALCLUTCHTRANSMISSIONSMANISHKULKARNI,TAEHYUNSHIM,YIZHANGDEPARTMENTOFMECHANICALENGINEERING,UNIVERSITYOFMICHIGANDEARBORN,DEARBORNMI48128,UNITEDSTATESRECEIVED4OCTOBER2005ACCEPTED1MARCH2006AVAILABLEONLINE18MAY2006ABSTRACTSHIFTSINADUALCLUTCHTRANSMISSIONDCTAREREALIZEDBYTORQUETRANSFERFROMONECLUTCHTOANOTHERWITHOUTTRACTIONINTERRUPTIONDUETOTHECONTROLLEDSLIPPAGEOFTHECLUTCHESTHETIMINGOFENGAGEMENTANDDISENGAGEMENTOFTHETWOCLUTCHESISCRITICALFORACHIEVINGASMOOTHSHIFTWITHOUTENGINEFLAREANDCLUTCHTIEUPTHISPAPERPRESENTSANANALYTICALMODELFORTHESIMULATION,ANALYSISANDCONTROLOFSHIFTDYNAMICSFORDCTVEHICLESADYNAMICMODELANDTHECONTROLLOGICFORTHEINTEGRATEDVEHICLEHAVEBEENDEVELOPEDUSINGMATLAB/SIMULINKASTHESIMULATIONPLATFORMTHEMODELHASBEENUSEDTOSTUDYTHEVARIATIONINOUTPUTTORQUEINRESPONSETODIFFERENTCLUTCHPRESSUREPROFILESDURINGSHIFTSOPTIMIZEDCLUTCHPRESSUREPROFILESHAVEBEENCREATEDFORTHEBESTPOSSIBLESHIFTQUALITYBASEDONMODELSIMULATIONASANUMERICALEXAMPLE,THEMODELISUSEDFORADCTVEHICLETOSIMULATETHEWIDEOPENTHROTTLEPERFORMANCEVEHICLELAUNCHANDSHIFTPROCESSAREBOTHSIMULATEDTOASSESSTRANSMISSIONSHIFTQUALITYANDVALIDATETHEEFFECTIVENESSOFTHESHIFTCONTROL?2006ELSEVIERLTDALLRIGHTSRESERVEDKEYWORDSDUALCLUTCHTRANSMISSIONAUTOMATICTRANSMISSIONS1INTRODUCTIONTHEREHASBEENACLEARTRENDINTHEAUTOMOTIVEINDUSTRYINRECENTYEARSTOWARDSINCREASEDRIDECOMFORTANDFUELEFFICIENCYASTHEPOWERTRANSMISSIONUNIT,TRANSMISSIONSPLAYANIMPORTANTROLEINVEHICLEPERFORMANCEANDFUELECONOMYTHEREARECURRENTLYSEVERALTYPESOFTRANSMISSIONSANDTHEASSOCIATEDTECHNOLOGIESTHATOFFERDIFFERENTPERFORMANCEPRIORITIESWHENFITINTOAVEHICLE1MANUALTRANSMISSIONSHAVEANOVERALLEFFICIENCYOF962,WHICHISTHEHIGHESTEFFICIENCYVALUEFORANYTYPEOFTRANSMISSIONCURRENTPRODUCTIONAUTOMATICSHAVEBEENIMPROVEDTOPROVIDEANEFFICIENCYOFNOTMORETHAN863BELTTYPECVT’SHAVEANOVERALLEFFICIENCYOF846,HOWEVER,THEMAJORADVANTAGEOFCVTISTHATITALLOWSTHEENGINETOOPERATEINTHEMOSTFUELEFFICIENTMANNER2AUTOMATEDMANUALTRANSMISSIONSHAVETHESAMEEFFICIENCYOFMANUALTRANSMISSIONSANDOFFEROPERATIONCONVENIENCESIMILARTOCONVENTIONALAUTOMATICTRANSMISSIONSTHEREEXISTTWOTECHNICALLYFEASIBLEDESIGNSFORAUTOMATEDLAYSHAFTGEARINGTRANSMISSIONSONEUSESASINGLECLUTCHANDISBASICALLYAMANUALTRANSMISSIONWITHANADDEDONCONTROLUNITTHATAUTOMATESTHECLUTCHANDSHIFTOPERATIONSINTHISDESIGN,THEREISANINTERRUPTIONOF0094114X/SEEFRONTMATTER?2006ELSEVIERLTDALLRIGHTSRESERVEDDOI101016/JMECHMACHTHEORY200603002CORRESPONDINGAUTHORTEL13135935539EMAILADDRESSANDINGUMICHEDUYZHANGMECHANISMANDMACHINETHEORY422007168–182WWWELSEVIERCOM/LOCATE/MECHMTMECHANISMANDMACHINETHEORYTHEENGINEOUTPUTTORQUEISINTERPOLATEDINTERMSOFTHETHROTTLEANGLEANDRPMFROMTHEENGINEMAPGEARSHAVENOBACKLASHALLTHEMECHANICALLOSSESAREMODELEDASAPARTOFTHEVEHICLEDRAGDELAYSDUETOHYDRAULICACTUATIONSYSTEMARENOTCONSIDEREDCLUTCHESAREMODELEDASCOULOMBFRICTIONELEMENTSTEMPERATUREEFFECTSOFTHEDRIVETRAINARENEGLECTEDCL2CL1SYN5RSYN6SYN13SYN244231INPUTSHAFTOUTPUT6R5FINALDRIVEPINION2FINALDRIVEPINION1INTERMEDIATESHAFT1INTERMEDIATESHAFT2SYN5RSYN6SYN13SYN24INPUTSHAFTOUTPUT6R5SYN5RSYN6SYN13SYN24INPUTSHAFTOUTPUT6R5FINALDRIVEPINION2FINALDRIVEPINION1INTERMEDIATESHAFT1INTERMEDIATESHAFT2FIG1DCTSTICKDIAGRAM4OUTPUTSHAFT4RCL1CL2131265INPUTSHAFTII/PIECL1312ENGINEKMCMIMEΩPI/ΩK1C1IHISI1SΩI2IMΩIMΩHΩK2C2I3AIOΩWΩFIG2DCTDYNAMICMODEL170MKULKARNIETAL/MECHANISMANDMACHINETHEORY422007168–182

簡(jiǎn)介：EVALUATIONOFHEATMANAGEMENTININJECTIONMOULDTOOLSBAMCCALLA1,PSALLAN1ANDPRHORNSBY2THECONTROLANDMANAGEMENTOFHEATININJECTIONMOULDTOOLSISAVITALREQUIREMENTFOROBTAININGOPTIMUMPRODUCTIONPROCESSINGCONDITIONSTHISPAPERDESCRIBESANINVESTIGATIONTHATCOMPAREDCONVENTIONALMOULDCOOLINGMETHODSWITHARELATIVELYNEWTECHNIQUECALLED‘PULSECOOLINGTECHNOLOGY’PCTTHEPRINCIPLEOFPCTISTHEUSEOFANINTERMITTENTFLOWOFTHECOOLINGMEDIUMINTHEMOULDTOOLWITHACCURATECONTROLOFTHEMOULDCAVITYSURFACETEMPERATUREDURINGTHEINJECTIONMOULDINGCYCLEAMOULDTOOLINSTRUMENTEDFORCAVITYPRESSURE,CAVITYSURFACETEMPERATUREANDMOULDBACKGROUNDTEMPERATUREMEASUREMENTSWASCONSTRUCTEDFORTHESTUDYRESULTSSHOWINGTHEEFFECTIVENESSOFPCTCOMPAREDWITHCONVENTIONALCOOLINGAREPRESENTEDFORPOLYPROPYLENEPP,POLYCARBONATEANDFILLEDPPWITHTALCANDALUMINIUMPOWDERSAREDUCTIONOFUPTO22OFTHECONVENTIONALLYCOOLEDMOULDINGCYCLETIMEFORUNFILLEDPPHASBEENRECORDEDWHENPULSEDMOULDCOOLINGWASUSEDKEYWORDSINJECTIONMOULDING,MOULDCOOLING,PULSEDCOOLING,MOULDTEMPERATURECONTROLINTRODUCTIONTHEOBJECTIVEOFTHETEMPERATURECONTROLSYSTEMINANINJECTIONMOULDTOOLISTOMAINTAINACONSISTENTCAVITYSURFACETEMPERATURECYCLETHATISESSENTIALFORPARTREPRODUCIBILITYININJECTIONMOULDINGCHANGESINTHECAVITYSURFACETEMPERATURECYCLECANRESULTINAVARIATIONINPROPERTIES,SUCHASSHRINKAGE,INTERNALSTRESS,WARPAGEANDTHESURFACEQUALITYOFMOULDINGSTHEEFFICIENCYOFTHECOOLINGSYSTEMISAMAJORFACTORTHATWILLAFFECTTHEOVERALLCYCLETIME,ASITISTHETIMETOCOOLTHEMOULDINGFROMITSINJECTIONTEMPERATURETOATEMPERATUREATWHICHITCANBEEJECTEDFROMTHEMOULDTOOLTHATTYPICALLYFORMSTHELARGESTPORTIONOFTHEMOULDINGCYCLETIMETHETHERMALPROPERTIESOFTHEMOULDMATERIAL,THEDESIGNOFTHECOOLINGCHANNELS,THEPARTSECTIONTHICKNESS,THEPROPERTIESOFTHEPROCESSEDMATERIALANDTHETEMPERATUREOFTHECOOLINGMEDIUMWILLALLCONTRIBUTETOTHEEFFICIENCYOFTHETOOL1NUMEROUSCOMMERCIALPRODUCTSHAVEBEENDESIGNEDTOIMPROVETHEEFFICIENCYOFTHEREMOVALOFTHEHEATFROMATHERMOPLASTICSINJECTIONMOULDTOOLEXAMPLESOFSOMEOFTHESEAREASFOLLOWSIALLOYSWITHHIGHTHERMALCONDUCTIVITIESBASEDONBERYLLIUMANDCOPPERHAVEBEENUSEDFORTHEPRODUCTIONOFMOULDINSERTSIICONFORMALCOOLINGCHANNELSHAVEBEENUSEDTOACHIEVEUNIFORMHEATREMOVALFROMCOMPLEXMOULDEDSECTIONSIIICOOLINGPROBESANDSPECIALDESIGNSTOCREATETURBULENTFLOWINTHECOOLINGAGENTALLOFTHESEFEATURESCANOFFERSIGNIFICANTBENEFITSTOTHEEFFICIENCYOFTHECOOLINGOFTHEMOULDTOOL,BUTTHEYDONOTPROVIDEFORTHEMANAGEMENTOFTHEHEATEXTRACTIONINTHEMOULDTOOLTHECONVENTIONALMETHODOFCOOLINGTHATISUSEDINTHEINDUSTRYINVOLVESATEMPERATURECONTROLUNITTHATSUPPLIESACOOLINGFLUIDTOTHEMOULDTOOLATASETTEMPERATURETHESENSORUSEDTOCONTROLTHETEMPERATUREOFTHECOOLANTCANBESITUATEDINTHEMOULDTOOLORINTHECONTROLUNITTHEMAINFEATUREOFTHISMETHODOFCOOLINGISTHATTHECOOLANTISCONSTANTLYFLOWINGANDTHATTYPICALLYONLYONECONTROLLINGSENSORISUSEDONAMOULDTOOLOVERTHELAST15YEARS,AMOULDCOOLINGPROCESSTHATCLAIMSTOEFFECTIVELYMANAGETHEHEATTRANSFERININJECTIONMOULDTOOLSHASBEENDEVELOPED2,3THEPROCESSKNOWNAS‘PULSEDCOOLINGTECHNOLOGY’OR‘PCT’OPERATESWITHCONTROLLEDPULSESOFTHECOOLANTTOSEPARATECOOLINGZONESINTHEMOULDTOOLITALSOUSESTHEHEATSUPPLIEDBYTHEINJECTEDRESINMELTTOMAINTAINTHETEMPERATUREOFTHETOOLSOTHATONLYTHEEXCESSHEATFROMTHATSOURCEISEXTRACTEDFROMTHEMOULD2,3ABRIEFDESCRIPTIONOFTHEOPERATIONOFPCTISASFOLLOWSITHEMOULDISINITIALLYHEATEDBYTHEPOLYMERTHATISMOULDEDDURINGTHESETUPPROCEDUREFORTHETOOLALTERNATIVELYTHETOOLCANBEINITIALLYPRIMEDBYUSINGANAUXILIARYHEATINGSYSTEMIIWHENTHEMOULDREACHESTHESETTEMPERATURETHEPULSEDCOOLINGCONTROLTAKESOVERTHEMOULDSURFACETEMPERATUREINEACHOFTHEZONESOFTHETOOLISUSEDTOCONTROLTHEDEMANDFORCOOLANTIIITHEPCTCONTROLISPROGRAMMEDTOSUPPLYPULSESOFTHECOOLINGFLUIDONLYWHENTHEMOULDSURFACESENSORSDEMANDIT1WOLFSONCENTREFORMATERIALSPROCESSING,BRUNELUNIVERSITYUXBRIDGEUB83PH,UK2SCHOOLOFMECHANICALANDAEROSPACEENGINEERING,QUEENSUNIVERSITYBELFAST,BELFASTBT95AH,UKCORRESPONDINGAUTHOR,EMAILPETERALLANBRUNELACUK26?2007INSTITUTEOFMATERIALS,MINERALSANDMININGPUBLISHEDBYMANEYONBEHALFOFTHEINSTITUTERECEIVED27FEBRUARY2006ACCEPTED25OCTOBER2006DOI101179/174328907X174593PLASTICS,RUBBERANDCOMPOSITES2007VOL36NO1THETALCFILLEDPPCOMPOUNDSWEREMADEBYBLENDINGPPPOWDERGROUNDFROMPELLETS,WITHTHEDRIEDTALCPOWDERINAVBLENDERANDTHENCOMPOUNDINGTHEMIXINACOROTATINGTWINSCREWEXTRUDERABETOLTS40THEMOULDINGTRIALSFORBOTHCONVENTIONALCOOLINGANDPULSEDCOOLINGWERECARRIEDOUTWITHINJECTIONGATES1AND3ONTHEENDSOFTHETENSILEBARCAVITIESFIG2WHENTHEBASICMOULDINGCONDITIONSHADBEENESTABLISHEDFORAMOULDINGRUN,THECYCLEWASFINALLYOPTIMISEDBYTHEUSEOFCAVITYPRESSUREMONITORINGTOSETTHESTROKEPOSITIONATWHICHINJECTIONPRESSUREWASSWITCHEDTOHOLDINGPRESSURETHEINJECTION–MOULDINGMACHINEWASSETTOOPERATEINTHEFULLYAUTOMATICMODEANDWASALLOWEDTOSTABILISEBEFOREANYREADINGSWERERECORDEDONTHEDATAACQUISITIONSYSTEMAFTERTHEMOULDINGCONDITIONSHADBEENSETFORAPARTICULARRESINCOMPOUND,THESAMECONDITIONSWEREUSEDFORBOTHCONVENTIONALCOOLINGANDPCTTHISMEANTTHATANYDIFFERENCEINTHECYCLETIMEBETWEENTHETWOSETSOFMOULDINGSCOULDBEDIRECTLYRELATEDTOTHEMOULDCOOLINGMETHODUSEDTYPICALMOULDCAVITYPRESSUREANDTEMPERATURETRACESARESHOWNINFIG4AANDBRESPECTIVELYTHEMOULDCOOLINGTIMEISTAKENFROMTHEPOINTWHENTHECAVITYISVOLUMETRICALLYFULL,ATTHECHANGEOVERFROMINJECTIONPRESSURETOHOLDINGPRESSURETOTHEPOINTWHENTHECAVITYPRESSUREDROPPEDTOATMOSPHERICTHECYCLETIMEWASESTABLISHEDFROMTHETEMPERATURESENSORPROFILES,ASINDICATEDINFIG4BTHEMOULDINGSWEREPRODUCEDUSINGBOTHDIRECTCOOLINGANDPULSEDCOOLINGATVARIOUSSETMOULDTEMPERATURESFORTHEPULSEDCOOLINGEXPERIMENTS,THECOOLANTTEMPERATUREWASSETAT11UCTHEMOULDFORTHETRIALSWASSETUPACCORDINGTOTHEPRINCIPLESOFPULSEDCOOLING32COMPONENTDRAWINGSHOWINGRUNNER,GATESANDLOCATIONSOFFOURCAVITYPRESSURE–TEMPERATURETRANSDUCERSMCCALLAETALEVALUATIONOFHEATMANAGEMENTININJECTIONMOULDTOOLS28PLASTICS,RUBBERANDCOMPOSITES2007VOL36NO1

簡(jiǎn)介：ANUMERICALANALYSISOFTHEINTERACTIONBETWEENTHEPISTONOILFILMANDTHECOMPONENTDEFORMATIONINARECIPROCATINGCOMPRESSORJRCHO,SJMOONSCHOOLOFMECHANICALENGINEERING,PUSANNATIONALUNIVERSITY,JANGJEONDONG,KUMJUNGKU,BUSAN609735,SOUTHKOREARECEIVED27DECEMBER2003RECEIVEDINREVISEDFORM10MAY2004ACCEPTED6OCTOBER2004AVAILABLEONLINE23NOVEMBER2004ABSTRACTTHEPISTONSECONDARYMOTIONSIGNIFICANTLYINFLUENCESTHEMAJORCHARACTERISTICSOFLUBRICATIONINARECIPROCATINGCOMPRESSOR,SUCHASTHEOILLEAKAGE,THEPISTONSLAPPHENOMENONANDTHEFRICTIONALPOWERLOSSTHEREFORE,THEDESIGNPARAMETERSGOVERNINGPISTONDYNAMICSSHOULDBECAREFULLYDETERMINEDBASEDUPONARELIABLEDYNAMICCHARACTERISTICINVESTIGATIONASAPRELIMINARYRESEARCHSTEP,THISPAPERISCONCERNEDWITHTHEFINITEELEMENTANALYSISFORTHEPISTONDYNAMICRESPONSEBYCOUPLINGFDMFORTHELUBRICATINGPRESSUREFIELDWITHFEMFORTHEPISTONDYNAMICMOTION,WENUMERICALLYAPPROXIMATETHELUBRICANT–STRUCTUREINTERACTIONINARECIPROCATINGCOMPRESSORNUMERICALRESULTSILLUSTRATINGTHETHEORETICALWORKAREPRESENTEDQ2004ELSEVIERLTDALLRIGHTSRESERVEDKEYWORDSRINGLESSSMALLRECIPROCATINGCOMPRESSORLUBRICANT–STRUCTUREINTERACTIONPISTONSECONDARYMOTIONECCENTRICITYANDTILTFEMANDFDM1INTRODUCTIONRINGLESSSMALLRECIPROCATINGCOMPRESSORSAREWIDELYUSEDTOCOMPRESSCOOLANTGASINHOUSEHOLDREFRIGERATORSANDAIRCONDITIONERSINSUCHDEVICESTHEPISTONBECOMESAKEYCOMPONENTINFLUENCINGALLTHEMAJORPERFORMANCESOFRECIPROCATINGCOMPRESSOR,SUCHASPUMPINGEFFICIENCY,NOISE,POWERCONSUMPTION,ANTIWEAR,ANDSOONITISBECAUSEPISTONDYNAMICSCHARACTERIZESTHEOILLEAKAGE,THEPISTONSLAPPHENOMENON1ANDTHEFRICTIONALLOSS,WHICHDETERMINESUCHMAJORPERFORMANCESWHILEMOVINGUPANDDOWNALONGTHELUBRICATEDCYLINDERWALL,APISTONDISPLAYSOSCILLATORYRADIALTRANSLATIONANDROTATIONWITHINTHEOILFILMCLEARANCEOWINGTOTHEUNBALANCEINDYNAMICFORCESACTINGONITTHISSECONDARYMOTIONINPISTONDYNAMICSHASBECOMEACRUCIALRESEARCHSUBJECTINORDERTOIMPROVETHEPERFORMANCEANDSTABILITYOFRECIPROCATINGCOMPRESSOR2,3THEPISTONSECONDARYMOTIONISASSOCIATEDWITHSEVERALDESIGNPARAMETERS,SUCHASTHERADIALCLEARANCE,THELUBRICANTVISCOSITY,THEWRISTPINLOCATION,THECRANKSHAFTECCENTRICITY,ANDTHEPISTONSKIRTPROFILE4,5ASWELL,APISTONINRINGLESSRECIPROCATINGCOMPRESSORSISSUBJECTTOLUBRICATINGPRESSUREANDFRICTIONALFORCE,BESIDESTHEPRIMARYCOOLANTPRESSUREANDTHEMOTORDRIVENFORCESO,THEPISTONDYNAMICMOTIONISSTRONGLYINFLUENCEDBYTHEGEOMETRICSTRUCTUREANDTHEOILFILMPRESSURETHEREFORE,THEABOVEMENTIONEDDESIGNPARAMETERSSHOULDBECAREFULLYDETERMINED,INORDERTOMAXIMIZETHEDYNAMICPERFORMANCEANDSTABILITY,BASEDUPONAPARAMETRICDYNAMICINVESTIGATION,WHICHWOULDBEACHIEVEDBYANAPPROPRIATECOUPLEDNUMERICALANALYSIS,SUCHASONEFORGENERALFLUID–STRUCTUREINTERACTIONPROBLEMS6,7ACCORDINGTOOURBRIEFLITERATURESURVEY,LIETAL8INVESTIGATEDTHELUBRICATIONCHARACTERISTICSTHEORETICALLYANDEXPERIMENTALLY,ANDFOUNDTHEEFFECTOFTHEWRISTPINLOCATIONONTHEFRICTIONALFORCETRADITIONALLY,THELUBRICATINGPRESSUREHASBEENMODELEDBYREYNOLDSEQUATIONBYASSUMINGTHEOILLUBRICANTBEANEWTONIANISOVISCOUSFLUIDONTHEOTHERHAND,THEPISTONDYNAMICSHASBEENMOSTLYDESCRIBEDBYTHEPARTICLEDYNAMICSEQUATIONSFORTHEPISTONMASSCENTERBYREPLACINGEXTERNALSURFACETRACTIONSWITHEQUIVALENTRESULTANTFORCESANDMOMENTS9–11FURTHERMORE,BOTHPISTONANDCYLINDERWEREASSUMEDASRIGIDBODIESEVENTHOUGHTHISPARTICLEDYNAMICSAPPROACHMAKESTHEPROBLEMSIMPLERANDREDUCESTHECOMPUTATIONTIME,0301679X/SEEFRONTMATTERQ2004ELSEVIERLTDALLRIGHTSRESERVEDDOI101016/JTRIBOINT200410002TRIBOLOGYINTERNATIONAL382005459–468WWWELSEVIERCOM/LOCATE/TRIBOINTCORRESPONDINGAUTHORTELC82515102467FAXC82515147640EMAILADDRESSJRCHOHYOWONPUSANACKRJRCHOONTHEOTHERHAND,B0INDICATESTHEINCLINEDANGLEOFTHECONNECTINGRODFORCETOTHEVERTICALAXISOWINGTOTHEPISTONECCENTRICITYINTHEXDIRECTIONWENOTETHATTHEEFFECTOFTHEPISTONTILTABOUTTHEWRISTPINISNEGLECTEDTHEN,THECONNECTINGRODFORCECOMPONENTSANDTHEINCLINEDANGLEAREDETERMINEDASFYDFTZMPAPCPR2DPGKPATCFPF4FXDFTZFPX5B0ZTANK1DFXFYT6WHEREMPDENOTESTHETOTALPISTONMASS3DISPLACEMENTANDLUBRICATINGPRESSUREFIELDSLETUXTBETHEDISPLACEMENTFIELDOFTHEPISTONANDCYLINDER,THESTRUCTURALDYNAMICRESPONSEISGOVERNEDBYSIJDUTJCFIZR€UI7WITHINITIALANDBOUNDARYCONDITIONSUIDX0TZ08UIDXTTZ0SIJNJZTI9WHERERDENOTESTHEMASSDENSITYOFTHESTRUCTURALCOMPONENTSANDTITHETRACTIONCOMPONENTSBYTHECOOLANTGASANDLUBRICATINGOILPRESSURESINORDERTODESCRIBETHELUBRICATINGPRESSUREFIELDWITHINTHERADIALCLEARANCE,WEINTRODUCEACYLINDRICALCOORDINATEATTACHEDTOTHECENTEROFTHEPISTONTOPSURFACE,ASDEPICTEDINFIG3THEYAXISDIRECTSTOTHESAMEDIRECTIONASONEINTHEPREVIOUSFIXEDCARTESIANCOORDINATESYSTEMREFERRINGTOFIG1B,THEPISTONISALLOWEDTOMOVEONLYINTHEXDIRECTIONANDTOTILTABOUTTHEWRISTPINAXISTHEPISTONAXISECCENTRICITYISDENOTEDBYEWHILETHETILTINGANGLEBYGWEASSUMETHATTHEOILFILMISALWAYS100FULLWITHINTHERADIALCLEARANCEOVERWHOLE3608ANDAXIALLENGTHOFTHEPISTONTHELUBRICATINGOILFLOWISASSUMEDTOBEINCOMPRESSIBLELAMINARBECAUSETWOCHARACTERISTICLENGTHSHANDRARESIGNIFICANTLYLARGERTHANTHEFLOWTHICKNESSAND,THEPRESSUREVARIATIONINTHERDIRECTIONISIGNOREDBECAUSETHERADIALCLEARANCEISMUCHSMALLERTHANTHEPISTONRADIUSBYNEGLECTINGTHEBODYANDINERTIAFORCESOFLUBRICATINGOIL,THELUBRICATINGPRESSUREFIELDPY,QISGOVERNEDBYREYNOLDS’SEQUATIONWHICHISBASEDUPONTHEINCOMPRESSIBLENAVIER–STOKESEQUATIONSANDTHECONTINUITYCONDITIONV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簡(jiǎn)介：STRUCTMULTIDISCOPTIM20,76–82?SPRINGERVERLAG2000OPTIMALDESIGNOFHYDRAULICSUPPORTMOBLAK,BHARLANDBBUTINARABSTRACTTHISPAPERDESCRIBESAPROCEDUREFOROPTIMALDETERMINATIONOFTWOGROUPSOFPARAMETERSOFAHYDRAULICSUPPORTEMPLOYEDINTHEMININGINDUSTRYTHEPROCEDUREISBASEDONMATHEMATICALPROGRAMMINGMETHODSINTHEFIRSTSTEP,THEOPTIMALVALUESOFSOMEPARAMETERSOFTHELEADINGFOURBARMECHANISMAREFOUNDINORDERTOENSURETHEDESIREDMOTIONOFTHESUPPORTWITHMINIMALTRANSVERSALDISPLACEMENTSINTHESECONDSTEP,MAXIMALTOLERANCESOFTHEOPTIMALVALUESOFTHELEADINGFOURBARMECHANISMARECALCULATED,SOTHERESPONSEOFHYDRAULICSUPPORTWILLBESATISFYINGKEYWORDSFOURBARMECHANISM,OPTIMALDESIGN,MATHEMATICALPROGRAMMING,APPROXIMATIONMETHOD,TOLERANCE1INTRODUCTIONTHEDESIGNERAIMSTOFINDTHEBESTDESIGNFORTHEMECHANICALSYSTEMCONSIDEREDPARTOFTHISEFFORTISTHEOPTIMALCHOICEOFSOMESELECTEDPARAMETERSOFASYSTEMMETHODSOFMATHEMATICALPROGRAMMINGCANBEUSED,IFASUITABLEMATHEMATICALMODELOFTHESYSTEMISMADEOFCOURSE,ITDEPENDSONTHETYPEOFTHESYSTEMWITHTHISFORMULATION,GOODCOMPUTERSUPPORTISASSUREDTOLOOKFOROPTIMALPARAMETERSOFTHESYSTEMTHEHYDRAULICSUPPORTFIG1DESCRIBEDBYHARL1998ISAPARTOFTHEMININGINDUSTRYEQUIPMENTINTHEMINEVELENJESLOVENIA,USEDFORPROTECTIONOFWORKINGENVIRONMENTINTHEGALLERYITCONSISTSOFTWOFOURBARRECEIVEDAPRIL13,1999MOBLAK1,BHARL2ANDBBUTINAR31FACULTYOFMECHANICALENGINEERING,SMETANOVA17,2000MARIBOR,SLOVENIAEMAILMAKSOBLAKUNIMBSI2MPPRAZVOJDOO,PTUJSKA184,2000MARIBOR,SLOVENIAEMAILBOSTJANHARLUNIMBSI3FACULTYOFCHEMISTRYANDCHEMICALENGINEERING,SMETANOVA17,2000MARIBOR,SLOVENIAEMAILBRANKOBUTINARUNIMBSIMECHANISMSFEDGANDAEDBASSHOWNINFIG2THEMECHANISMAEDBDEFINESTHEPATHOFCOUPLERPOINTCANDTHEMECHANISMFEDGISUSEDTODRIVETHESUPPORTBYAHYDRAULICACTUATORFIG1HYDRAULICSUPPORTITISREQUIREDTHATTHEMOTIONOFTHESUPPORT,MOREPRECISELY,THEMOTIONOFPOINTCINFIG2,ISVERTICALWITHMINIMALTRANSVERSALDISPLACEMENTSIFTHISISNOTTHECASE,THEHYDRAULICSUPPORTWILLNOTWORKPROPERLYBECAUSEITISSTRANDEDONREMOVALOFTHEEARTHMACHINEAPROTOTYPEOFTHEHYDRAULICSUPPORTWASTESTEDINALABORATORYGRM1992THESUPPORTEXHIBITEDLARGETRANSVERSALDISPLACEMENTS,WHICHWOULDREDUCEITSEMPLOYABILITYTHEREFORE,AREDESIGNWASNECESSARYTHEPROJECTSHOULDBEIMPROVEDWITHMINIMALCOSTIFPOS7821MATHEMATICALMODELTHEMATHEMATICALMODELOFTHESYSTEMWILLBEFORMULATEDINTHEFORMPROPOSEDBYHAUGANDARORA1979MINFU,V,9SUBJECTTOCONSTRAINTSGIU,V≤0,I1,2,,?,10ANDRESPONSEEQUATIONSHJU,V0,J1,2,,M11THEVECTORUU1UNTISCALLEDTHEVECTOROFDESIGNVARIABLES,VV1VMTISTHEVECTOROFRESPONSEVARIABLESANDFIN9ISTHEOBJECTIVEFUNCTIONTOPERFORMTHEOPTIMALDESIGNOFTHELEADINGFOURBARMECHANISMAEDB,THEVECTOROFDESIGNVARIABLESISDEFINEDASUA1A2A4T,12ANDTHEVECTOROFRESPONSEVARIABLESASVXYT13THEDIMENSIONSA3,A5,A6OFTHECORRESPONDINGLINKSAREKEPTFIXEDTHEOBJECTIVEFUNCTIONISDEFINEDASSOME“MEASUREOFDIFFERENCE”BETWEENTHETRAJECTORYLANDTHEDESIREDTRAJECTORYKASFU,VMAXG0Y?F0Y2,14WHEREXG0YISTHEEQUATIONOFTHECURVEKANDXF0YISTHEEQUATIONOFTHECURVELSUITABLELIMITATIONSFOROURSYSTEMWILLBECHOSENTHESYSTEMMUSTSATISFYTHEWELLKNOWNGRASSHOFFCONDITIONSA3A4?A1A2≤0,15A2A3?A1A4≤016INEQUALITIES15AND16EXPRESSTHEPROPERTYOFAFOURBARMECHANISM,WHERETHELINKSA2,A4MAYONLYOSCILLATETHECONDITIONU≤U≤U17PRESCRIBESTHELOWERANDUPPERBOUNDSOFTHEDESIGNVARIABLESTHEPROBLEM9–11ISNOTDIRECTLYSOLVABLEWITHTHEUSUALGRADIENTBASEDOPTIMIZATIONMETHODSTHISCOULDBECIRCUMVENTEDBYINTRODUCINGANARTIFICIALDESIGNVARIABLEUN1ASPROPOSEDBYHSIEHANDARORA1984THENEWFORMULATIONEXHIBITINGAMORECONVENIENTFORMMAYBEWRITTENASMINUN1,18SUBJECTTOGIU,V≤0,I1,2,,?,19FU,V?UN1≤0,20ANDRESPONSEEQUATIONSHJU,V0,J1,2,,M,21WHEREUU1UNUN1TANDVV1VMTANONLINEARPROGRAMMINGPROBLEMOFTHELEADINGFOURBARMECHANISMAEDBCANTHEREFOREBEDEFINEDASMINA7,22SUBJECTTOCONSTRAINTSA3A4?A1A2≤0,23A2A3?A1A4≤0,24A1≤A1≤A1,A2≤A2≤A2,A4≤A4≤A4,25G0Y?F0Y2?A7≤0,Y∈??Y,Y??,26ANDRESPONSEEQUATIONSX?A5COSΘ2Y?A5SINΘ2?A220,27X?A6COSΘΓ?A12Y?A6SINΘΓ2?A24028THISFORMULATIONENABLESTHEMINIMIZATIONOFTHEDIFFERENCEBETWEENTHETRANSVERSALDISPLACEMENTOFTHEPOINTCANDTHEPRESCRIBEDTRAJECTORYKTHERESULTISTHEOPTIMALVALUESOFTHEPARAMETERSA1,A2,A4

簡(jiǎn)介：RESEARCHJOURNALOFAPPLIEDSCIENCES,ENGINEERINGANDTECHNOLOGY5413021308,2013ISSN20407459EISSN20407467?MAXWELLSCIENTIFICORGANIZATION,2012SUBMITTEDJULY02,2012ACCEPTEDAUGUST08,2012PUBLISHEDFEBRUARY01,2013CORRESPONDINGAUTHORSETHDANIELODURO,DEPARTMENTOFDESIGNANDTECHNOLOGYEDUCATION,UNIVERSITYOFEDUCATIONWINNEBA,KUMASICAMPUSPOBOX1277,KUMASI,GHANA1302ANEXPERIMENTALANALYSISOFBRAKEEFFICIENCYUSINGFOURFLUIDSINADISCBRAKESYSTEM1SETHDANIELODURO,2PRINCEOWUSUANSAHAND3AGYEIAGYAMANG1DEPARTMENTOFDESIGNANDTECHNOLOGYEDUCATION,UNIVERSITYOFEDUCATIONWINNEBA,KUMASICAMPUSPOBOX1277,KUMASI,GHANA2DEPARTMENTOFMECHANICALENGINEERING,KUMASIPOLYTECHNIC,POBOX854,KUMASI,GHANA3DEPARTMENTOFMECHANICALENGINEERING,KWAMENKRUMAHUNIVERSITYOFSCIENCEANDTECHNOLOGY,KNUST,KUMASI,GHANAABSTRACTTHEPAPERSTUDIESDISCBRAKEFAILUREINMINIBUSESUSINGANEXPERIMENTALANALYSISTOTESTTHEMAXIMUMBRAKINGFORCEWHENDIFFERENTBRAKEFLUIDSSUCHASCLEAN,LESSDIRTY,DIRTYANDSOAPYWATERSOLUTIONWEREUSEDINTHEBRAKINGSYSTEMTHEEXPERIMENTALRESULTSCLEARLYSHOWEDTHATTHESOAPSOLUTIONAPPEARSTOBETHEBESTFLUIDASFARASLOWVISCOSITYANDSTABILITYOFVISCOSITYWITHINCREASEINTEMPERATUREARECONCERNEDHOWEVER,THESOAPSOLUTIONISNOTCOMPATIBLEWITHOTHERFLUIDWHICHMAKESITDIFFICULTTOBESUBSTITUTEASACLEANBRAKEFLUIDTHERESULTOFTHETHEPRAUNIVERSALBRAKETESTINGEQUIPMENTUSEDFORTHEBRAKINGEFFICIENCYTESTINDICATEDTHATAPEDALBRAKEOF117KNPRODUCEABRAKEFORCEOF096KNFORCLEANBRAKEFLUID,091KNFORTHELESSDIRTY,085KNFORDIRTYAND144KNFORSOAPSOLUTIONTHEVALUEOF144KNWHICHWASACHIEVEDWHENTHESOAPSOLUTIONWASUSEDINDICATEDAPOSITIVEBRAKINGFORCEANDTHEINDICATINGTHATSOAPSOLUTIONCOULDBEUSEDTOPRODUCEAHIGHPEDALFORCEWITHINAVERYSHORTTIMEABOUT1030MINANDCANTHEREFOREBEUSEDONLYINCASEOFEMERGENCYTHEBRAKEEFFICIENCYTESTINDICATEDTHATUNDERHOTCONDITIONSTHEBRAKINGEFFICIENCYISREDUCEDANDTHEPRESENCEOFAIRINTHESYSTEMRENDERSTHEBRAKINGINEFFECTIVEBECAUSEHIGHERPEDALFORCEWASNEEDEDTOBEABLETOPRODUCEASIGNIFICANTBRAKINGFORCEWHICHISNOTEDFORCAUSINGBRAKEFAILUREKEYWORDSBRAKEFADE,BRAKEFAILURE,DISCBRAKE,EFFICIENCY,PEDALFORCEINTRODUCTIONWHENAVEHICLEISACCELERATED,ENERGYSUPPLIEDBYTHEENGINECAUSESTHEVEHICLE’SSPEEDTOINCREASEPARTOFTHISENERGYISINSTANTLYUSEDUPINOVERCOMINGFRICTIONALANDTRACTIVERESISTANCEBUTALARGEAMOUNTOFITREMAINSSTOREDINTHEVEHICLEACCORDINGTOHEINZ1999THISENERGYOFMOTIONISCALLEDTHEKINETICENERGYANDTHEEXISTENCEOFKINETICENERGYISOBSERVEDWHENAVEHICLEISMOVINGANDNEUTRALGEARISSELECTEDTHEVEHICLEDOESNOTIMMEDIATELYCOMETORESTINSTEADITTRAVELSFORACONSIDERABLEDISTANCEBEFOREITBECOMESSTATIONARYINTHISCASETHESTOREDENERGYISUSEDTODRIVETHEVEHICLEAGAINSTTHERESISTANCESTHATOPPOSETHEVEHICLE’SMOTIONRELYINGONTHESERESISTANCESTOSLOWDOWNAVEHICLECOULDCAUSEMANYPROBLEMS,SOANADDITIONALRESISTANCECALLEDABRAKEISNEEDEDTOCONVERTTHEKINETICENERGYTOHEATENERGYATAFASTERRATEINORDERTOREDUCETHESPEEDOFTHEVEHICLEMCPHEEANDJOHNSON2007THISREDUCESTHESPEEDOFTHEVEHICLEATAFASTERRATEANDBRINGSTHEVEHICLETORESTWITHINTHESHORTESTPOSSIBLETIMEWHENTHEBRAKESAREAPPLIEDFROMTHEPOINTOFVIEWOFJOHNSONETAL2003MOSTAUTOMOTIVESYSTEMSINUSETODAYUTILIZEFRONTDISCBRAKES,BUTFOURWHEELDISCSYSTEMSAREALSOCOMMONINDISCBRAKES,THEROTORROTATESWITHTHEWHEELANDTHEPADSMOVEOUTTORUBTHEROTORWHENTHEBRAKESAREAPPLIEDMOSTDISCBRAKESUSEFLOATINGCALIPERSTHECALIPERSLIDESINANDOUTASTHEBRAKESAREAPPLIEDANDRELEASEDTHEPISTONMOVESTHEINSIDEPADOUTANDPUSHESTHEOUTSIDEPADINTOTHEROTORBYSLIDINGTHECALIPERBACKTOWARDTHEROTORTHEUSEOFDISCBRAKESTOREDUCESPEEDORBRINGTHEVEHICLETORESTWHENINMOTIONCANNOTBEOVEREMPHASIZEDIFTHESAFETYOFTHEOCCUPANTISTOBEGUARANTEEDHEINZ1999TOBRINGAVEHICLETOASTOP,THEDISCBRAKESHAVETOABSORBALLTHEENERGYGIVENTOTHEVEHICLEBYTHEENGINEANDTHATDUETOTHEMOMENTUMOFTHEVEHICLETHISENERGYMUSTTHENBEDISSIPATEDINMOSTVEHICLEDISCBRAKES,THEENERGYISABSORBEDBYFRICTION,CONVERTEDINTOHEATANDTHEHEATDISSIPATEDTOTHESURROUNDINGAIRTHOMS,1988ASTHEENERGYISABSORBED,THEVEHICLEISSLOWEDDOWNINOTHERWORDS,ITSMOTIONISRETARDEDTHEBRAKESMUSTALSOPULLUPTHEVEHICLESMOOTHLYANDINASTRAIGHTLINETOBRINGTHEVEHICLETOASTOPPOSITIONITISTHEREFOREVERYIMPORTANTTHATTHEDISCBRAKESOFVEHICLESOPERATEWITHTHEHIGHESTEFFICIENCYTHISCOULDRESJAPPLSCIENGTECHNOL,5413021308,20131304GHANAIANDRIVERSSOMETIMESUSEDOTHERFLUIDSUCHASDIRTYBRAKEFLUID,LESSDIRTYFLUIDANDEVENSOAPYWATERSOMETIMESASASUBSTITUTEDTOTHEORIGINALBRAKEFLUIDTHISSTUDYAMONGOTHERTHINGSWILLALSOINVESTIGATEWHICHOFTHESEBRAKEFLUID,CLEAN,DIRTY,LESSDIRTYANDSOAPYWATERWILLHAVETHEBESTVISCOSITY,HIGHBOILINGPOINTANDLESSBRAKINGFORCEMATERIALSANDMETHODSTHEDESIGNUSEDFORTHISSTUDYWASEXPERIMENTWHICHEMPLOYEDTHEUSEDOFVISCOMETERANDTHEPRAUNIVERSALAUTOMOTIVEBRAKETESTINGMACHINETOCHECKTHEEFFICIENCYOFTHEFOURFLUIDSINTHETRANSMISSIONOFBRAKINGFORCESLABORATORYANALYSISTHEVISCOSITYTESTSONTHEFOURDIFFERENTLIQUIDSWERECARRIEDOUTATTHEKWAMENKRUMAHUNIVERSITYOFSCIENCEANDTECHNOLOGYKNUSTTHERMODYNAMICSLABORATORYTHELIQUIDSWERECLEANBRAKEFLUID,LESSDIRTYBRAKEFLUID,DIRTYBRAKEFLUIDANDSOAPSOLUTIONITWASNECESSARYTOFINDOUTHOWTHEVISCOSITYOFDIFFERENTQUALITIESOFBRAKEFLUIDAFFECTEDBRAKINGEFFICIENCYANDTOFINDOUTWHETHERTHEREWASANYCORRELATIONBETWEENTHESEANDTHEOCCURRENCEOFBRAKEFAILUREVISCOSITYTESTONTHEVARIOUSFLUIDSUSEDTHEVISCOSITYTESTWASCARRIEDOUTONAREDWOODVISCOMETERINFIG2ONTHEFOURDIFFERENTKINDSOFFLUIDSTODETERMINETHEIRVISCOSITIESTHEAPPARATUSCONSISTSOFAVERTICALCYLINDERCONTAININGTHEFLUIDUNDERTESTWHICHWASALLOWEDTOFLOWTHROUGHACALIBRATEDORIFICESITUATEDATTHECENTREOFTHECYLINDERBASETHEORIFICEISCLOSEDBYABALLVALVEWHENITISNOTBEINGUSEDTHEOILCYLINDERISSURROUNDEDBYAWATERJACKETWHICHMAINTAINSTHELUBRICANTUNDERTESTATAREQUIREDTEMPERATUREBYMEANSOFABUNSENBURNERFLAMEAPPLIEDTOTHEHEATINGTUBETHETHERMOMETERFORTHEWATERINTHEJACKETISMOUNTEDINAPADDLETYPESTIRRERWHICHCANBEROTATEDBYHAND,USINGTHEHANDLEZAMMIT,1987PROCEDUREFORTESTINGVARIOUSVISCOSITIESOFTHEFLUIDSTOTESTTHEVISCOSITYOFAFLUID,THEWATERJACKETWASFILLEDWITHWATERWITHTHEORIFICEBALLVALVEINPOSITIONFLUIDWASPOUREDINTOTHECYLINDERTOTHELEVELOFTHEPOINTERA50MLMEASURINGFLASKWASPLACEDCENTRALLYUNDERTHEORIFICETHEWATERWASSTIRREDGENTLYUNTILTHEWATERANDFLUIDTHERMOMETERSWERETHESAMEROOMTEMPERATURE,30oCTHETEMPERATUREWASRECORDEDTHEBALLVALVEWASTHENRAISEDANDASTOPWATCHUSEDTORECORDTHETIMEINSECONDSFORA50MLOFFLUIDTOFLOWINTOTHEMEASURINGFLASKTHETESTWASREPEATEDWITHTHEFLUIDTEMPERATURESINCREASINGBY10oCEACHTIMEUPTO90oCALLTHEDATAFORTHEFOURDIFFERENTFLUIDSWERERECORDEDASSHOWNINTABLE1FIG2REDWOODVISCOMETERUSEDTODETERMINETHEVISCOSITYOFTHEFLUIDS

簡(jiǎn)介：INTERNATIONALJOURNALOFCOMPUTERCOMMUNICATIONANDINFORMATIONSYSTEMIJCCIS–VOL2NO1ISSN0976–1349JULY–DEC2010DESIGNANDDEVELOPMENTOFTORQUETESTINGRIGFORAGEARBOXAMRUTALOMATE1,SUHASMOHITE2,ANDRAHULSHINDE31MECHANICALDEPARTMENT,BHARATIVIDHYAPEETH,COLLEGEOFENGINEERING,PUNE,MAHARASHTRAAMU2384YAHOOCOIN2MECHANICALDEPARTMENT,GOVTCOLLEGEOFENGINEERING,KARAD,MAHARASHTRA3EXECUTIVEDIRECTOR,CYCLOTRANSMISSIONLTDSATARA,MAHARASHTRAMOHITESSYAHOOCOM,CYCLOBOXREDIFFMAILCOMABSTRACTGEARBOXISANINDISPENSAEELEMENTOFPOWERTRANSMISSIONDRIVESOFMOSTMECHANICALSYSTEMSTHEREFORE,ITISVERYESSENTIALTOASSURETHEPERFORMANCEOFGEARDRIVESBEFORETHEYAREPUTTOUSETOENSURETHETROUBLEFREEFUNCTIONINGOFSYSTEMSWHILETESTINGPERFORMANCEOFTHEGEARBOX,ITISIMPORTANCETOCHECKTHETORQUECARRYINGCAPACITYATRATEDSPEEDSTHISWORKPRESENTSTHEDESIGNANDDEVELOPMENTOFATORQUETESTINGRIGFOR0510KNMCAPACITYCARRIEDOUTFORAGEARBOXHAVINGMULTIPLATEBRAKESYSTEMWHILECALIBRATIONOFTORQUETESTINGRIGEXPERIMENTALLYMEASUREDDATAISCOMPAREDWITHTHETHEORETICALCALCULATIONSANDAGOODAGREEMENTBETWEENEXPERIMENTALANDTHEORETICALCALCULATIONSISOBSERVEDINDEXTERMS–GEARBOX,DESIGN,TORQUE,CALIBRATIONIINTRODUCTIONGEARBOXISANINDISPENSABLEELEMENTOFPOWERTRANSMISSIONDRIVESOFMOSTMECHANICALSYSTEMSSUCHASVEHICLES,MACHINERYANDCRANES,ETCTHEMAINFUNCTIONOFTHEINDUSTRIALGEARDRIVEISTORELIABLYTRANSMITTORQUEANDROTARYMOTIONBETWEENPRIMEMOVERANDDRIVENPIECEOFEQUIPMENT,ATACCEPTABLELEVELOFNOISE,VIBRATIONANDTEMPERATUREWHENONEORMOREOFTHEPRECEDINGOPERATINGCHARACTERISTICSEXCEEDSALLOWABLELIMITS,ITCANLEADTOFAILUREOFTHEGEARBOXMANUFACTURINGCOMPANIESORCUSTOMERSHAVETOBEARBIGCOSTANDTIMEFORTHEFAILUREOFGEARDRIVESYSTEMDURINGOPERATIONTHEREFORE,ITISVERYESSENTIALFORTHEMANUFACTURERTOASSURETHEQUALITYOFGEARDRIVESBEFORETHEYAREPUTTOUSETOENSURETROUBLEFREEFUNCTIONINGOFSYSTEMSWHILETESTINGTHEPERFORMANCEOFGEARBOX,ITISIMPORTANCETOCHECKTHETORQUECARRYINGCAPACITYATDIFFERENTSPEEDSATPRESENT,CYCLOTRANSMISSIONLTDDOESNOTHAVEANYTORQUETESTINGFACILITYSOTOMEASURETHETORQUECOMPANYHASTORELYONTHEORETICALCALCULATIONSACCORDINGTOISOINTERNATIONALORGANIZATIONFORSTANDARDIZATIONANDAGMAAMERICANGEARMANUFACTURERSASSOCIATIONSTANDARDSTOSPECIFYTORQUERATINGSTHEREFORE,ITISVERYNECESSARYFORTHEMTOHAVEATESTRIGFORGEARBOXESTOASSUREQUALITYOFTHEGEARBOXTORQUETESTINGRIGISANESSENTIALFACILITYTHATEVERYGEARMANUFACTURINGCOMPANYMUSTHAVETOFULFILABOVENEEDSOFTHETORQUETESTINGRIG,ALITERATURESURVEYWASUNDERTAKENWITHTHEVIEWTOFINALIZEITSFEATURESANDSPECIFICATIONDIFFERENTTYPESOFTORQUETESTINGRIGAVAILABLEINMARKETARESTUDIEDFROMABOVELITERATUREITISFOUNDOUTTHATEACHMETHODHASSOMEADVANTAGESANDDISADVANTAGESFORTORQUETESTINGBACKTOBACK,DIGITORQUEANDMULTIPLATEBRAKESYSTEMSARESTUDIED“REF13”FORBACKTOBACKARRANGEMENTTWOSIMILARGEARBOXESAREREQUIRED,WHICHMAYNOTBEAVAILABLEINSOMEOFTHECASESINDIGITORQUEMETHODTHEFLYWHEELWASUSEDTOAPPLYTHETORQUE,WHICHISNOTSUITABLEFORHIGHTORQUEMEASUREMENTBOTHTHESEMETHODSARENOTSUITABLEFORTHISAPPLICATIONMULTIPLATEBRAKETORQUETESTINGSYSTEMTORQUEAPPLYINGISSUITABLEBECAUSEITCANPROVIDEWIDERANGEOFTORQUEFROM500NMTO10KNMATDIFFERENTSPEEDSTHEBRAKEPLATESAREPARTIALLYWETTEDTOAVOIDWEARANDCONTROLTHETEMPERATUREOFBRAKEPLATESFORACTUATINGMULTIPLATEBRAKESYSTEM,ACTUATORSARENEEDEDWHILESTUDYINGDIFFERENTBRAKEACTUATORS4,ITWASFOUNDTHATHYDRAULICACTUATORISSUITABLEFORAPPLYINGTHEPRESSUREFORMULTIPLATEBRAKESYSTEM,BECAUSEITPROVIDESFASTRESPONSEALONGWITHSMOOTHENGAGEMENTBYCONTROLLINGTHERATEOFPRESSUREBUILTUPWITHAPRESSURECONTROLVALVEBYREFERRINGTOTHELITERATUREINTHEPOINTOFTORQUEMEASUREMENT,ITWASFOUNDOUTTHATCANISTERTYPELOADCELLCANPROVIDEHIGHTORQUEMEASUREMENTBECAUSETHISLOADCELLISSUITABLEFORHIGHTORQUEORLOADRANGEANDALSOELIMINATESTHENEEDOFPRIORCHECKING5FINALLYITISDECIDEDTODESIGNANDDEVELOPAHYDRAULICALLYACTUATEDMULTIPLATEBRAKETORQUETESTINGRIGFORDIFFERENTGEARBOX,MAXIMUMTORQUEOF10KNMATRATEDSPEEDIIMETHODOLOGYTHEPROPOSEDSYSTEMHASMULTIPLATEBRAKEASSEMBLYASAMAINANDCORECOMPONENTTHEASSEMBLYISMOUNTEDINBETWEENTHEBRACKETANDFIXEDONANDAROUNDTHESHAFTFIGURE1OUTLINEOFTHEPROPOSEDGEARBOXTESTRIG12INTERNATIONALJOURNALOFCOMPUTERCOMMUNICATIONANDINFORMATIONSYSTEMIJCCIS–VOL2NO1ISSN0976–1349JULY–DEC2010BOXTHEANALYTICALANDTHEEXPERIMENTALREADINGSARECOMPAREDFIGURE4SCHEMATICARRANGEMENTOFTHETESTRIGFORCALIBRATIONTHESERESULTSAREGIVENFORDIFFERENTPRESSUREVALUESRANGINGFROM2BARSTO20BARSTHECALIBRATEDMEASUREMENTUNITSLOADCELL,DIGITALDISPLAYANDPRESSUREGAUGEAREUSEDFORFINDINGTHEORETICALVALUEFOLLOWINGEQUATIONISREFERREDHIOTPDDDDZM?162122ΠΜ3WHERE,PHISHYDRAULICPRESSURE,DISOUTERDIAMETEROFPISTONANDDISINNERDIAMETEROFPISTONTHETESTRIGCANALSOBETESTEDFORDUTYCYCLETESTOFSOMEOFTHEGEARBOXESVRESULTSANDDISCUSSIONTHETESTINGHASBEENDONEONDIFFERENTTYPESOFGEARBOXES,DIFFERENTTYPESOFTESTINGISDONETHERESULTSAREDISCUSSEDBELOWCALIBRATIONOFTHETESTRIGCARRIEDOUTBYCOMPARINGEXPERIMENTALRESULTWITHTHEORETICALVALUESTHETESTRESULTSOFAFEWMODELSAREDONE,ONEISDISCUSSEDBELOW1GEARBOXMODELNUMBER40104,11SPECIFICATIONSINPUTPOWER10HP,OUTPUTSPEED575RPM,OUTPUTTORQUE105NMTESTINGWASCARRIEDOUTFOR10MINUTESATDIFFERENTCONSTANTPRESSUREVALUESANDREADINGSWEREOBSERVEDAFTEREVERY2MINUTESTOALLOWFORTHESYSTEMTOGETSTABILIZED020004000600080001000012000TORQUE,NM235810121516181920PRESSURE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簡(jiǎn)介：MACHINERYFAULTDIAGNOSISBASEDONFUZZYMEASUREANDFUZZYINTEGRALDATAFUSIONTECHNIQUESXIAOFENGLIU?,LINMA,JOSEPHMATHEWCRCFORINTEGRATEDENGINEERINGASSETMANAGEMENT,SCHOOLOFENGINEERINGSYSTEMS,QUEENSLANDUNIVERSITYOFTECHNOLOGY,GPOBOX2434,BRISBANEQLD4001,AUSTRALIAARTICLEINFOARTICLEHISTORYRECEIVED23JULY2007RECEIVEDINREVISEDFORM19JULY2008ACCEPTED27JULY2008AVAILABLEONLINE3AUGUST2008KEYWORDSFUZZYMEASURESFUZZYINTEGRALSFUZZYCMEANSDATAFUSIONFAULTDIAGNOSISABSTRACTFUZZYMEASUREANDFUZZYINTEGRALTHEORYAREANOUTGROWTHOFCLASSICALMEASURETHEORYFUZZYMEASUREANDFUZZYINTEGRALTHEORYTAKEINTOACCOUNTTHEIMPORTANCEOFCRITERIAANDINTERACTIONSAMONGTHEM,ANDHAVEEXCELLENTPOTENTIALFORAPPLICATIONSSUCHASCLASSIFICATIONTHISPAPERPRESENTSANOVELDATAFUSIONAPPROACHFORMACHINERYFAULTDIAGNOSISUSINGFUZZYMEASURESANDFUZZYINTEGRALSTHEAPPROACHCONSISTSOFAFEATURELEVELDATAFUSIONMODELANDADECISIONLEVELDATAFUSIONMODELTHEFUZZYCMEANSANALYSISMETHODWASEMPLOYEDTOIDENTIFYTHERELATIONSBETWEENAFEATURESETANDAFAULTPROTOTYPETOESTABLISHMAPPINGSBETWEENFEATURESANDGIVENFAULTSROLLINGELEMENTBEARINGANDELECTRICALMOTOREXPERIMENTSWERECONDUCTEDTOVALIDATETHEMODELSDIFFERENTFEATURESWEREOBTAINEDFROMRECORDEDSIGNALSANDTHENFUSEDATBOTHFEATUREANDDECISIONLEVELSUSINGFUZZYMEASUREANDFUZZYINTEGRALDATAFUSIONTECHNIQUESTOPRODUCEDIAGNOSTICRESULTSTHERESULTSSHOWEDTHATTHEPROPOSEDAPPROACHPERFORMSVERYWELLFORBEARINGANDMOTORFAULTDIAGNOSISFAX61249201401EMAILADDRESSESXFLIUQUTEDUAU,XIAOFENGLIUDOWNEREDIRAILCOMAUXLIUMECHANICALSYSTEMSANDSIGNALPROCESSING232009690–700THEFUNCTIONVALUEFXIHERECANBEINTERPRETEDASANEVALUATIONOFTHECONFIDENCELEVELOFINFORMATIONSOURCEXITOASPECIFICOBJECT,THEFUZZYMEASUREGLORMCANBEINTERPRETEDASTHEIMPORTANCEORCONTRIBUTIONOFINFORMATIONSOURCEXITOTHEFINALEVALUATIONORDECISIONMAKINGTHISRESEARCHWILLEMPLOYAVERAGEMEMBERSHIPVALUEORFAULTRECOGNITIONRATESOFFCMANALYSISFORDIFFERENTFAULTSUSINGTRAININGDATAASFUZZYDENSITIESTOCONSTRUCTGLFUZZYMEASURESTHERECOGNITIONRATEISDEFINEDASTHERATIOOFTHENUMBEROFASPECIFICFAULTRECOGNIZEDTOTHETOTALNUMBEROFFAULTSR?NRN4WHERERREPRESENTSTHERECOGNITIONRATE,NRDENOTESTHENUMBEROFFAULTSRECOGNIZEDCORRECTLY,NISTHETOTALFAULTNUMBERTHEFAULTRECOGNITIONRATESORAVERAGEMEMBERSHIPVALUESREFLECTTHEIMPORTANCEORCONTRIBUTIONOFFEATURESETSORCLASSIFIERSTOASPECIFICFAULT22FEATURELEVELFUZZYINTEGRALDIAGNOSISMODELFIG1ILLUSTRATESTHEARCHITECTUREOFTHEFEATURELEVELFUZZYINTEGRALFUSIONMODELFORMACHINERYFAULTDIAGNOSISTHEMODELCONSISTSOFTHREEMAJORMODULESTHEPARTIALMATCHINGMODULE,INTERACTIONANDIMPORTANCEINFERENCEMODULEANDTHEGLOBALMATCHINGMODULETHEFIRSTSTEPOFTHEFEATURELEVELFUZZYINTEGRALFUSIONFORDIAGNOSISISTOOBTAINADEGREEOFPARTIALMATCHINGWHICHISNEEDEDBYTHEFUZZYINTEGRALSASFFUNCTIONTHEPARTIALMATCHWITHRESPECTTOAFEATUREISTHEDETERMINATIONOFAPARTIALMATCHINGDEGREEBETWEENAFEATUREVALUEANDAFAULTPROTOTYPETOESTABLISHTHERELATIONBETWEENAFEATUREVALUEANDAGIVENFAULTDIFFERENTMETHODSCANBEUSEDTOBUILDTHESEPARTIALMATCHINGRELATIONS,EG,THEPROBABILITYDENSITYFUNCTIONMETHODTHEWORKPRESENTEDINTHISPAPEREMPLOYEDTHEFCMANALYSISMETHODTOIDENTIFYTHEPARTIALMATCHINGRELATIONSTHEMATCHINGDEGREEWASREPRESENTEDBYFUZZYMEMBERSHIPDEGREESTHEFFUNCTIONREPRESENTSTHEDIRECTEVIDENCETHATAFAULTPROTOTYPEBELONGSTOACATEGORYFROMTHESTANDPOINTOFINDIVIDUALINFORMATIONSOURCE23THESECONDSTEPOFIMPLEMENTATIONOFTHISMODELISTHEIDENTIFICATIONOFFUZZYMEASURESTHISWORKEMPLOYEDGLFUZZYMEASURESTOOBTAINTHESEGLFUZZYMEASURES,THEAVERAGEMEMBERSHIPDEGREESOFDIFFERENTFEATURESFORDIFFERENTFAULTPROTOTYPESWEREUSEDASFUZZYDENSITIESTHEFUZZYDENSITYREFLECTSTHEOVERALLCONFIDENCELEVELOFAFEATUREFORTHERECOGNITIONOFAGIVENFAULTPROTOTYPEASTHEFUZZYDENSITIESHAVEBEENDERIVEDFROMFCMMEMBERSHIPDEGREES,GLCANBEDETERMINEDBYGL?1LYNI?1D1TLGIT?1“5WHEREGIISTHEFUZZYDENSITYLCANBEOBTAINEDBYSOLVINGTHEFOLLOWINGEQUATIONLT1?YNI?1D1TLGIT6ARTICLEINPRESSFUZZYINTEGRALFUSIONFFINALRESULTSPARTIALMATCHING1PARTIALMATCHING2PARTIALMATCHINGNFEATURE1FEATURENPARTIALMATCHINGGLOBALMATCHINGFUZZYDENSITIESFEATURE2FUZZYMEASURESINTERACTIONIMPORTANCEINFERRING?FIG1THEARCHITECTUREOFTHEFEATURELEVELFUZZYINTEGRALDIAGNOSTICMODELXLIUETAL/MECHANICALSYSTEMSANDSIGNALPROCESSING232009690–700692

簡(jiǎn)介：CHARACTERIZATIONOFSURFACECHARGEANDMECHANICALPROPERTIESOFCHITOSAN/ALGINATEBASEDBIOMATERIALSDEVENDRAVERMA?,MALAVSDESAI,NAMRATAKULKARNI,NOSHIRLANGRANADEPARTMENTOFBIOMEDICALENGINEERING,RUTGERS,THESTATEUNIVERSITYOFNEWJERSEY,599TAYLORROAD,PISCATAWAY,NJ08854,USAABSTRACTARTICLEINFOARTICLEHISTORYRECEIVED24SEPTEMBER2010RECEIVEDINREVISEDFORM17JULY2011ACCEPTED10AUGUST2011AVAILABLEONLINE17AUGUST2011KEYWORDSPOLYELECTROLYTECOMPLEXSURFACECHARGEAFMCHITOSANALGINATETHISSTUDYAIMSTOEXAMINEMECHANICALPROPERTIESANDSURFACECHARGECHARACTERISTICSOFCHITOSAN/ALGINATEBASEDFILMSFORBIOMEDICALAPPLICATIONSBYVARYINGTHECONCENTRATIONSOFCHITOSANANDALGINATE,WEHAVEDEVELOPEDFILMSWITHVARYINGSURFACECHARGEDENSITIESANDMECHANICALCHARACTERISTICSTHESURFACECHARGEDENSITIESOFTHESEFILMSWEREDETERMINEDBYAPPLYINGANANALYTICALMODELONFORCECURVESDERIVEDFROMANATOMICFORCEMICROSCOPEAFMTHEAVERAGESURFACECHARGEDENSITIESOFFILMSCONTAINING60CHITOSANAND80CHITOSANWEREFOUNDTOBE?046MC/M2AND?032MC/M2,RESPECTIVELYTHESURFACECHARGEDENSITYOF90CHITOSANCONTAININGFILMSWASFOUNDTOBENEUTRALTHEELASTICMODULIANDTHEWATERCONTENTWEREFOUNDTOBEDECREASINGWITHINCREASINGCHITOSANCONCENTRATIONTHEFILMSWITH60,80AND90CHITOSANGAINED935±66,2171±221AND3968±675OFTHEIRINITIALWEIGHT,RESPECTIVELYTHEIRELASTICMODULIWEREFOUNDTOBE26±014MPA,19±027MPAAND093±012MPA,RESPECTIVELYTHETRENDOBSERVEDINTHEMECHANICALRESPONSEOFTHESEFILMSHASBEENATTRIBUTEDTOTHECOMBINEDEFFECTOFTHECONCENTRATIONOFPOLYELECTROLYTECOMPLEXESPECANDTHEAMOUNTOFWATERABSORBEDTHEFOURIERTRANSFORMINFRAREDSPECTROSCOPYEXPERIMENTSINDICATETHEPRESENCEOFHIGHERALGINATEONTHESURFACEOFTHEFILMSCOMPAREDTOTHEBULKINALLFILMSTHEPRESENCEOFHIGHERALGINATEONSURFACEISCONSISTENTWITHNEGATIVESURFACECHARGEDENSITIESOFTHESEFILMS,DETERMINEDFROMAFMEXPERIMENTS?2011ELSEVIERBVALLRIGHTSRESERVED1INTRODUCTIONBIOMATERIALSARESYNTHETICORBIOLOGICALINORIGINANDAREEXPECTEDTOPERFORMTHEBIOLOGICALFUNCTIONSOFTHETISSUETHEYREPLACEINSOMEAPPLICATIONSSUCHASBONEGRAFTS,THEYCANINTERACTWITHSURROUNDINGTISSUESANDFORMASTRONGBOND1–3INOTHERSSUCHASVASCULARGRAFTSANDANTIADHESIONBARRIERS,THEYSHOULDBEHAVEINERTLYANDAVOIDANYCELLULARADHESIONS4–6ALLIMPLANTEDBIOMATERIALSMAYPOTENTIALLYEVOKEAHOSTTISSUERESPONSEANDTHISRESPONSECANBEATTRIBUTEDTOCOMPLEXINTERACTIONSFROMAVASTARRAYOFMATERIALPROPERTIES,SUCHASMECHANICALPROPERTIES,SURFACECHEMISTRY,BULKCHEMISTRY,TOPOGRAPHY,SHAPE,ANDDEGRADATIONRATE,TONAMEAFEWALLOFTHESEULTIMATELYINVOLVESURFACEINTERACTIONS7,8INADDITIONTOAFOREMENTIONEDFACTORS,SURFACECHARGEHASALSOBEENOBSERVEDTOHAVESIGNIFICANTEFFECTSONCELLULARBEHAVIORSSUCHASINFLAMMATORYRESPONSE,COLONYFORMATION,ORIENTATION,ADHESIONSANDPROLIFERATIONHUNTETALINVESTIGATEDTHEINFLUENCEOFSURFACECHARGEONTHESTIMULATIONOFTHEINFLAMMATORYRESPONSE9THESURFACECHARGEOFPOLYETHERURETHANESWASGRADUALLYINCREASEDBYVARYINGSUBSTITUTIONOFNEGATIVELYCHARGEDSULFONATEGROUPSTHERESULTSINDICATEASIGNIFICANTINFLUENCEONEARLYPHASEACUTEINFLAMMATORYRESPONSESURFACECHARGEDENSITYHASALSOBEENFOUNDTOINFLUENCEVASCULARINGROWTHWITHINFIBROUSMESHESCOATEDWITHPOSITIVELYANDNEGATIVELYCHARGEDMOLECULES10NEGATIVELYCHARGEDMESHESPROMOTEDSIGNIFICANTLYHIGHERVESSELINGROWTHTHESURFACECHARGEDENSITYHASALSOBEENREPORTEDTOAFFECTCOLONYFORMATIONBYOSTEOBLASTANDORIENTATIONOFNEUROBLASTOMACELLS11,12WHENPOLYMERSHAVINGOPPOSITELYCHARGEDGROUPS,SUCHASCHITOSANANDALGINATE,AREMIXEDUNDERAQUEOUSCONDITION,THEYSPONTANEOUSLYCOMBINETOFORMPOLYELECTROLYTECOMPLEXESPECPECSPRIMARILYCONSISTOFATLEASTTWOOPPOSITELYCHARGEDPOLYMERS13THEDRIVINGFORCEFORTHEFORMATIONOFPOLYELECTROLYTECOMPLEXISTHEENTROPYANDSTRONGELECTROSTATICATTRACTIONBETWEENTHEOPPOSITELYCHARGEDPOLYMERSCHITOSANCANSERVEASANONPROTEINMATRIXFORTHREEDIMENSIONALTISSUEGROWTHPOTENTIALLY,ITCOULDPROVIDETHEBIOLOGICALPRIMERFORCELL–TISSUEPROLIFERATIONANDRECONSTRUCTION14HOWEVER,CHITOSANHASVERYLOWMECHANICALINTEGRITYANDDEGRADESVERYRAPIDLYMANYSTUDIESHAVEBEENCONDUCTEDONDESIGNINGANDFABRICATINGCHITOSANBASEDHYBRIDSYSTEMS15–17,BYCHEMICALLYMODIFYINGTHEAMINOAND/ORHYDROXYLGROUPSINORDERTOACHIEVEIMPROVEDMECHANICALPROPERTIESASWELLASANIMPROVEDBIOLOGICALPERFORMANCE18–20ALGINATEISREGARDEDASANANIONICPOLYELECTROLYTEBOTHCHITOSANANDALGINATEHAVEBEENSHOWNINANIMALSTUDIESTOBEBIOCOMPATIBLE,BIODEGRADABLEANDBIOFUNCTIONAL21–24POLYELECTROLYTECOMPLEXBIOMATERIALS,ESPECIALLYPOLYSACCHARIDEBASED,HAVEMATERIALSSCIENCEANDENGINEERINGC3120111741–1747?CORRESPONDINGAUTHORTEL17324454500FAX17324453753EMAILADDRESSDEVENDRARCIRUTGERSEDUDVERMA09284931/–SEEFRONTMATTER?2011ELSEVIERBVALLRIGHTSRESERVEDDOI101016/JMSEC201108005CONTENTSLISTSAVAILABLEATSCIVERSESCIENCEDIRECTMATERIALSSCIENCEANDENGINEERINGCJOURNALHOMEPAGEWWWELSEVIERCOM/LOCATE/MSECRETRACTINGANDAPPROACHINGCURVESWERERECORDEDFORCECURVESATEACHPOINTWERETHEAVERAGEOF1000RETRACTINGANDAPPROACHINGCURVESFVDATASETSWERECOLLECTEDINNACLSOLUTIONAT01MMSALTCONCENTRATIONAND74PH,WHICHWASMAINTAINEDUSINGNAOHINTHEFORCECURVES,THEXAXISCORRESPONDSTOTHEHEIGHTBETWEENCANTILEVERANDTHESAMPLESURFACE,ANDTHEYAXISCORRESPONDSTOTHEDEFLECTIONOFTHECANTILEVERTHECURVEWASDIVIDEDINTOTHREEREGIONSFIG2REGIONCCORRESPONDEDTOTHEINITIALMOVEMENTOFTHECANTILEVER,WHERETHEREWASNOINTERACTIONBETWEENTHESURFACEANDTHETIPASTHETIPAPPROACHESCLOSE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簡(jiǎn)介：ELECTRICANDMECHANICALBRAKECOOPERATIVECONTROLMETHODFORFRIDEVSUNDERVARIOUSSEVEREROADCONDITIONSNOBUYOSHIMUTOH,HIROYUKIAKASHIGRADUATESCHOOL,TOKYOMETROPOLITANUNIVERSITYNMUTOHSDTMUACJPABSTRACTTHISPAPERDESCRIBESANELECTRICANDMECHANICALBRAKECOOPERATIVECONTROLMETHODSUITABLEFORFRONTANDREARWHEELINDEPENDENTDRIVETYPEELECTRICVEHICLESFRIDEVSFORVARIOUSSEVEREROADCONDITIONSWITHLOWFRICTIONCOEFFICIENT?LIKEICYROADSANDSPLIT?ROADSTHEBRAKECOOPERATIVECONTROLMETHODISPROPOSEDBASEDONTHEANALYSISRESULTSOFVEHICLEBEHAVIORATTHETIMEOFBRAKINGONSPLIT?ROADSWHICHISTHEMOSTDANGEROUSOPERATIONINTHEPROPOSEDCONTROLMETHOD,BRAKEFORCEISCONTROLLEDSOASTOSUPPRESSTHEIMBALANCEDTORQUEOFLATERALFORCEOCCURRINGBETWEENLEFTANDRIGHTWHEELSOTHERTHANTHELATERALFORCEREQUIREDFORREVOLUTIONTHISCONTROLISDONECONSIDERINGTHEBIGDIFFERENCEINTHERESPONSESPEEDBETWEENTHEELECTRICALANDMECHANICALBRAKESHERE,ITISCONFIRMEDTHROUGHSIMULATIONSANDEXPERIMENTSTHATSTABLEBRAKEPERFORMANCEISOBTAINEDWITHTHEPROPOSEDBRAKECOOPERATIVECONTROLMETHODWHICHPROPERLYUSESAMECHANICALBRAKEANDELECTRICALBRAKEACCORDINGTOTHESLIPRATIOVALUEUNDERVARIOUSSEVEREROADENVIRONMENTSINTRODUCTIONNOW,INORDERTOEFFECTIVELYDEALWITHTHETWOISSUESOFTHEENVIRONMENTANDENERGYCONSERVATION,USAGEOFELECTRICVEHICLESEVSISBEINGWIDELYSTUDIEDNOTONLYASAMEANSOFTRANSPORTBUTALSOASAMICROGRID1,2INORDERTOPROMOTEEVSASVEHICLES,THEYMUSTOFFERCOMPATIBILITYBETWEENSAFETYANDGOODRUNNINGPERFORMANCE,ASWELLASHAVEGOODECONOMICALEFFICIENCYCURRENTEVSHAVEBEENMAINLYDEVELOPED,PUTTINGEMPHASISONECONOMICALEFFICIENCYBASEDONTHEFAILSAFECONCEPT,FAULTTOLERANTCONTROL36HASBEENSTUDIEDTHATALLOWSEVSTOCONTINUERUNNINGWITHADEGRADEDFUNCTIONAFTERFAILUREHOWEVER,FROMTHEVIEWPOINTOFVEHICLESAFETYWHICHSHOULDAVOIDACOLLISIONATTHETIMEOFFAILURE,MORESTUDIESONEVSHAVINGTHEFAILSAFEDRIVESTRUCTUREWHICHCANRUNCONTINUOUSLYWITHOUTDEGRADINGTHEFUNCTIONASVEHICLESAFTERSHOULDBECARRIEDOUTUPTONOW,ASEVSWITHREDUNDANTDRIVESTRUCTURES,THETWOWHEELINWHEELDRIVETYPEEVANDTHEFOURINWHEELDRIVETYPEEVHAVEBEENSTUDIEDWITHTHEAIMOFIMPROVINGVEHICLECONTROLANDPACKAGINGINVESTIGATEDFROMTHEVIEWPOINTOFVEHICLESAFETYHOWEVER,THEYHAVEVARIOUSPROBLEMS,ESPECIALLYTHEPROBLEMOFSPIN,CENTERINGONTHEFAILEDWHEEL79THEN,FRONTANDREARWHEELINDEPENDENTDRIVETYPEELECTRICVEHICLESFRIDEVS10FIG1HAVEBEENDEVELOPEDTHROUGHVARIOUSANALYSISOFTHEDRIVESTRUCTUREOFTHECURRENTEVSFROMTHEVIEWPOINTOFTHECOMPATIBILITYWITHTHESAFETYANDRUNNINGPERFORMANCETHEDEVELOPEDFRIDEVHASOUTSTANDINGFUNCTIONASAVEHICLEIE,THEFUNCTIONTOIMPROVETHEACCELERATIONANDDECELERATIONPERFORMANCEBYCOMPENSATINGFORLOADMOVEMENT1113ANDTHEFAILSAFEFUNCTIONTOAVOIDAREARENDCOLLISIONBYCOMPENSATINGFORTHELOSTTORQUEWITHTHEHEALTHYDRIVESYSTEMATTHETIMEOFFAILURE79THESEOUTSTANDINGDRIVEPERFORMANCEFUNCTIONS,WHICHTHEFRIDEVHAS,HAVEBEENCLARIFIEDSTEPBYSTEPTHROUGHTESTSONANOFFICIALTESTCOURSEUSINGAPROTOTYPEFRIDEVWITHPRACTICALSPECIFICATIONS1213NOW,THEBRAKECONTROLMETHODWHICHISVERYIMPORTANTFORVEHICLESISBEINGSTUDIEDUNDERVARIOUSROADCONDITIONS14,ESPECIALLYTHELOW?ROADCONDITIONFORWHICHSAFEBRAKINGOPERATIONISDIFFICULTFIG2SHOWSTHEOPERATIONDOMAINEFFECTIVEINTHECURRENTANTILOCKBRAKESYSTEMABS15THECURRENTABSHASAPROBLEMTHATITDOESNOTOPERATEINTHEDOMAINWHEREBRAKETREADINGSTRENGTHISSMALLTHISMEANSVUWIUIVIWBATTERYVUWIUIVIWSPLITTERMODEDISCRIMINATIONMMSXAXBMMVEHICLECONTROLLERFIG1FRIDEVWITHADRIVESTRUCTURETHATISCOMPATIBLEINTHESAFETYANDRUNNINGPERFORMANCEFIG2OPERATIONDOMAINEFFECTIVEINTHECURRENTANTILOCKBRAKESYSTEMABS9781612849720/11/2600?2011IEEE4570ISCRUCIALTOPREVENTOCCURRENCEOFTHEIMBALANCEDLATERALFORCEPRODUCEDBETWEENTHELEFTANDRIGHTWHEELSOFTHEFRONTANDREARSIDESTHISFACTCANBEPROVEDFROMTHESIMULATIONRESULTSWHENTHEBRAKEFORCEWHICHCAUSESSEVERELOSSOFBALANCEBETWEENEACHWHEELISAPPLIEDTOTHEFOURWHEELS2WHENTHEBRAKETORQUEISAPPLIEDTOONEOFFOURWHEELSASANEXAMPLEOFAPPLYINGTHEBRAKEFORCEWHICHCAUSESASEVEREIMBALANCETOTHEFOURWHEELS,THECASEWHEREBRAKEFORCEISAPPLIEDONLYTOTHERIGHTREARWHEELISEXAMINEDHEREFIGS6ACAFTERSTEPPINGONTHEBRAKEPEDALATTIMET1,THENEGATIVEROTATIONMOMENTJGENERATEDACCORDINGTOTHEFRONTANDREARLATERALFORCESWHOSEDIRECTIONSDIFFERWITHEACHOTHERMAKESTHEBODYROTATECLOCKWISEAFTERENTERINGTHESPLIT?ROADATTIMET2,THEIMBALANCEDLATERALFORCEISMAINTAINEDONBOTHSIDESOFTHEFRONTANDREARWHEELS,ANDTHENEGATIVEROTATIONMOMENTCONTINUESASARESULT,ANEGATIVEYAWRATEROTATINGCLOCKWISECONTINUESTOBEGENERATED,ANDTHENTHEDIRECTIONOFTHEVEHICLEBODYCHANGESTOTHERIGHTFIG6BEVENTUALLY,SWERVINGFROMTHERUNNINGLANEISEXPECTEDSEEFIG7BTHEREFORE,INORDERTOSTABILIZEBEHAVIORSOFVEHICLESATTHETIMEOFBRAKING,ITISCRUCIALFORVEHICLESTOPREVENTUNNECESSARYIMBALANCEDLATERALFORCEFROMBEINGGENERATEDBETWEENTHELEFTANDRIGHTWHEELS3ANALYZEDTRANSIENTBEHAVIORATTHETIMEOFBRAKINGTHEANALYZEDTRANSIENTBEHAVIORSOFTHEVEHICLESOCCURRINGWHENBRAKEFORCEISAPPLIEDATOTHERCONDITIONSINCLUDINGTHETWOABOVEMENTIONEDEXAMPLESARESUMMARIZEDINFIG7THESPEED30KM/HENTERINGTHESPLIT?ROADWITH?OF01AND03ISTHESAMETHEVEHICLETRAJECTORIESFROMENTERINGTHESPLIT?ROADUNTILSTOPPINGARESHOWNWHENAPPLYINGTHEBRAKEFORCETOONLYTHEREARRIGHTWHEELFIG7B,THEVEHICLEPATHSWERVESMOSTFROMTHEENTRYPOINTTHESECONDEXAMPLEINWHICHTHEPATHSWERVINGISLARGEISFIG7DWHEREBRAKEFORCEISAPPLIEDTOTHEFRONTLEFTWHEELANDTHEREARRIGHTWHEELTHESWERVINGISTHESMALLESTWHENAPPLYINGBRAKEFORCETOALLFOURWHEELSFIG7AANDSTOPPINGTIMEISALSOTHESHORTESTACCORDINGLY,THEANALYZEDRESULTSSHOWTHATTHETECHNIQUEOFAPPLYINGBRAKEFORCETOTHEFOURWHEELSWHILEPREVENTINGGENERATIONOFTHEUNNECESSARYIMBALANCEDLATERALFORCEBETWEENTHELEFTANDRIGHTWHEELSISEFFECTIVECVEHICLETRANSIENTCAUSEDBYBRAKINGONADOWNWARDSLOPECURVEDROADFINALLY,ASTHEMOSTDANGEROUSCASE,ANALYZEDRESULTSONTHESPLIT?ROADOFTHECURVEDDOWNWARDSLOPEARESHOWNINFIG8WHENBRAKEFORCEISAPPLIEDTOTHEFOURWHEELSATT2AFTERTHEFRONTWHEELSENTEREDTHESPLIT?ROADWITHLOW?OF01AND03ATASPEEDOF20KM/H,THEFRONTWHEELSCOMPLETELYLOCKATT3ASARESULT,ATT4,THEVEHICLEHASSTOPPED,BUTITISROTATEDABOUT90DEGREESTOTHERIGHTDIRECTIONOFMOVEMENTITISCONFIRMEDTHATTHEBRAKINGOPERATIONSUNDERROADCONDITIONSLIKETHISRESULTINADANGEROUSSITUATIONTHEN,INTHEFOLLOWINGSECTIONTHEBRAKECONTROLMETHODISSTUDIEDWHICHCANSTABLYSTOPEFFECTIVELYALSOUNDERSUCHASEVEREROADENVIRONMENTTHEVALIDITYOFTHEPROPOSEDBRAKECONTROLISVERIFIEDMAINLYTHROUGHSIMULATIONSFIG7TRANSIENTBEHAVIOROFEVSWHENBRAKEFORCEISAPPLIEDTOEACHWHEELATRANSIENTCHARACTERISTICSAFTERBRAKINGBVEHICLETRAJECTORYCTRANSIENTCHARACTERISTICSIMMEDIATELYAFTERENTERINGSPLIT?ROADDVEHICLEDYNAMICSFIG6VEHICLEDYNAMICSWHENTHEBRAKETORQUEISAPPLIEDTOONEOFFOURWHEELS0123456789101112131415010012345678910111213141510000100001234567891011121314158004000012345678910111213141500510012345678910111213141501530SPEEDKM/HSLIPRATIOMECHANICALBRAKENWHEELSPEEDVEHICLESPEEDTIMESYAWDEG/SLATERALFORCENT2T1T3T4FLRLFRRRFLRLFRRRFLFRRLRRATRANSIENTCHARACTERISTICSAFTERBRAKINGBVEHICLETRAJECTORYACCORDINGTOFIGAFIG8VEHICLEDYNAMICSOCCURRINGWHENBRAKEFORCEISAPPLIEDTOALLFOURWHEELSONTHECURVEDROADWITHTHEDOWNWARDSLOPESPLIT?SURFACE0051152253354400300200100010000511522533544002000200400BRAKESTARTTIMEST1SPLITROADT2T3T4T5FRONTREARAFOURWHEELSBRIGHTREARWHEELSCTWOREARWHEELSDLEFTFRONTWHEELANDRIGHTREARWHEELS4572

簡(jiǎn)介：CHINESEJOURNALOFAERONAUTICSCHINESEJOURNALOFAERONAUTICS212008247251WWWELSEVIERCOM/LOCATE/CJAHEADPURSUITVARIABLESTRUCTUREGUIDANCELAWFORTHREEDIMENSIONALSPACEINTERCEPTIONGELIANZHENG,SHENYI,GAOYUNFENG,ZHAOLIJUNDEPARTMENTOFCONTROLSCIENCEANDENGINEERING,HARBININSTITUTEOFTECHNOLOGY,HARBIN150001,CHINARECEIVED21SEPTEMBER2007ACCEPTED25DECEMBER2007ABSTRACTTHISARTICLEAIMSTODEVELOPAHEADPURSUITHPGUIDANCELAWFORTHREEDIMENSIONALHYPERVELOCITYINTERCEPTION,SOTHATTHEEFFECTOFTHEPERTURBATIONINDUCEDBYSEEKERDETECTIONCANBEREDUCEDONTHEBASISOFANOVELHPTHREEDIMENSIONALGUIDANCEMODEL,ANONLINEARVARIABLESTRUCTUREGUIDANCELAWISPRESENTEDBYUSINGLYAPUNOVSTABILITYTHEORYTHEGUIDANCELAWPOSITIONSTHEINTERCEPTORAHEADOFTHETARGETONITSFLIGHTTRAJECTORY,ANDTHESPEEDOFTHEINTERCEPTORISREQUIREDTOBELOWERTHANTHATOFTHETARGETANUMERICALEXAMPLEOFMANEUVERINGBALLISTICTARGETINTERCEPTIONVERIFIESTHERIGHTNESSOFTHEGUIDANCEMODELANDTHEEFFECTIVENESSOFTHEPROPOSEDMETHODKEYWORDSHEADPURSUITTHREEDIMENSIONALGUIDANCEMODELNONLINEARVARIABLESTRUCTURELYAPUNOVSTABILITYTHEORYGUIDANCELAW1INTRODUCTION1INTACTICALBALLISTICMISSILEINTERCEPTION,MANYINTERCEPTORSEMPLOYANINFRAREDSEEKERTODETECTTHETARGETHOWEVER,THEDETECTIONPRECISIONISOFTENDEGRADEDBYAERODYNAMICHEATING1TOSOLVETHEAERODYNAMICABLATIONPROBLEM,AHEADPURSUITHPGUIDANCELAW,WHICHPOSITIONSTHEINTERCEPTORMISSILEAHEADOFTHETARGETONITSFLIGHTTRAJECTORYTODESTROYTHETARGET,HASBEENDEVELOPEDRECENTLY2USINGTHISGUIDANCELAW,THEINTERCEPTORCANFLYINTHESAMEDIRECTIONWITHTHETARGETATALOWERSPEEDTHANTHATOFTHETARGETCOMPAREDTOAHEADONENGAGEMENT,THELOWCLOSINGSPEEDISACHIEVEDWITHREDUCEDENERGYREQUIREMENTSTHEHPGUIDANCEMETHODISFURTHERIMPROVEDINREFS34,WHERETHERELATIVEMOTIONMODELISSEPARATEDINTOTWOPERPENDICULARCHANNELSANDTHEGUIDANCEPROBLEMCANBETREATEDASAPLANARPROBLEMINEACHOFTHOSECORRESPONDINGAUTHORTEL8645186418285EMAILADDRESSGELZHITEDUCNCHANNELSBASEDUPONTHEPLANARMODEL,AHPVARIABLESTRUCTUREGUIDANCELAWISTHENDEVELOPEDHOWEVER,ASTHEACTUALMISSILEINTERCEPTIONOCCURSINTHREEDIMENSIONALSPACE,ATHREEDIMENSIONALHPGUIDANCEMETHODISMOREUSEFULINPRACTICALAPPLICATIONSVARIOUSCLASSICGUIDANCEMETHODSHAVEBEENEXAMINEDFORIMPLEMENTATIONOFTHREEDIMENSIONALGUIDANCEINTERCEPTIONSINCETHEORIGINATIONOFTHETHREEDIMENSIONALPUREPROPORTIONALNAVIGATIONGUIDANCELAWPROPOSEDBYADLER5REFS611HAVEDEVELOPEDTHETHREEDIMENSIONALGUIDANCEMODELANDGIVENAGUIDANCELAWBASEDONLYAPUNOVSTABILITYTHEORYTHESEGUIDANCELAWSAREONLYSUITABLEFORHEADONINTERCEPTION,THEIRINTERCEPTIONSTYLESANDKINEMATICSMODELSAREDIFFERENTFROMTHEHPGUIDANCEMETHODASANINTUITIVEANDROBUSTCONTROLTECHNIQUE,THESLIDINGMODEVARIABLESTRUCTURECONTROL1215HASBEENUTILIZEDINVARIOUSGUIDANCEAPPLICATIONSTOADDRESSHIGHLYNONLINEARSYSTEMSGELIANZHENGETAL/CHINESEJOURNALOFAERONAUTICS212008247251249MT00LIM0,LIM0RRΘΘ→→8MT00LIM0,LIM0RRΦΦ→→9THEOBJECTIVEOFTHEHPGUIDANCELAWISTOBRINGTHEINTERCEPTORTOTHEPOINT,WHICHISCONFINEDBYEQS89HENCE,THEINTERCEPTOR’SLEADANGLESMΘANDMΦA(chǔ)REREQUIREDTOBEPROPORTIONALTOTHETARGET’SLEADANGLESRELATIVETOLOSM1TM2T,NNΦΦΘΘ10WHEREN1ANDN2ARETHEGUIDANCECONSTANTSTHUS,THERELATIONSMENTIONEDEARLIERCANGUARANTEETHATΘMVANISHESWITHΘT,ANDΦMVANISHESWITHΦTITISTHENNECESSARYTOFINDOUTTHERELATIONBETWEENTHEANGULARCONDITIONDEFINEDBYEQ10ANDTHEINTERCEPTORACCELERATION3HPVARIABLESTRUCTUREGUIDANCELAW31VARIABLESTRUCTURECONTROLLAWCONSIDERINGTHENONLINEARMULTIPLEINPUTMULTIPLEOUTPUTMIMOUNCERTAINSYSTEM12,,,TTTTTXFXGXUGXW?11WHEREN∈RXISTHESTATEVARIABLE,PT∈RUTHECONTROLVARIABLE,AND,TFXTHEUNCERTAINNONLINEARITEM1,TGXAND2,TGXAREVECTORFUNCTIONS,WHICHHAVESUITABLEDIMENSIONST∈WSRISTHEACCELERATIONDISTURBANCEOFTHETARGETANDLIMITEDBY0TB?00VV?ITISEASILYCHECKEDTHAT?00VXHENCE,THESYSTEMISASYMPTOTICALLYSTABLE,ANDTHECONDITIONSOFTHESLIDINGMODEVARIABLESTRUCTURECONTROLTHEORYARESATISFIED,THUSLEMMA1HOLDS32THEDESIGNOFNONLINEARGUIDANCELAWITFOLLOWSTHATTOREALIZETHECONTROLLAWONEONLYNEEDSTOKNOWTHESCOPEOFACCELERATIONOFTHETARGET,ANDITCANBEAPPLIEDINTHECOURSEOFINTERCEPTINGTHEUNKNOWNACCELERATIONTARGETUSUALLYNOCONTROLISTAKENINTHELOSDIRECTION,ASLONGASOTHERPARAMETERSAREKEPTSLIDINGONTHESLIDINGSURFACEWHENTHETARGETCATCHESTHEINTERCEPTOR,THEGUIDANCECONTROLISCOMPLETEDTHEOTHERCOUPLINGPARAMETERSCANBETREATEDASDISTURBANCES,SOONECANDESIGNTHEGUIDANCELAWBYUSINGTHEDESIGNMETHOD16OFSINGLECHANNELTHEAUTHORSHAVEDESIGNTHENONLINEARVARIABLECONTROLGUIDANCELAWBYUSINGTHEYAWCHANNELASANEXAMPLETHEAIMISTOBRINGTHESYSTEMINTOTHESLIDINGSURFACEANDKEEPTHEDYNAMICALCHARACTERISTICSOFTHESYSTEMACCORDINGTOEQS11,1314,THEVARIABLESAREDEFINEDASUTMZAISTHECONTROLVARIABLETTZWAISTHEACCELERATIONOFTHETARGET,WHICHISASYSTEMDISTURBANCE,12XXX

簡(jiǎn)介：RAMAMURTHYVDWIVEDULAPRINCIPALIDEALINSTITUTEOFTECHNOLOGY,KAKINADA533003,INDIAEMAILRAM_DULAYAHOOCOMPRABHAKARRPAGILLA1PROFESSORSCHOOLOFMECHANICALANDAEROSPACEENGINEERING,OKLAHOMASTATEUNIVERSITY,STILLWATER,OK74078016EMAILPAGILLAOKSTATEEDUEFFECTOFCOMPLIANCEANDBACKLASHONTHEOUTPUTSPEEDOFAMECHANICALTRANSMISSIONSYSTEMADYNAMICMODELTODESCRIBETHEEFFECTOFCOMPLIANCEINATRANSMISSIONSYSTEMISPRESENTEDANALYSISOFTHISMODELSHOWSTHATITISDESIRABLETOUSEFEEDBACKFROMDRIVERSIDEOFTHETRANSMISSIONSYSTEMTHISMODELISEXTENDEDTOINCLUDETHEEFFECTSOFBOTHCOMPLIANCEANDBACKLASHINAMECHANICALTRANSMISSIONSYSTEMTHEPROPOSEDMODELCONSIDERSCOMPLIANCEWHICHMAYBEEITHERDUETOTHEELASTICITYOFTHESHAFTSORBELTINABELTPULLEYTRANSMISSIONSYSTEMANDBACKLASHAPPEARINGINSERIESINADRIVESYSTEMINCONTRASTTOTHECLASSICALBACKLASHMODELWHICHCONSIDERSBOTHINPUTANDOUTPUTTOTHEBACKLASHASDISPLACEMENTS,THEPROPOSEDMODELCONSIDERSTORQUEFORCEASINPUTTOTHEBACKLASHANDANGULARVELOCITYVELOCITYOFTHEDRIVENMEMBERASTHEOUTPUTOFTHEBACKLASHTHUS,THEPROPOSEDMODELDOESNOTASSUMETHATTHELOADISSTATIONARYWHENCONTACTISLOSTDUETOBACKLASHWIDTH,IE,MOMENTUMOFTHELOADISTAKENINTOACCOUNTUSINGTHEPROPOSEDMODEL,ABOUNDONTHESPEEDERRORDUETOTHEPRESENCEOFBACKLASHISDERIVEDEXPERIMENTSWERECONDUCTEDONARECTILINEARMASSSPRINGSYSTEMPLATFORM,WHICHHASAPROVISIONTOCHANGETHEBACKLASHWIDTHBYAKNOWNVALUEEXPERIMENTSWERECONDUCTEDWITHDIFFERENTBACKLASHWIDTHSANDAVELOCITYERRORBOUNDWASCOMPUTEDTHEERRORBOUNDOBTAINEDFROMTHEEXPERIMENTALRESULTSAGREESWITHTHETHEORETICALLYCOMPUTEDBOUNDDOI101115/140054931INTRODUCTIONBACKLASHISONEOFTHEMOSTCOMMONLYENCOUNTEREDNONLINEARITIESINDRIVESYSTEMSEMPLOYINGGEARSORBALLSCREWSANDINDICATESTHEPLAYBETWEENADJACENTMOVEABLEPARTSSINCETHEACTIONOFTWOMATINGGEARSCANBEREPRESENTEDBYTHEACTIONOFONEPAIROFTEETH,BACKLASHISCOMMONLYREPRESENTEDBYTHESCHEMATICSHOWNINFIG1WHENUSEDINTHECONTEXTOFMECHANICALENGINEERING,BACKLASHDENOTESTWOSALIENTFEATURESASSHOWNINFIG2IAMECHANICALHYSTERESISDUETOTHEPRESENCEOFACLEARANCED,ANDIIIMPACTPHENOMENABETWEENTHESURFACESOFTHEMASSESMMANDMLINFIG1,MMANDMLARETHEMASSESINERTIASOFTHEDRIVINGANDDRIVENMEMBERS,XMANDXLARETHELINEARANGULARDISPLACEMENTSOFTHEDRIVINGANDDRIVENMEMBERS,RESPECTIVELY,FROMAFIXEDREFERENCEPOSITION,ANDFMANDFLARETHEDRIVINGANDLOADFORCESTORQUESITISACOMMONPRACTICETOLUMPALLTHEMASSINERTIAONTHEDRIVINGSIDEINTOONEQUANTITY,MM,ANDREFERTOITASTHE“MOTOR”ANDLUMPALLTHEMASSINERTIAONTHEDRIVENSIDE,ANDREFERTOITASTHE“LOAD”THECLASSICALBACKLASHMODELCONSIDERSTHESCHEMATICSHOWNINFIG1WITHINPUTTOTHEBACKLASHASTHEDISPLACEMENTXMANDTHEOUTPUTOFTHEBACKLASHASTHEDISPLACEMENTXLTHEINPUT–OUTPUTCHARACTERISTICSOFTHEBACKLASHAREREPRESENTEDBYFIG2THESLOPESOFLINESGBCANDFEDAREEQUALTOTHESPEEDRATIOOFTHEGEARINGINTHECASEOFROTARYSYSTEMSTHECLOSEDCURVEBCDEFGBINFIG2REPRESENTSMECHANICALHYSTERESISDUETOTHEPRESENCEOFCLEARANCEDATPOINTSB,D,ANDGINFIG2,THETWOMASSESIMPACTANDNEARTHESEPOINTS,THEINPUT–OUTPUTPLOTMAYNOTBESTRAIGHTBUTMAY“OSCILLATE”WITHASMALLAMPLITUDEHOWEVER,IMPACTMAYBECONSIDEREDTOBESUFFICIENTLYPLASTICSOTHATPOINTSONTHESELINESLIEALONGACURVEBOUNDEDBYTHEDOTTEDCIRCLESSHOWN,BEFORETHEYRESUMETOLIEONTHESTRAIGHTLINESTHECLASSICALBACKLASHMODELRESORTSTOTHISSIMPLIFICATIONMAINLYBECAUSEINLARGEINDUSTRIALMACHINES,WHICHOPERATEATSTEADYSTATEANDDONOTREVERSEDIRECTION,IMPACTDOESNOTARISEEXCEPTDURINGSTARTING/STOPPINGCONDITIONSALSO,INSMALLERMACHINES,THEGEARANDIMPACTENERGYAREVERYSMALLTHUS,APLASTICIMPACTISCONSIDEREDTOBEAREASONABLEASSUMPTIONSINCELARGEINDUSTRIALMACHINESDONOTREVERSEDIRECTIONMANYTIMESDURINGTHEIROPERATION,THELINESCDEANDFGBINFIG2AREIGNOREDANDTHISPROMPTEDMANYRESEARCHERSTOERRONEOUSLYCONSIDERTHEINPUT–OUTPUTGRAPHOFBACKLASHTOBEREPRESENTEDBYTHECURVEFEABC,WHICHISTHEINPUT–OUTPUTGRAPHFORDEADZONENONLINEARITYALSO,ITMAYBEOBSERVEDTHATTHEBACKLASHCHARACTERISTICSSHOWNINFIG2CONSIDERTHEINPUTTOTHEBACKLASHTOBETHEDISPLACEMENTOFTHEFIG1SCHEMATICOFBACKLASH1CORRESPONDINGAUTHORCONTRIBUTEDBYTHEDYNAMICSYSTEMSDIVISIONOFASMEFORPUBLICATIONINTHEJOURNALOFDYNAMICSYSTEMS,MEASUREMENT,ANDCONTROLMANUSCRIPTRECEIVEDJANUARY11,2008FINALMANUSCRIPTRECEIVEDOCTOBER14,2011PUBLISHEDONLINEAPRIL3,2012ASSOCEDITORYANGQUANCHENJOURNALOFDYNAMICSYSTEMS,MEASUREMENT,ANDCONTROLMAY2012,VOL134/0310101COPYRIGHTVC2012BYASMEDOWNLOADEDFROMHTTP//ASMEDIGITALCOLLECTIONASMEORG/ON02/23/2014TERMSOFUSEHTTP//ASMEORG/TERMSTIGHTTENSIONCONTROLMANDATESEVENTIGHTERVELOCITYCONTROL,EVENINTHEFACEOFBACKLASHEXTENSIVELITERATURESURVEYONMODELINGANDCONTROLOFINDUSTRIALSPEEDCONTROLLEDDRIVESINDICATESTHATTHEREISANEEDFORASIMPLEANDEFFECTIVEMODELOFBACKLASHBESIDES,ITISOFPRACTICALIMPORTANCETOKNOWTHEACHIEVABLEACCURACYLEVELINAGIVENDRIVESYSTEMWITHAGIVENCONTROLSCHEMEANDWITHAKNOWNBACKLASHTHISPRACTICALCONSIDERATIONISNOTADDRESSEDINANYOFTHEEXISTINGLITERATUREMOTIVATEDBYTHISPRACTICALASPECT,SUBSEQUENTSECTIONSPRESENTABACKLASHMODELANDABOUNDONTHEACHIEVABLEACCURACYINAGIVENPLANTWITHAGIVENBACKLASHTHEREMAINDEROFTHEPAPERISORGANIZEDASFOLLOWSSECTION2CONSIDERSTHEEFFECTOFCOMPLIANCEANDDISCUSSESSOMEASPECTSOFTHECONTROLSCHEMESECTION3PRESENTSAMODELFORATRANSMISSIONSYSTEMWITHBACKLASHANDCOMPLIANCEINSERIESTWOCASESARECONSIDEREDICOMPLIANCEDUETOASHAFTANDIICOMPLIANCEDUETOABELTTHESETWOCASESAREPRESENTEDINSECS31AND32,RESPECTIVELYSECTION4PRESENTSTHEERRORBOUNDSDUETOTHEPRESENCEOFBACKLASHANDSEC5PRESENTSTHERESULTSOFTHEEXPERIMENTSSUMMARYANDDIRECTIONSFORFUTUREWORKAREPRESENTEDINSEC62EFFECTOFCOMPLIANCEANDCHOICEOFCONTROLSCHEMEINMANYAPPLICATIONS,ABELTPULLEYTRANSMISSIONSYSTEMISACONVENIENTALTERNATIVEOVERAGEARTRANSMISSIONSYSTEMWHENTHECENTERDISTANCEBETWEENTHEDRIVINGSHAFTANDTHEDRIVENSHAFTISTOOLARGEFORUSEOFAGEARPAIR,USINGABELTTOTRANSMITMOTION/POWERMAYBETHEONLYPRACTICALALTERNATIVEFIGURE5SHOWSASCHEMATICOFTHEDRIVESYSTEMUSEDINATYPICALWEBHANDLINGAPPLICATIONTHELOADINERTIAANDDAMPINGJLANDBLARISEDUETOUNWINDER/WINDERROLLANDFRICTIONATTHEMOUNTINGBEARINGSTYPICALLY,THELOADINERTIAMAYBESEVERALORDERSOFMAGNITUDELARGERTHANTHEINERTIASOFTHECONNECTINGSHAFTS,PULLEYS,ETC,WHICHARESHORTERANDOFFERMUCHSMALLERINERTIAONTHESAMENOTE,THEINERTIAOFTHEMOTORISALSOMUCHLARGERTHANTHEINERTIASOFTHESHAFTSANDTHEPULLEYSBECAUSEOFTHIS,ITISPLAUSIBLETOIGNORETHEINERTIASOFTHE“INTERMEDIATE”SHAFTS,PULLEYSETCAND,ASAFIRSTAPPROXIMATION,LUMPTHEMOTORINERTIA,LOADINERTIA,MOTORVISCOUSFRICTION,ANDLOADVISCOUSFRICTIONATAPPROPRIATEPLACESASSUMINGTHATTHETRANSMISSIONOFPOWERISTAKINGPLACEONTHETIGHTSIDEANDTRANSPORTOFBELTMATERIALISTAKINGPLACEONTHESLACKSIDE,THEDYNAMICSOFTHEBELTTRANSPORTSYSTEM,MAYBEWRITTENASSM?DJM€HMTBM_HMTTR1KBDR1HM?R2HLT1AR2KBDR1HM?R2HLT?DJL€HLTBL_HLTTSL1BWHERESLISTHEDISTURBANCETORQUEDUETOCHANGESINWEBTENSIONFIGURE6SHOWSABLOCKDIAGRAMREPRESENTATIONOFTHESYSTEMGIVENINEQ1NOTETHATTHEBLOCKDIAGRAMGIVENINFIG6REPRESENTSTHEOPENLOOPSYSTEMTHETWOLOOPSAPPEARINGINTHEBLOCKDIAGRAMREPRESENTTHEINTERCONNECTIONSINEQ1INTHESYSTEMSHOWNINFIG5,TYPICALLY,ONEOFTHEOBJECTIVESISTOREGULATE/CONTROLWEBSPEED,ASINFERREDBYTHELOADSPEED,XL?_HLTHEREARETWOWAYSTOACHIEVETHISOBJECTIVEIBYUSINGTHEMOTORSPEED,XM,ASTHEFEEDBACKANDDESIGNINGTHECONTROLEFFORT,SMANDIIBYUSINGTHELOADSPEED,XL,ASTHEFEEDBACKANDDESIGNINGTHECONTROLEFFORT,SMTHESETWOSITUATIONSARESHOWNINFIG7BELOWINMANYTYPICALWEBHANDLINGSYSTEMS,THESPEED/TENSIONCONTROLLERSAREPROPORTIONALINTEGRALPICONTROLLERSANDTHUS,THISPAPERALSOCONSIDERSAPICONTROLSCHEMETHEREARETWOPOSSIBLEFEEDBACKSCHEMES,VIZ,FEEDBACKFROMLOADSIDEASSHOWNINFIG7AANDFEEDBACKFROMMOTORSIDEASSHOWNINFIG7BITHASBEENSHOWNINREFS22,23THAT,EVENINTHECASEOFZEROBACKLASH,THESCHEMEASSHOWNINFIG7B,IE,FEEDBACKFROMTHEMOTORSIDE,ISDESIRABLEALSO,IFTHESYSTEMCONSIDEREDHASBACKLASH,THEPROBLEMISMOREACCENTUATEDWHENCONTACTBETWEENTHEDRIVERMOTORANDTHEDRIVENLOADISLOST,THELOADSPEEDISSOLELYUNDERTHE“CONTROL”O(jiān)FEXTERNALDISTURBANCEUSINGTHELOADSPEEDASFEEDBACKWILLPUTTHECLOSEDLOOPSYSTEMUNDERTHEMODEOF“CHASING”THEUNKNOWNDISTURBANCETHUS,MOTORSPEEDFEEDBACKISCONSIDEREDINTHERESTOFTHEPAPER3BACKLASHMODELWITHCOMPLIANCETHISSECTIONCONSIDERSTRANSMISSIONSYSTEMSINWHICHBACKLASHANDCOMPLIANCEEXIST,ASSHOWNINFIGS8AND10COMPLIANCEINTHETRANSMISSIONSYSTEMSISCONSIDEREDTOARISEEITHERDUETOTHEELASTICITYOFSHAFTSONWHICHGEARSAREMOUNTEDORDUETOTHEBELTINBELTDRIVENSYSTEMSTHECASEOFACOMPLIANTSHAFTISCONSIDEREDINSEC31FOLLOWEDBYTHECASEOFACOMPLIANTBELTINSEC3231AMODELOFBACKLASHWITHACOMPLIANTSHAFTTODEVELOPASIMPLIFIEDMODEL,CONSIDERTHESCHEMATICASSHOWNINFIG8INTHISFIGURE,ALOADJLISDRIVENTHROUGHACOMPLIANTSHAFTKISTHESTIFFNESSANDAPAIROFGEARSRADIIR1ANDR2USUALLY,THEMOTORJMISMOUNTEDNEARTHEDRIVINGGEAR,THUSTHEDRIVINGSHAFTMAYBEASSUMEDTOBERIGIDTOAVOIDJAMMINGOFTHEGEARSATHIGHSPEEDS,THEGEARSAREMOUNTEDWITHACENTERDISTANCESLIGHTLYGREATERTHANTHEDESIGNEDCENTERDISTANCETHISGIVESRISETOCLEARANCEBETWEENTHEMATINGTEETHTHISCLEARANCEISTERMED“BACKLASH”TOPICTORIALLYREPRESENTBACKLASHINTORSIONALSYSTEMS,ATLEASTTWOORTHOGRAPHICVIEWSAREFIG5SCHEMATICOFABELTDRIVENTRANSMISSIONSYSTEMFIG6BLOCKDIAGRAMOFTHEBELTDRIVENTRANSMISSIONSYSTEMRISTHESPEEDRATIO,R5R2/R1FIG7TWOFEEDBACKSCHEMESAFEEDBACKFROMLOADSHAFTANDBFEEDBACKFROMMOTORSHAFTJOURNALOFDYNAMICSYSTEMS,MEASUREMENT,ANDCONTROLMAY2012,VOL134/0310103DOWNLOADEDFROMHTTP//ASMEDIGITALCOLLECTIONASMEORG/ON02/23/2014TERMSOFUSEHTTP//ASMEORG/TERMS

簡(jiǎn)介：中北大學(xué)信息商務(wù)學(xué)院本科畢業(yè)設(shè)計(jì)英文參考資料題目DIAMONDGRINDINGOFGLASSAND140METALBONDEDSUPERSMOOTH系名機(jī)械工程系專(zhuān)業(yè)機(jī)械設(shè)計(jì)制造及其自動(dòng)化姓名黨志杰學(xué)號(hào)12020144X42指導(dǎo)教師指導(dǎo)教師趙麗琴職稱(chēng)副教授2016年6月2日與磨削方向且小于切削刃的磨損寬度。第二步，工件稍微注水一節(jié)，與磨削方向平行，兩個(gè)輪圈的重疊橫截面在注水前后形成的幾何粗糙表面和地面視差比所需的粗糙表面更加光滑，然后與地面接觸寬度一定的工件輪再使地面工件向反方向磨削，通過(guò)重復(fù)這樣的研磨程序，工件的整體表面完成。3實(shí)驗(yàn)如圖3所示，該實(shí)驗(yàn)是在研磨機(jī)數(shù)字計(jì)算機(jī)控制下進(jìn)行的。借用空氣的粉碎機(jī)主軸每次朝著X,Y,Z方向的移動(dòng)都可以精確到01ΜM。實(shí)驗(yàn)條件總結(jié)如表1所示。金屬鍵砂輪的晶粒尺寸和濃度分別為L(zhǎng)40和50。玻璃用的是一種干凈的陶器。這個(gè)研磨液用的是可溶型的，包括大量的陰離子表面活性劑。地面工作部件粗糙表面的觀察和測(cè)量使用了顯微鏡，掃描電鏡，干涉儀和原子力顯微鏡。