An H2 Formulation for the Design of a Passive Vibration-Isolation System for Cars

Optimal design of an active suspension system for road vehicles can be solved using LQR techniques. Such a problem is equivalent, in the frequency domain, to determine the state feedback gain matrix that minimizes the H₂ norm of a suitable transfer matrix.

A passive suspension system can be seen as the physical realization of a suitable state feedback law whose gains are function of the system parameters. This law, and thus the characteristic elements of the passive suspension, can be determined as an approximation of the H₂ optimal solution. This methodology allows one to choose the best controller from a constrained subset (i.e., all possible passive suspensions of a particular form) of all possible controllers.     

奔驰轿车的行驶稳定性电子控制系统

电子稳定程序（ＥＳＰ）控制系统是一种在各种行驶条件下能提高车辆行驶稳定性的主动安全体系。ＥＳＰ控制模块根据输入信号确定在当前行驶条件下，以下６种工作模式中的一些应被接通，即普通模式、ＡＢＳ控制模式、ＡＳＲ控制模式、ＭＳＲ控制模式、ＥＳＰ控制模式及ＥＳＰ切断模式。     

乘用汽车内饰的色彩设计基本原则

简述汽车内饰色彩设计的特点、分类及目前的流行趋势;主要论述汽车内饰色彩设计的基本原则,并对PALADIN运动版的内饰色彩设计进行分析。     

XL纯电动轿车CAN总线系统及应用层协议的开发

为了满足XL纯电动轿车控制实时性和可靠性要求，提出了基于CAN总线的分布式控制系统拓扑结构，开发的CAN总线应用层协议，包括通信内容、ID编码、数据编码、数据格式、消息调度以及底层接口定义等6部分。文中还介绍了所开发的基于CAN总线的硬件在环测试系统。通过硬件在环测试、台架联合调试和道路试验对CAN总线系统进行综合实测和评价。实际运行表明，纯电动汽车CAN总线系统具有较高的可靠性和实时性。     

驾驶室总成自行转运小车复合定位块设计

重型汽车装配,驾驶室总成与底盘的搭接是通过自行转运小车将驾驶室总成转运至总装配线完成对接的。通过自行转运小车吊臂上的定位块来满足多品种不同规格的驾驶室总成的吊放,定位块设计的合理性承载着驾驶室转运质量及安全性。     

国产轿车广告策略的实证研究

<正>广告是企业营销的工具,对竞争对手的广告策略和整个行业广告投放规律研究是企业制定广告决策的重要依据。本文研究以《汽车与配件》杂志产业经济报道专题"数据公布"栏目发表的"各类国产车型广告投放额"数据为原始数据。研究范围为除SUV和MPV     

小空间车型第2排乘员保护性能优化

为了研究小空间车型第2排乘员在正面碰撞过程中受到的伤害,利用仿真分析的手段,对比分析了不同的车体碰撞波形、乘员布置空间以及约束系统性能参数对第2排乘员伤害的影响,确定了安全带限力等级、车体碰撞波形及第2排座椅坐垫的布置角度是影响第2排乘员保护安全性能的关键因素.针对第2排乘员布置空间较小的车型,在保证第2排假人头部伤害满足目标要求的情况下,减小安全带的限力等级,增大第2排假人头颈部及胸部的前移量,以降低假人颈部及胸部的伤害,从而有效改善了第2排乘员的伤害情况.     

汽车四轮转向系统的H2/H∞混合控制

为使汽车四轮转向系统具有良好的鲁棒性和干扰抑制性能，针对外界干扰，对汽车四轮转向系统模型进行了分析，并将其转化为H2／H∞控制问题，运用Matlab的LMI控制工具箱设计了H2／H∞混合最优控制器。仿真结果表明，设计的最优控制器具有良好控制效果。     

乘用车内后视镜设计开发要求

很多车主都觉得内后视镜起不了什么大的作用,要么当成化妆镜,要么看后排乘客,其实,乘用车安装内后视镜是为驾驶员无需太多变换向前的视线即可确认后方视野内情景的镜子,是一个保证行车安全的重要零件,因为有时外后视镜不能很清晰的显示后方车辆的距离,但通过内后视镜,就可以较清楚的进行判断,保证安全.因此,内后视镜属于整车中的关重件...     

日本的二手车流通体系

日本汽车市场起步于上世纪60年代,二手车市场从上世纪70年代初开始迅速成长,并于90年代中期达到相对饱和状态,汽车保有量不再大幅度增长,基本维持在7500多万辆。     

具有ABS的汽车制动性能实验模拟系统

文章介绍了一种在室内模拟汽车道路制动试验的测试系统，该系统不仅可作为汽车防抱死制动系统ABS实验教学的设备，亦可作为开发ABS的前期试验装置。     

基于相似接近度的悬架参数多目标模糊优化

综合考虑车辆的乘坐舒适性和对路面的损坏性,以汽车座椅和悬架系统的阻尼与刚度作为设计变量,以座椅加速度均方根值和轮胎相对动载荷均方根值为目标函数,建立了被动悬架参数的两目标优化设计模型.应用模糊理论,结合海明距离、模糊贴近度和灰色关联度3项指标,构造了一个"相似接近度"的模糊评价函数.对实际算例进行了两目标模糊优化设计,验证了该方法的有效性.     

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本文通过17辆典型轿车制动力分配的计算,对ZBT24和GB7258标准中关于轿车制动力分配的要求进行了较为全面的比较、分析和评价。分析结果表明,与GB7258标准相比,ZBT24标准对轿车制动力分配的要求制定得更为完善合理。为了进一步完善GB7258标准,本文对GB7258标准有关轿车制动力的要求提出了修改的初步建议。     

基于PDM的工程设计系统

在YX-CIMS的总体设计中，综合考虑公司适应市场竞争的需求，设计基于PDM的工程设计系统。     

轿车盘式制动片性能测试体系与设备

根据盘式制动器的工作原理及盘式制动片的性能要求，阐述了盘式制动片的物理性能检测体系及盘式制动片性能的测试方法，简要介绍了吉林工业大学机电设备研究所开发研制的一些相关测试设备的基本原理，结构特点，性能参数等。     

基于支持向量机的城市私人汽车保有量滚动预测

针对城市私人汽车保有量增长预测问题,在对支持向量机理论进行改进的基础上,进行滚动预测研究。在对已有的机动车保有量预测模型进行对比分析的基础上,建立了基于支持向量机的私人汽车保有量滚动预测模型,并利用北京市私家车保有量历史数据对滚动预测模型进行了实证分析。结果表明该预测模型具有较高的预测精度、符合实际需求、具有广泛的应用前景。     

现代轿车电子节气门系统及其控制

介绍了电子节气门的组成及其控制原理。指出，利用电子节气门可实现车辆对加速踏板响应灵敏度的调节、对海拔高度的补偿及基于扭矩需求的节气门自动控制。针对发动机转速对电子节气门响应速度和控制精度的要求阐述了驱动电机的选形、传感器的冗余设计。     

Energy Requirements of a Passive and an Electromechanical Active Suspension System

Passive suspensions are designed to dissipate the energy otherwise transferred to a vehicle's body through interactions with a roadway or terrain. A bond graph representation of an independent suspension design was developed to study the energy flow through a vehicle. The bond graph model was tuned and validated through experimental tests and was found to produce suitable results. Examining the bond graph reveals that the dissipated energy associated with vertical and transverse coordinates generally originates from the longitudinal motion of the vehicle and is transferred through the tire-ground contact patch. Additionally, since the longitudinal energy originates from the vehicle's engine, the energy dissipated via the suspension shock absorber as well as other components (e.g., mechanical joints, etc.) essentially dissipate some engine energy. The plots presented in the paper support this theory by showing that upon traveling a rough terrain, the vehicle's longitudinal velocity drops more when vertical vibrations increase. Results show that a vehicle equipped with a passive suspension experiences a larger velocity drop compared to one with an active suspension traversing the same rough terrain. The paper compares the results of simulation of an analytical bond graph model of an active suspension system with experimental results and finds good agreement between the two. Other simulations show that relative to passive suspensions, not only do active suspensions yield substantial improvement in ride quality, they can also result in substantial energy savings. This paper concludes that if electromechanical actuators are supplemented by passive springs to support the vehicle static weight, the amount of energy required for operation of actuators is significantly less than the amount dissipated by conventional shock absorbers.     

Energy Requirements of a Passive and an Electromechanical Active Suspension System

Passive suspensions are designed to dissipate the energy otherwise transferred to a vehicle's body through interactions with a roadway or terrain. A bond graph representation of an independent suspension design was developed to study the energy flow through a vehicle. The bond graph model was tuned and validated through experimental tests and was found to produce suitable results. Examining the bond graph reveals that the dissipated energy associated with vertical and transverse coordinates generally originates from the longitudinal motion of the vehicle and is transferred through the tire-ground contact patch. Additionally, since the longitudinal energy originates from the vehicle's engine, the energy dissipated via the suspension shock absorber as well as other components (e.g., mechanical joints, etc.) essentially dissipate some engine energy. The plots presented in the paper support this theory by showing that upon traveling a rough terrain, the vehicle's longitudinal velocity drops more when vertical vibrations increase. Results show that a vehicle equipped with a passive suspension experiences a larger velocity drop compared to one with an active suspension traversing the same rough terrain. The paper compares the results of simulation of an analytical bond graph model of an active suspension system with experimental results and finds good agreement between the two. Other simulations show that relative to passive suspensions, not only do active suspensions yield substantial improvement in ride quality, they can also result in substantial energy savings. This paper concludes that if electromechanical actuators are supplemented by passive springs to support the vehicle static weight, the amount of energy required for operation of actuators is significantly less than the amount dissipated by conventional shock absorbers.