畢業(yè)設計（論文）外文文獻翻譯題目可變排量發(fā)動機主動式液壓懸置解耦器的設計安裝與應用學生姓名學號學部（系）_機械與電氣工程學部_專業(yè)年級09級機械設計制造及其自動化4班指導教師職稱或?qū)W位_教授_2013年1月20日外文文獻翻譯（譯成中文1000字左右）【主要閱讀文獻不少于5篇，譯文后附注文獻信息，包括作者、書名（或論文題目）、出版社（或刊物名稱）、出版時間（或刊號）、頁碼。提供所譯外文資料附件（印刷類含封面、封底、目錄、翻譯部分的復印件等，網(wǎng)站類的請附網(wǎng)址及原文】ACTIVEDECOUPLERHYDRAULICENGINEMOUNTDESIGNWITHAPPLICATIONTOVARIABLEDISPLACEMENTENGINEABSTRACTINAUTOMOTIVEINDUSTRY,ENGINEVIBRATIONISOLATIONHASBEENACHALLENGINGTASK,ANDGIVENTHEEMERGENCEOFNEWVEHICLESWITHMORESTRINGENTPERFORMANCECHARACTERISTICS,ENGINEVIBRATIONISOLATIONHASBECOMEANEVENMOREDEMANDINGISSUEMOSTENGINEMOUNTSAREPASSIVETHATIS,THEIRPARAMETERVALUESANDCHARACTERISTICSAREFIXEDANDASARESULT,THEYMAYNOTPROPERLYATTENUATETHECOMPLICATEDVIBRATIONTRANSMITTEDFROMTHEENGINEINTHISPAPER,THEDEVELOPMENTOFANEWACTIVEMOUNTISDESCRIBEDTHISPAPERDESCRIBESMODELING,DEVELOPMENT,ANDEXPERIMENTALANALYSISOFANACTIVEENGINEMOUNT,WHICHISSPECIFICALLYDESIGNEDTOADDRESSTHEVARIABLEDISPLACEMENTENGINEVDEISOLATIONPROBLEMANELECTROMECHANICALACTUATORISFABRICATEDANDRETROFITTEDINSIDETHEINERTIATRACKPLATEOFAHYDRAULICENGINEMOUNTTHEPLUNGEROFTHEELECTROMECHANICALACTUATORMOVESUPONRECEIVINGTHESIGNALFROMTHECONTROLLER,ANDITCHANGESTHEDYNAMICPERFORMANCEOFTHEMOUNTACCORDINGLYBASEDONFREQUENCY,AMPLITUDE,ANDPHASEOFTHEACTIVATIONSIGNALEXPERIMENTALRESULTSAREPRESENTEDFORDIFFERENTCONTROLSIGNALSSIMULATEDANDEXPERIMENTALRESULTSARECOMPAREDTOVALIDATETHEMATHEMATICALMODELTHEEXPERIMENTALRESULTSDEMONSTRATETHEPERFORMANCEOFTHEDESIGNEDACTIVEENGINEMOUNTTODEALWITHCOMPLICATEDVIBRATIONPATTERNS,SPECIFICALLYTHOSECREATEDBYVDES1INTRODUCTIONENGINESAREONEOFTHEMAJORSOURCESOFNOISEANDVIBRATIONINAVEHICLETHEMAJORSOURCESOFEXCITATIONINANENGINECOMPARTMENTAREABASEEXCITATION,IMPOSEDBYTHEROADPATTERN,ANDAFORCEEXCITATIONINDUCEDBYTHEENGINEMAKHULT,1977THEFORCEEXCITATIONISPRODUCEDBYTHEINERTIAOFTHERECIPROCATINGANDROTARYCOMPONENTSINADDITIONTOFIRINGIMPULSESOUEINIETAL,1999ANDHAPPENSINTHERANGEOF1200HZTHEAMPLITUDEOFENGINEVIBRATIONISUSUALLYMORETHAN03MMATLOWFREQUENCIES150HZANDLESSTHAN03MMATHIGHFREQUENCIES50200HZNAKHAIEJAZARANDGOLNARAGHI,2001ENGINEMOUNTSAREDEVICESTHATAREUSEDTOISOLATETHEENGINEANDTHECHASSISAPROPERENGINEMOUNTINREGULARENGINESREDUCESTHEABSOLUTEACCELERATIONBETWEENTHEENGINEANDTHECHASSIS,INADDITIONTOTHEIRRELATIVEDISPLACEMENTYUETAL,2001ITSHOULDBEGENERALLYSOFTTOISOLATETHEBODYFROMTHEENGINEDISTURBANCESWHEREASITSHOULDBESUFFICIENTLYHARDTOCARRYTHESTATICANDDYNAMICLOADOFTHEENGINEANDLIMITITSRELATIVEDISPLACEMENTWITHRESPECTTOTHEFRAMETHISMAKESENGINEMOUNTDESIGNACOMPROMISEBETWEENTHESETWOCONFLICTINGCRITERIAMOREOVER,ANENGINEMOUNTISGENERALLYSUPPOSEDTOHAVEHIGHDAMPINGANDHIGHSTIFFNESSATLOWFREQUENCYHIGHAMPLITUDEEXCITATION,WHILEITHASTOHAVELOWDAMPINGANDLOWSTIFFNESSATHIGHFREQUENCYLOWAMPLITUDEEXCITATIONASARESULT,ENGINEMOUNTCHARACTERISTICSHAVETOBEBOTHFREQUENCYANDAMPLITUDEDEPENDENTBRACHANDHADDOW,1993HYDRAULICENGINEMOUNTSARETHEPASSIVEISOLATORSTHATCANADDRESSTHEFREQUENCYANDAMPLITUDEDEPENDENCYOFSTIFFNESSANDDAMPINGMARJORAM,1985THEYAREWIDELYUSEDBYTHEAUTOMOTIVEINDUSTRYASANEFFECTIVEANDLOWCOSTSOLUTIONFLOWER,1985THEIRPERFORMANCEIMPROVESDECREASINGTHENOISELEVELBY5DBBEMUCHON,1984CORCORANANDTICKS,1984ASWELLASREDUCINGTHESHOCKLEVELTO1/3WHILEIDLESHAKEWASMAINTAINEDEQUALKADOMATSU,1989ASDEPICTEDINFIGURE1,AHYDRAULICMOUNTCONSISTSOFTWOCHAMBERSTHEUPPERORPUMPINGCHAMBERISBOUNDEDFROMTHETOPSIDEBYABULKOFRUBBER,WHICHTAKESTHESTATICLOADOFTHEENGINETHELOWERCHAMBERISACOMPLIANTRUBBERDIAPHRAGMLOCATEDATTHEBOTTOMOFTHEMOUNTTHATCANEASILYEXPAND/CONTRACTINRESPONSETOTHEFLUIDPRESSUREVARIATIONINSIDETHECHAMBERTHISCHAMBERISCOMMONLYREFERREDBYLOWPRESSUREORCOMPLIANCECHAMBERAHYDRAULICMOUNTISFILLEDWITHAFROSTPROTECTEDLIQUID,WHICHISNORMALLYAMIXTUREOFWATERANDETHYLENEGLYCOLTHECHAMBERSARECONNECTEDVIAALONGINERTIATRACKANDASHORTDECOUPLERFLUIDPASSAGEADECOUPLERCANBECONSIDEREDASANAMPLITUDELIMITEDFLOATINGPISTONATLOWFREQUENCYHIGHAMPLITUDEEXCITATIONS,THEDECOUPLERPLATEREACHESTOITSSEATANDCLOSESTHEFLUIDPASSAGEASARESULT,MOSTOFTHEFLUIDPASSESVIATHEINERTIATRACKATHIGHFREQUENCYLOWAMPLITUDEEXCITATIONSFIGURE1THECROSSSECTIONOFHYDRAULICENGINEMOUNTHOWEVER,THELIQUIDINSIDETHEINERTIATRACKDOESNOTHAVEENOUGHMOMENTUMTOPASSEFFICIENTLYTHROUGHTHEINERTIATRACKWHILETHEDECOUPLERISOPENDUETOTHELOWAMPLITUDEOFTHEEXCITATIONINTHISCASE,THEDECOUPLERISCONSIDEREDASTHESOLEFLUIDPASSAGEBETWEENTWOCHAMBERSONEOFTHEDRAWBACKSOFHYDRAULICENGINEMOUNTSISTHEPASSIVEFINETUNINGSOFPARAMETERSFOUMANIETAL,2003INFACT,THESEISOLATORSARENOTFLEXIBLEENOUGHTOADDRESSDIFFERENTCONDITIONSOFFORCEANDBASEEXCITATIONINONEPACKAGETHEPROBLEMGETSEVENMORESERIOUSINTHECASEOFVIBRATIONISOLATIONOFTHEVARIABLEDISPLACEMENTENGINESVDEVDEENGINESMAKECONSIDERABLEFUELEFFICIENCYBYDEACTIVATINGHALFOFTHEENGINECYLINDERSINLIGHTLOADCONDITIONSANDTURNINGTHEMBACKONINCASEMOREPOWERISNEEDEDTHEMAINLOGICBEHINDSWITCHINGBETWEENDIFFERENTCYLINDERACTIVATIONMODESISTHATTHEOVERALLGENERATEDTORQUESHOULDBEKEPTCONSTANTMATSUOKAETAL,2004ASARESULT,INTHECYLINDERDEACTIVATIONMODE,WHEREHALFOFTHECYLINDERSAREOFF,THECOMBUSTIONPRESSUREINCREASESTOMAINTAINTHEVEHICLESPEEDTHISINFACTINCREASESTHEFORCEGENERATEDBYTHEENGINE,WHICHIMPLIESTHATAWELLDESIGNEDVDEMOUNTISHALFASSTIFFASAREGULARMOUNTINTHEDEACTIVATIONMODEOFCOURSE,THEMOUNTSHOULDBEABLETOSWITCHBACKTOITSORIGINALCONDITIONINNORMALOPERATINGMODESWITCHINGBETWEENTWOISOLATIONCHARACTERISTICSISBEYONDTHECAPABILITYOFPASSIVEENGINEMOUNTSTOADDRESSTHISREQUIREMENTSEMIACTIVEWILLIAMSETAL,1993HONGETAL,2001MANSOURETAL,2008ARZANPOURANDGOLNARAGHI,2008A,ANDACTIVELITTLEANDKASHANI,1995NAKAJIETAL,1999ARZANPOURANDGOLNARAGHI,2008BENGINEBUSHINGSANDMOUNTSARETHENEXTFRONTIERS譯文可變排量的液壓發(fā)動機主動解耦器的安裝設計與應用摘要在汽車行業(yè)，發(fā)動機的振動隔離是一項具有挑戰(zhàn)性的任務，并且新的車輛更嚴格的要求其性能特性，這使其成為一個更苛刻的發(fā)動機振動隔離問題。大多數(shù)發(fā)動機懸置是被動的，也就是說它們的參數(shù)值和特性是固定的。他們可能沒有恰當?shù)臏p弱從發(fā)動機傳遞的復雜的振動。本文將描述一個新的主動式懸置裝置的發(fā)展。本文介紹專為滿足可變排量發(fā)動機（VDE）的隔離問題的主動式發(fā)動機懸置的建模，開發(fā)和實驗分析全過程。介紹了一個機電制動器內(nèi)的液壓發(fā)動機懸置慣性通道板的制造和改裝。機電致動器從控制器接收到該信號后移動柱塞。這些移動改變了基于相應的激活信號的頻率，振幅和相位的懸置動態(tài)性能。實驗的結(jié)果是通過不同的控制信號研究得到的。仿真和實驗結(jié)果進行比較進而驗證了數(shù)學模型。實驗結(jié)果表明，所設計的主動式發(fā)動機懸置的性能在處理復雜的振動時表現(xiàn)良好，特別是專為VDE所設計的。一、介紹發(fā)動機是車輛噪聲和震動的主要來源之一。發(fā)動機室的主要激勵源是基礎激勵。它是由道路模式，和一個由發(fā)動機引起的激振力激發(fā)（毛克胡爾特，1977）。激勵是由往復運動和旋轉(zhuǎn)部件等除了觸發(fā)脈沖外的慣性產(chǎn)生（奧爾尼等人，1999）并且在1200赫茲頻率的范圍內(nèi)。發(fā)動機的振動的振幅的通常是低頻率（150赫茲）時大于03MM，高頻率（50200赫茲）時小于03MM（納克哈爵士和高那菲，2001）。發(fā)動機懸置裝置是用來隔離在發(fā)動機和底盤的。一個恰當?shù)陌l(fā)動機懸置裝置是能減少發(fā)動機和底盤之間的絕對加速度而不是他們之間相對位移的裝置（于等人，2001）。它通常應該是較軟的從而可以隔離來自發(fā)動機對主體的干擾。這種裝置應具有足夠的剛度來承受發(fā)動機的動靜載荷并且還能限制它相對框架的位移。這使得發(fā)動機懸置設計成為這兩個相互矛盾的標準之間的妥協(xié)。此外，發(fā)動機架一般在低頻率高振幅激勵應該具有較高的阻尼和剛度，在高頻率低振幅激勵中具有較低的阻尼和剛度。結(jié)果表明，發(fā)動機懸置的特性是由頻率和振幅兩者共同確定的（布萊奇和哈多，1993）。液壓發(fā)動機懸置是被動隔離器它可以處理由剛度和阻尼影響的頻率和振幅（墨角蘭，1985）。它們作為一種有效且低成本的解決方案被廣泛應用于汽車行業(yè)（花兒，1985）。它們的性能提高了，圖1，液壓發(fā)動機懸置的液體流通通道可以降低5DB的噪音（博姆雄，1984；科科倫和提克司，1984），降低1/3的沖擊水平，而怠速震動保持不變（卡多馬楚，1989）。如圖1所示，液壓懸置裝置由兩個腔室組成。上部或壓油腔以頂端的橡膠為界，這可以承受發(fā)動機的靜態(tài)負載。下部腔室是一個位于懸置裝置底部的可以很容易地響應腔室流體壓力擴張/收縮變化的橡膠隔膜。這個腔室就是通常所說的低壓腔或合規(guī)腔。液壓懸置里面用防凍液填充，填充液通常是水和乙二醇的混合物。這兩個腔室通過慣性通道（較長）和解耦器（較短）連通。解耦合器可以被認為是一個限幅的浮動活塞。在低頻率高振幅的作用下，退耦板達到它的閥點并且關(guān)閉流體通路。其結(jié)果是，大多數(shù)的液體從慣性通道流過。然而，在高頻率低振幅作用下由于解耦器處于低位而開放，液體沒有足夠的動力有效地通過慣性通道。在這種情況下，解耦合器被認為是兩個腔室之間的唯一通道。液壓發(fā)動機懸置的缺點之一是被參數(shù)的精細調(diào)節(jié)（福馬尼等。2003）。事實上，這些隔離器針對力和基礎激勵等不同工況的處理是不夠靈活。在可變排量發(fā)動機（VDE）的震動隔離中這個問題將變得更加嚴重。VDE發(fā)動機由于在輕負載時關(guān)閉一半氣缸并且在需要時再打開它們的特性使得其具有可觀的燃油效率。不同的氣缸激活模式之間變化的依據(jù)是整體產(chǎn)生的扭矩應保持不變（MATSUOKA等，2004）。這將導致在所述停缸模式中，一