外文翻譯-- abs制動(dòng)系統(tǒng)動(dòng)能轉(zhuǎn)化建模（英文）

1、IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China 978-1-4244-1849-7/08/$25.00○ C 2008 IEEE Modeling and Simulation of Automobile Braking System Based on Kinetic Energy Conversion We

2、njuan Li, Xudong Wang, Xue Leng, and Meng Wang College of Electrical Kinetic energy; Anti-lock braking system I. INTRODUCTION The automobile is one of the most important vehicles. The security and comfort are the f

3、ocuses concerned by the people. The braking ability is the main index representing the security of the automobile which is running on the road. Fatal traffic accidents are related with the overlength braking distance

4、 and sideslip when the automobile is braked in an emergency, as in [1]. With the increase of the quantity and running speed of the automobile the damages brought to people by the traffic accidents are more serious.

5、It is very important to study and improve the braking ability of the automobile. Ref. [2] pointed out that the anti- lock braking system (ABS) is the active method of increasing the braking ability. The ABS controller

6、is the key to ABS. The modeling and simulation of the automobile braking system can be used in designing the ABS controller. The general braking model is built by analyzing the forces on the automobile body and is di

7、fficult to be understood, as in [3] and [4]. A new method which establishes the braking model is introduced in this paper. The kinetic is worn down by frictions that come from s and road, the wheel and braking block

8、when the automobile is braking. A single wheel mathematical model is deduced with this principle. In order to validate this model, simulations with ABS and no ABS model are done in the Matlab/Simulink environment. II.

9、 ESTABLISHMENT OF MATHEMATICAL MODEL OF BRAKING SYSTEM The braking model depends on the decrease of kinetic energy when the automobile is braking. It consists of the kinetic energy dissipating model, speed model, fl

10、uid braking model and slip rate versus adhesion coefficient model. A. Kinetic Energy Dissipating Model The kinetic energy of the automobile body is mostly dissipated by the frictions between the wheel and the ground

11、, the brake sheet and brake disc in the braking process. The initial kinetic energy 0 k E of the automobile body is 2 2 0 0 mv Ek = , (1) where m is the mass of the automobile in kilogra

12、ms (kg) and v0 is the initial speed (m/s). From 0 to t, the energy 1 Q dissipated by the friction between the wheel and the ground is given by mgdt R v Q tv 0 0 1 ) ( μ ω ∫ ? =, (2) where t is the bra

13、king time in seconds(s); vv is the automobile body speed in the braking process (m/s); ω is the angular velocity of the wheel (rad/s); μ0 is the friction coefficient between the wheel and the ground; R is the radius

14、of the brake disc (m). From 0 to t, the energy 2 Q dissipated by the brake can be expressed in mathematically, Rdt pS Q tmω μ ∫ = 0 2 , (3) where p is the pressure within the wheel cylinder (MPa);

15、 S is the area of wheel cylinder (m2); μm is the friction coefficient between the brake sheet and brake disc. According to the law of conservation of energy the following equation is obtained, 2 / 2 2 1 0 v k mv Q Q

16、E = ? ? , (4) that is Supported by the Harbin Program for Science and Technology Development(2004AA1CG082) IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China 30 0

17、1 2 3 4 5-5 05 10 15 20 25 Body speed Wheel speed 1 Wheel speed 2 Time (s)Speed (m/s) Figure 4. Curves of the body speed and wheel speed without ABS shows the internal structure of the fluid braking module. In Fig. 3,

18、 the mechanical delay is 0.1 seconds; the fluid inertial element is similar to a first-order inertial element. The input In1 represents the slid rate of the wheel. The pressure within the brake pipe is the output. The

19、 object of the ABS controller is to regulate the slid rate at the 20%, as in [4]. Seen in Fig.1, the adhesion coefficient reaches maximum at this time. The approach controlling the slid rate in this simulation is PID

20、. IV. SIMULATION RESULTS AND ANALYSIS Based on the simulation models of this braking system and ABS, simulations under Matlab/ Simulink are made. Fig. 4 shows the braking curves of the wheel speed and the body speed

21、varying with the time at the braking speed 28m/s. The curve of the wheel speed 1 is achieved by using the braking model presented in this paper. The curve of the wheel speed 2 is obtained by using the general braking

22、 model used in the most papers. It can be seen that two curves are almost overlap, the wheel is locked at 0.3s and the braking time is 4.3s. For comparison with the data in [6], simulations with ABS have been bone. T

23、he ABS approach is the PID control to the slid rate. The curves are shown in Fig.5. Curves of wheel speed 1 and wheel speed 2 are the same meaning with those in Fig. 4. The figure illustrates the wheel is unlocked an

24、d the braking time is 3.9s. The effect of ABS is also verified. Comparison results are given in Table I. It shows that the simulation braking distances based on the built model are consistent with the results in [6].

25、 Therefore it proves that the braking model based on the kinetic energy conversion is right and can be used in the research on the automobile braking ability. V. CONCLUSIONS Based on the kinetic energy conversio

26、n, the mathematical model of the automobile braking system is deduced in this paper. The simulation models of this braking system and ABS are established. Simulations under Matlab/ Simulink are made. The braking dis

27、tances obtained by the simulation are compared with the known data. The results show that the braking model based on the kinetic energy conversion is reliable. This method can provide a new way to analyze the automob

28、ile braking process. REFERENCES [1] Farmer, C. M., “New evidence concerning fatal crashes of passenger vehicles before and after adding anti-lock braking systems”, Accident Analysis and Prevention, vol. 33, pp. 361–36

29、9, 2001. [2] J.Broughton, C. Baughan, “The effectiveness of anti-lock braking systems in reducing accidents in Great Britain”, Accident Analysis and Preventio, vol. 34, pp. 347–355, 2002. [3] Jeonghon Song, “Performa

30、nce evaluation of hybrid electric brake system with a sliding mode controller”, Mechatronics, vol. 15, pp. 339–358, March 2005. [4] M. C. Wu, M. C. Shil, “Simulated and experimental study of hydraulic anti-lock brakin

31、g system control using sliding-mode PWM control”, Mechatronics, vol.13, pp. 331–351,May 2003. [5] R．Jeffery, “Fuzzy learning control for antislid braking system”, IEEE Trans. on Control System Technology, vol. 1, pp. 1

32、22–129, February 1993. [6] http://news.7car.com.cn/c/2001/5/31/a75125.htm0 1 2 3 4 051015202530Wheel speed 1 Body speed Wheel speed 2 Speed (m/s) Figure 5. Curves of the body speed and wheel speed with ABS Time (s) TA

33、BLE I. COMPARISON RESULTS Initial speed(km/h) Braking distance in [6] (m) Simulation braking distance(m) 40(wet road) 18 16 60(wet road) 36 32 100(dry road) 52 49 Out1Mechanical delay 1 0.015s+1 Fluid inertia