车辆工程毕业设计外文翻译

车辆工程专业英文翻译原文：The controllable suspension system can improve both ride comfort and handling safety, which has become one research focus in the field of vehicle engineering since1950s.The full-car generally consists of four quarter-car suspension systems(QC)withstrong coupling characteristics,which yield strong coupling effects on vertical,pitch androll movement suspension performances.So far,an effective coordinated control methodfor the full-car with multiple sub-suspension systems has not been proposed.The best ideais to decouple the full-car into four independent QCs1,such that the sophisticated active orsemi-active control scheme for QC suspension can be directly employed,and thus simplifythe complicated controller synthesis for the full-car suspension and improve the real-timeproperty of control system,which has important theoretical and engineering values forrealizing the practical application of controllable suspension.This thesis focuses on the structural decoupling control study of half-car suspension,which has vertical and pitch movements.Firstly,the passive half-car dynamic model isestablished and transferred into the model involving two similar standard QC dynamicmodels.It is found that a coupling damping force exists in the sprung mass,and it can becompensated through adding a damping force in the unsprung mass, in which the half-carsuspension could be decoupled into two independent QCs.Furthermore,a new QCsuspension design with double controllable dampers is proposed on basis of the definedcoupling damping force,in which the traditional passive damper is normally replaced bythe sprung controllable dampe.Another damper named the unsprung controllable damperis installed between the lower control arm and linkage of vehicle controlled by the pitchangular acceleration,which plays role in compensating the yielded coupling damping force.Thus the suspension structural decoupling of half-car can be conveniently achieved and effectiveness of the proposed structural decoupling method of half-car suspension is verified.Finally,three kinds of control manners i.e.,active versus active,semi-activeversus active and semi-active versus semi-active,are fully discussed for the sprung and unsprung controllable dampers,respectively.The proposed active and semi-active slidingmode control schemes for the sprung controllable damper in QC are applied for thedecouplinghalf-car suspension robust control due to the uncertainty of vehicle load,andhe semi-active control manner chooses the semi-active controllable magneto-rheologicaldamper.As a result, the proposed both active versus active and semi-active versus active control manners could achieve the ideal multi-objective suspension performances for thehalf-car,and the proposed structural decoupling control method can be further extended to realize coordinated control of full-vehicle suspension system with multiple sub-suspension.Engineering vehicles working condition is usually relatively poor,coupled with thelimitations of the performance of the vehicle suspension system.It makes these vehicles' driveralways in the vibration of the high strength,and influences the driver's work efficiency,seriously hurts to the driver's spine,and directly leads to the disease.In order to reducevibration to the driver,this thesis usually takes the seat suspension system to isolate vibration,and uses the appropriate control strategies for seat suspension.It can effectively attenuate thevibration caused by uneven ground,reduce the vibration energy passed on to the driver's body,and improve the drivers'ride comfort.Magneto-rheological fluid is a kind of intelligent material,which has good rheologicalproperties.It can be the first choice of the semi-active suspension shock absorber material.According to the characteristics of magneto-rheological fluid,it can be made a lot of productswhich are used in mechanical engineering,civil engineering,etc.The most prominent exampleis magneto-rheological damper for vibration control in cable suspension bridge vibration,high-rise isolation,etc.In addition,the magnetic fluid rheostat vibration application of suspensionsystem is an important domain,including vehicle suspension system and vehicle seatsuspension system.In the suspension of the magneto-rheological damper applications,it ismainly for dissipation produced by the road excitation of vehicle and driver's vibration energy,to improve the ride comfort.Due to its good controllability,wide dynamic range,fast response,low power requirement and comparatively simple structure,magnetorheological(MR)dampers has become one of the focus research projects in automotive semi-active suspension.Besides damping force and dynamic range,the dynamic response is another important parameter of MR dampers,which isa key part of automotive MR semi-active suspension system.The dynamic response is valuable because it is one of the critical factors that determine the practical effectiveness of automotive MR dampers,the applications range of MR dampers and the controlling period directly.In this thesis,the dynamic response of automotive MR dampers is investigated and the effects of various conditions are considered.The main contributions include the following:(1)The properties and applications of MR fluid is reviewed firstly,the importance of the study on MR dampers dynamic response is discussed,and the present situation and existing problems of the study are summarized.Based on the present problems of the study,the main work is put forward.(2)Based on the hydrodynamics theory and working modes of MR dampers,applying the constitutive equations of Newton and Bingham fluid respectively,the parallel plates and annular duct based rheological equations are derived,the calculation approach of damping force is gained,and the theoretical relation between applied current,piston velocity and damping force is determined,which establishes he theoretical basis for the research of MR dampers dynamic response,propose of test approach and design of test system.Based on theoretical analysis of damping force,the calculation model of MR dampers dynamic response is built by analyzing the unstable state of MR fluid between parallel plates.Furthermore, driving by current source,the effect of the connecting way(parallel or serial)of electromagnetic coils is analyzed theoretically.(3)According to the damping force function and practical condition of dampers,an experimental approach for finding the dynamic response of automotive MR dampers and corresponding data processing are offered,the corresponding test system is developed, including some important parts of the test system,such as current driver based on PWM method,and its output characteristic and dynamic response are investigated theoretically and experimentally.译文：可控悬架系统能够同时提高车辆驾乘舒适度与操控安全性,因而具有出色的综合悬架性能,从上世纪五十年代起,就是国际车辆工程领域的研究热点课题之一。

附录：英汉对照Automotive oxygen sensor failure andinspection of the commonThe automotive industry is currently in the international application of the sensor on one of the largest markets, and the oxygen sensor reported the number of patents, ranking the first in automotive sensors. Oxygen sensor installed in the vehicle exhaust pipe, use it to detect the oxygen content in exhaust port. Oxygen sensor and thus can be obtained in accordance with the signal, put it back to the control system tofine-tune the fuel injection, so that A / F control at best, not only greatly reduces emissions and saves energy. At present, the practical application of the oxygen sensor has zirconia dioxide oxygen sensors and the two oxygen sensors. And common oxygen sensor and a single lead, double-lead and lead of three points; single pin for Zirconia oxygen sensor; double lead for the titanium dioxide oxygen sensor;three-lead type for the heating oxygen zirconia sensors, in principle, lead the way on three of the oxygen sensor is not a substitute for use. Are one of the most widely used type of zirconia oxygen sensor.First, zirconia oxygen sensor structureIn the use of three-way catalytic converters to reduce exhaust pollution on the engine, oxygen sensors are essential components. Oxygen sensor is located in the first section of the exhaust pipe, catalytic converter at the front. There is a Oxygen Sensor zirconia (a ceramic) components manufacturers, all of its outside has a layer ofthin-plated platinum. Zirconia ceramic plated body at one end with a thin layer of platinum closed. Into the protection of the latter was set, and installed in a metal body. Further protect the protection of the role of sets played and sensor can be installed on the exhaust manifold. Ceramic exhaust external exposure, and the internal atmosphere and the environment the same.This component has a very high temperature resistance, low temperature so do not allow current through. However, when high temperature, because of the air and exhaust gas oxygen concentration difference, oxygen ions can, through this component. This raises the potential difference, platinum to enlarge. In this way,air-fuel ratio lower than the theoretical air-fuel ratio (thick), the components in the oxygen sensor in (air) outside (the atmosphere) between the oxygen concentration has a greater bad. Thus, the sensors have a relatively strong one voltage (Johnson V). On the other hand, if the rare gas mixture, air and exhaust gas oxygen concentration difference between the very small, have a sensor, there is only one relatively weak voltage (near 0 volts).Because once the mixture of air-fuel ratio deviation from the theoretical air-fuel ratio, ternary catalysts for CO, HC and NOX purification capacity will be a sharp decline, it is installed at the exhaust pipe oxygen sensor for detecting oxygen concentration in the exhaust, and ECU the issue of feedback signal, and then by theECU to control fuel injection amount of injector change, which will control the mixture at the air-fuel ratio near the theoretical value.Two, automotive oxygen sensor working principleOxygen sensor installed in the exhaust manifold, it can detect the concentration of oxygen in the exhaust, air-fuel ratio calculated, and the results sent to the ECU.For example:1, exhaust gas oxygen concentration in the high –When emissions are significant when the percentage of oxygen, ECU will accordingly determine the air-fuel ratio, and that is very dilute mixture.2, exhaust gas oxygen concentration in the low –When the percentage of oxygen in the exhaust very, ECU to determine air-fuel ratio will accordingly small, that is very strong mixture. Temperature higher than300 ℃, the ceramic materials used for the iron conductor. Under these conditions, if the percentage of oxygen sensors on both sides of the different content will have a voltage change at both ends. Two types of environment (air-side and exhaust side) of the different measurements of the oxygen content of these changes tell ECU, exhaust at the oxygen content in the remainder of the generation of harmful emissions to ensure that combustion is not appropriate percentage. Ceramic materials at temperatures lower than 300 ℃are non-linear, and thus the sensor is not a useful signal transmission. ECU has a special function, that is, heating machine at pm (open-loop operation) to stop the adjustment of the mixture. Sensors equipped with heating elements to reach operating temperature quickly. When current flows through the heating elements, it reduces the iron to make ceramics become conductors of time, and which makes the sensor can be installed in the exhaust pipe of the site later.In the three-way catalytic purifier Medium, ECU using data from the oxygen sensor to regulate the air-fuel ratio, but the method of standard Carburetor EFI device somewhat different.At EFI device, EFI's ECU fuel injection through the increase or decrease from the injected fuel volume, adjusting air-fuel ratio. If the ECU from the oxygen sensor detects the mixture too thick, it will gradually reduce the amount of fuel injection, the mixture of on-thinning. Therefore the actual air-fuel ratio becomes greater than the theoretical air-fuel ratio (more dilute). When this happens, ECU through the oxygen sensor to detect the truth, it will start a gradual increase in the volume of spray. In this way, air-fuel ratio is too low, some will Luan (more dense) until the air-fuel ratio lower than the theoretical. Thus, the cycle repeated, ECU main cloud in this way, constant changes in air-fuel ratio, the actual air-fuel ratio near the theoretical air-fuel ratio.Carburetor in the use of the device, are entered by regulating air intake air-fuel ratio of air-conditioning. Mixture theory is usually air-fuel ratio to maintain a little thick. ECU within the air-fuel ratio oxygen sensor has been the information, and manipulation, according to the actual air-fuel ratio EBCU (electronically controlled intake valve) regulator into the carburetor air intake volume. If mixture is too strong, it allows more air to enter to-thinning: If mixture is too thin, it allows less air to enter,so that moreThird, the common automotive oxygen sensor faultOnce the oxygen sensor fails, the electronic fuel injection system will enable the computer should not be the oxygen concentration in the exhaust pipe of the information, and therefore should not be on the air-fuel ratio feedback control, the engine will increase fuel consumption and exhaust pollution, engine idle speed instability, lack of fire, such as fault-surge situation. Therefore, it is necessary to troubleshoot in a timely manner or replaced.1, oxygen sensor poisoningOxygen sensor poisoning and are often more difficult to control emerging as a fault, in particular, are often the use of leaded petrol cars, even the new oxygen sensor, and can only be the work of thousands of kilometers. If only minor lead poisoning, and then use a box of unleaded petrol, will be able to eliminate the surface of oxygen sensor lead to the resumption of normal work. But often because of excessive exhaust temperature, which lead intrusion in their internal and impede the spread of oxygen ions to oxygen sensor failure can only be replaced at this time.In addition, the oxygen sensor silicon poisoning happened is common. In general, gasoline and lubricants containing silicon compounds generated by combustion silica, silicon rubber seal gasket improper use of silicone emitting gas,will cause the oxygen sensor failure, and therefore want to use good quality fuel and lubricants .Right to choose the repair and installation of rubber gaskets, coated on the sensor not to require the use of factory and other than the anti-solvent, etc.2, carbon depositionNot because of engine combustion, in the carbon deposition formed on the surface of oxygen sensor, oxygen sensor or the internal into the sediment, such as oil or dust will impede or block the external air into the oxygen sensor internal to oxygen sensor signal output inaccurate, ECU should not timely correct air-fuel ratio. Soot produced, mainly for increased fuel consumption, emission levels were significantly increased. At this point, if the sediment removal will restore normal working.3, oxygen sensor ceramic fragmentsCeramic oxygen sensor hardware and crisp, with a hard object by knocking or washing with a strong air currents blowing all its fragmentation and possible failure. Therefore, be particularly careful when handling and found that the timely replacement of problem.4, heater resistance wire blownThe heating-type oxygen sensor, if the resistance heater wire ablation, it is difficult to make sensors to reach normal operating temperature and the loss of role.5, oxygen sensor breaking off the internal circuits.Four, automotive oxygen sensor method1, oxygen sensor heater resistance checkUnplug the oxygen sensor wiring harness plug, use a multimeter resistance measurement file in the oxygen sensor heater terminal access-chu-chu with Ground between access resistance and its resistance to 4-40Ω (refer to specific modelspecification). Such as not meeting the standard, should be the replacement of oxygen sensor.2, oxygen sensor voltage feedback measurementMeasurement of oxygen sensor feedback voltage should unplug the oxygen sensor wiring harness plug, the control circuit models, the feedback from the oxygen sensor voltage output terminal on a thin wire leads, and then plug harness plugs well, in the engine operation , measured from the pinout on the feedback voltage (some models can also be inner socket fault detection by a voltage of oxygen sensor feedback, such as the production of Toyota cars can be a series of fault detection from the socket terminal OX1 or OX2 directly measured oxygen sensor feedback voltage). Oxygen sensor feedback on the test voltage, it is best to use with low-range (typically 2V) and high impedance (resistance greater than 10MΩ) multimeter pointer type. Detection of specific methods are as follows: 1) hot cars engine to normal operating temperature (or after the start-up speed of 2500r/min running 2min); 2) will file a negative voltage multimeter table T then fault detection within the socket or the battery negative electrode E1 is fault detection table T then the socket jack OX1 or OX2, or receive oxygen sensor wiring harness plug on the No. | round; 3) to allow the engine to maintain speed around 2500r/min operation voltage meter at the same time check whether the pointer back and forth between 0-1V swing, with a note of voltage meter pointer 10s the number of swing. Under normal circumstances, with the feedback control, the oxygen sensor feedback voltage will be 0.45V at changing up and down, 10s in the number of feedback voltage changes should not be less than 8 times. If less than 8 times, then oxygen sensor feedback control system or not working properly because the surface of oxygen sensor are possible there is carbon deposition, so that lower sensitivity. In this regard, should be allowed to 2500r/min engine speed operation of about 2min, to clear the surface of the carbon deposition oxygen sensor, and then check the feedback voltage. If the removal of carbon deposition may change after the voltage meter pointer is still slow, then oxygen sensor damaged, or have computer feedback control circuit fault. 4) check whether the damaged oxygen sensor Unplug the oxygen sensor wiring harness plug, so that oxygen sensor is no longer connected with the computer, feedback control system is in a state ofopen-loop control. The multimeter voltage pen table file is directly related to oxygen sensor feedback voltage output terminal connected to the negative form of good Ground pen. Measurement of engine operation at the feedback voltage, the first intake pipe was torn off and then up at the mandatory crankcase ventilation hose vacuum tube or other artificially dilute the mixture to form, at the same time watch voltage meter, the pointer should be dropped readings. Was torn off and then connected to the pipeline, and then unplug the water temperature sensor connector, a 4-8KΩ in place of the resistance temperature sensor, the formation of artificially dense mixture, at the same time watch voltage meter, the indicator reading should be increased. Can also be used, or a sudden release the accelerator pedal down approach to change the concentration of the mixture, in sudden pedal down to accelerate, the mixture变浓, feedback voltage should be increased; sudden release when the accelerator pedal,mixed gas-thinning, feedback voltage should be decreased. If the oxygen sensor feedback voltage without the above changes show that the oxygen sensor has been damaged. In addition, the titanium dioxide-type oxygen sensor using the above method at the time, if a good oxygen sensor output voltage to 2.5V as the center should be up and down fluctuations. Otherwise, the sensor can be removed and exposed to the air, cooling the resistance value after the measurement. If a large resistance value that sensor is ok, or should replace the sensor. 5) oxygen sensor to check the color appearance Removed from the exhaust pipe on oxygen sensors, sensors to check whether the shell to plug up the vents, ceramic core whether or not broken. If damaged, replace the oxygen sensor should be. By observing the top part of the oxygen sensor can also determine the color breakdown:①light gray top: This is the normal color of the oxygen sensor; ②white top: pollution from silicon, oxygen sensor must be replaced at this time; ③brown top: pollution by lead, if serious, we must replace the oxygen sensor; ④black top: caused by carbon deposition, carbon deposition in the exclusion of engine failure, the general oxygen sensor can automatically clear up the accumulatedcarbon. Conclusion: for energy conservation and the prevention of pollution from motor vehicles, most developed countries in the West aerobic sensors installed on my car is loaded oxygen sensor must be used. China's automobile industry with foreign countries, one of the main gap, but also in automotive sensors. Therefore, we can come to promote the use of oxygen sensor is very optimistic about the prospects.汽车氧传感器的常见故障及检查汽车行业是目前在国际上应用传感器最大的市场之一,而氧传感器申报的专利数,居汽车传感器的首位。

Drive force control of a parallel-series hybrid systemAbstractSince each component of a hybrid system has its own limit of performance, the vehicle power depends on the weakest component. So it is necessary to design the balance of the components. The vehicle must be controlled to operate within the performance range of all the components. We designed the specifications of each component backward from the required drive force. In this paper we describe a control method for the motor torque to avoid damage to the battery, when the battery is at a low state of charge. Society of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved.1. IntroductionIn recent years, vehicles with internal combustion engines have increasingly played an important role as a means of transportation, and are contributing much to the development of society. However, vehicle emissions contribute to air pollution and possibly even global warming, which require effective countermeasures. Various developments are being made to reduce these emissions, but no further large improvements can be expected from merely improving the current engines and transmissions. Thus, great expectations are being placed on the development of electric, hybrid and natural gas-driven vehicles. Judging from currently applicable technologies, and the currently installed infrastructure of gasoline stations, inspection and service facilities, the hybrid vehicle, driven by the combination of gasoline engine and electric motor, is considered to be one of the most realistic solutions.Generally speaking, hybrid systems are classified as series or parallel systems. At Toyota, we have developed the Toyota Hybrid System (hereinafter referred to as the THS) by combining the advantages of both systems. In this sense the THS could be classified as a parallel-series type of system. Since the THS constantly optimizes engine operation, emissions are cleaner and better fuel economy can be achieved. During braking, Kinetic energy is recovered by the motor, thereby reducing fuel consumption and subsequent CO2 emissions.Emissions and fuel economy are greatly improved by using the THS for the power train system. However, the THS incorporates engine, motor, battery and other components, each of which has its own particular capability. In other words, the driving force must be generated within the limits of each respective component. In particular, since the battery output varies greatly depending on its level of charge, the driving force has to be controlled with this in mind.This report clarifies the performance required of the respective THS components based on the driving force necessary for a vehicle. The method of controlling the driving force, both when the battery has high and low charge, is also described.2. Toyota hybrid system (THS) [1,2]As Fig. 1 shows, the THS is made up of a hybrid transmission, engine and battery.2.1.Hybrid transmissionThe transmission consists of motor, generator, power split device and reduction gear. The power split device is a planetary gear. Sun gear, ring gear and planetary carrier are directly connected to generator, motor and engine, respectively. The ring gear is also connected to the reduction gear. Thus, engine power is split into the generator and the driving wheels. With this type of mechanism, therevolutions of each of the respective axes are related as follows. Here, the gear ratio between the sun gear and theFig. 1. Schematic of Toyota hybrid system (THS).ring gear is ρ:where Ne is the engine speed, Ng the generator speed and Nm the motor speed.Torque transferred to the motor and the generator axes from the engine is obtained as follows:where Te is the engine torque.The drive shaft is connected to the ring gear via a reduction gear. Consequently, motor speed and vehicle speed are proportional. If the reduction gear ratio isη, the axle torque is obtained as follows:where Tm is the motor torque.As shown above, the axle torque is proportional to the total torque of the engine and the motor on the motor axis. Accordingly, we will refer to motor axis torque instead of axle torque.2.2. EngineA gasoline engine having a displacement of 1.5 l specially designed for the THS is adopted [3]. This engine has high expansion ratio cycle, variable valve timing system and other mechanisms in order to improve engine efficiency and realize cleaner emissions. In particular, a large reduction in friction is achieved by setting the maximum speed at 4000 rpm (=Ne max).2.3. BatteryAs sealed nickel metal hydride battery is adopted. The advantages of this type of battery are high power density and long life. this battery achieves more than three times the power density of those developed for conventional electric vehicles [4].3. Required driving force and performanceThe THS offers excellent fuel economy and emissions reduction. But it must have the ability to output enough driving force for a vehicle. This section discusses the running performance required of the vehicle and the essential items required of the respective components.Road conditions such as slopes, speed limits and the required speed to pass other vehicles determine the power performance required by the vehicle. Table 1 indicates the power performance needed in Japan.3.1. Planetary gear ratioρThe planetary gear ratio (ρ) has almost no effect on fuel economy and/or emissions. This is because the required engine power (i.e. engine condition) depends on vehicle speed, driving force and battery condition, and not on the planetary gear ratio. Conversely, it is largely limited by the degree of installability in the vehicle and manufacturing aspects, leaving little room for design. In the currently developed THS, ρ=0.385.3.2. Maximum engine powerSince the battery cannot be used for cruising due to its limited power storage capacity, most driving is reliant on engine power only. Fig. 2 shows the power required by a vehicle equipped with the THS, based on its driving resistance. Accordingly, the power that is required for cruising on a level road at 140 km/h or climbing a 5% slope at 105 km/h will be 32 kW. If the transmission loss is taken into account, the engine requires 40 kW (=Pe max) of power. The THS uses an engine with maximum power of 43 kW in order to get good vehicle performance while maintaining good fuel economy.3.3. Maximum generator torqueAs described in Section 2, the maximum engine speed is 4000 rpm (=Ne max). To attain maximum torque at this speed, maximum engine torque is obtained as follows:From Eq. (3), the maximum torque on the generator axis will be as follows:This is the torque at which the generator can operate without being driven to over speed. Actually, higher torque is required because of acceleration/deceleration of generator speed and dispersion of engine and/or generator torque. By adding 40% torque margin to the generator, the necessary torque is calculated as follows:3.4. Maximum motor torqueFrom Fig. 3, it can be seen that the motor axis needs to have a torque of 304 Nm to acquire the 30% slope climbing performance. This torque merely balances the vehicle on the slope. To obtain enough starting and accelerating performance, it is necessary to have additional torque of about 70 Nm, or about 370 Nm in total.From Eq. (2), the transmitted torque from the engine is obtained as follows:Consequently, a motor torque of 300 Nm (=T m max) is necessary.3.5. Maximum battery powerAs Fig. 2 shows, driving power of 49 kW is needed for climbing on a 5%slope at 130 km/h. Thus, the necessary battery power is obtained by subtracting the engine-generated power from this. As already discussed, if an engine having the minimum required power is installed, it can only provide 32 kW of power, so the required battery power will be 17 kW. If the possible loss that occurs when the battery supplies power to the motor is taken into account, battery power of 20 kW will be needed. Thus, it is necessary to determine the battery capacity by targeting this output on an actual slope. Table 2 lists the required battery specifications.Table 3 summarizes the specifications actually adopted by the THS and the requirements determined by the above discussion. The required items represent an example when minimum engine power is selected. In other words, if the engine is changed, each of the items have to be changed accordingly.4. Driving force controlThe THS requires controls not necessary for conventional or electric vehicles in order to controlthe engine, motor and generator cooperatively. Fig. 4 outlines the control system.Fig. 4. Control diagram of the THS.Inputs of control system are accelerator position, vehicle speed (motor speed), generator speed and available battery power. Outputs are the engine-required power, generator torque and motor torque.First, drive torque demanded by the driver (converted to the motor axis) is calculated from the accelerator position and the vehicle speed. The necessary drive power is calculated from this torque and the motor speed. Required power for the system is the total of the required drive power, the required power to charge the battery and the power loss in the system. If this total required power exceeds the prescribed value, it becomes required engine power. If it is below the prescribed value, the vehicle runs on the battery without using the engine power. Next, the most efficient engine speed for generating engine power is calculated; this is the engine target speed. The target speed for the generator is calculated using Eq. (1) with engine target speed and motor speed. The generator torque is determined by PID control. Engine torque can be calculated in reverse by using Eq. (3) and the torque transferred from the engine to the motor axis can be calculated from (2). The motor torque is obtained by subtracting this torque from the initially calculated drive torque. Since it is not possible to produce a torque whereby the motor consumption power exceeds the total of the generator-generated power and the power supplied by the battery, it is necessary to control the motor power (torque) within this total power. Fig. 5 shows the control method. The sum of the power form the generator and the available battery power become the power that can be used by the motor. The available motor torque can be obtained by dividing this combined power by the motor speed. When the motor speed is low, if the calculated motor torque exceeds the motor specification of torque the motor torque is determined by the specification. By controlling the motor torque requirement with this limited torque, the motor consumption power can be controlled to within the available power. If the available battery power is large enough, the available motor torque hardly limits the motor torque. Conversely, when the charge is low, the motor torque is frequently limited.Fig. 6 shows the respective maximum drive torque of the battery, the engine, and the engine plus the battery while running based on the controls above, when the THS has the components as specified in Section 3.5. ConclusionsThis paper discussed the control of drive power in the Toyota Hybrid System. The following conclusions were obtained:●The performance required for each component can be determined by reversely calculating powerperformance required for a vehicle.●The available battery power varies according to its state of charge. However, by limiting themotor torque, the battery power can be controlled to within the battery's available power.混合动力系统驱动力的串并联控制摘要由于混合动力系统的每个部分都有自己的极限性能，所以汽车动力取决于最脆弱的哪一个组成部分。

With the rapid development of automobile industry, there is comfort and vehicle vibration and noise control of more and more stringent requirements. According to relevant data shows that 70 percent of the city noise from the traffic noise, and traffic noise is mainly car noise. It is seriously polluting the urban environment, affecting people's life, work and health. So noise control is not only related to comfort, but also related to environmental protection. However, all also from the vibration noise, vibration can cause certain parts of the early fatigue damage, thereby reducing the service life of motor vehicles; excessive noise can damage hearing the driver will enable the rapid driver fatigue, thus driving security constitutes a grave threat. So noise control, is also related to motor vehicle durability and safety. Thus vibration, noise and comfort are the three closely related, it is necessary to reduce vibration, reduce noise, but also improve ride comfort, and ensure the product economy, vehicle noise control in the standard range.One type of noise arising from car noise are the main factors of air power, mechanical drive, the electromagnetic three parts. From the structure can be divided into the engine (ie, combustion noise), the chassis noise (ie, power train noise, all components connected with the noise), electrical equipment, noise (cooling fan noise, car noise generator), body noise (such as body structure, shape and attachment installation unreasonable noise). One of the engine noise accounted for more than half of motorvehicle noise, including noise and body intake noise (such as engine vibration, the rotational axis Valve, Jin, door switches, such as exhaust noise). Therefore the engine vibration, noise reduction has become a key automotive noise control.In addition, automobile tires at high speed, it will also cause more noise. This is because of the tire at the ground flows, the pattern is located in the air by ground tank and re-extrusion process caused by inhaling gas pump sound, as well as tread patterns with percussive sound of the road.2 noise requirements of regulations in Europe, from October 1996 onwards, the external bus 77dBA noise must be reduced to 74dBA, noise was reduced by half energy, the end of the century further reduced to 71dBA. Japan's laws and regulations, small car in the next decade to control noise standards at the following 76dBA. A number of domestic cities are also planning to traffic trunk lines in 2010 to control noise at the average of less than 70dBA. According to the domestic current data indicate that the domestic value of bus noise permit shall not exceed 82dBA, light trucks for 83.5dBA. This shows that our country in the vehicle noise control will have to make do.3 noise assessment noise evaluation mainly refers to the car, outside noise and vibration adaptive value. Evaluation methods can be divided intosubjective evaluation and objective evaluation. Subjective assessment of the impact of vehicle noise is a major factor in comfort, loudness and uncertainties, such as semantic differential method can be used for subjective evaluation. At an objective evaluation, can be used PCNM noise measuring device for measuring test analysis; addition simulation technology in the finite element method (FEM) and boundary element method (BEM) has been widely applied.4 noise control noise generation and dissemination in accordance with the mechanism of noise control technology can be put into the following three categories: First, the control of noise sources, are two routes of transmission of noise control, noise three recipients are protected. One of the control of noise sources are the most fundamental, the most direct measures, including noise reduction to reduce the exciting force and the engine parts of the exciting force response, which means transformation of acoustic source local oscillator. However, it is difficult to control noise sources when necessary in the route of transmission of noise to take measures, such as sound absorption, sound insulation, noise reduction, vibration and vibration isolation measures. Motor vehicles and vehicle vibration and noise reduction level of power, economy, reliability and strength, stiffness, quality, manufacturing costs and use are closely related.4.1 engine to reduce vibration and noise of the engine noise is the focus of automotive noise control. Engine vibration and noise are generated at source. Engine noise is from fuel combustion, valve bodies, gears and piston timing noise percussion synthesis.(1) ontology engine noiseLower engine noise will be ontological transformation of local oscillator sound sources, including methods such as finite element method analysis and design engines, selection of soft combustion process, improve the structure of the body stiffness, with the use of tight space, reduce noise cylinder cover. For example in the oil pan on an additional stiffener and diaphragm to improve the stiffness of oil pan to reduce vibration and noise. In addition, give the engine Tu damping material is an effective approach. Damping materials can kinetic energy into thermal energy. To deal with the principle of damping is a damping materials and components into its vibrational energy to consume. It has the following structure: Freedom damping layer structure, and spacing of freely damping layer structure, and constrained damping layer structure and spacing of constrained damping layer. It is clear that the adoption of a decrease of resonance amplitude and accelerated the decay of free vibration, reducing the various parts of the Chuan-Zhen capacity, an increase of parts at or above the critical frequency of vibration isolationcapacity.At present, some countries have designed an engine experts active vibration isolation system to reduce engine vibration, in order to achieve the purpose of noise reduction.(2) intake noiseEngine intake noise is one of the main noise source, the Department of the engine noise of air power, with the engine speed increases to strengthen. Non-supercharged engine intake noise major components, including the cyclical pressure fluctuation noise, vortex noise, the cylinder of the Helmholtz resonance noise. Diesel engine supercharger intake noise mainly from the turbocharger compressor. Two stroke engine noise from the Roots pump. In this regard, the most effective method is the use of intake muffler. There is a resistive type muffler (absorption type), resistant muffler (expansion type, resonance type, interference-type and porous decentralized) and the composite muffler. To combine with the air filter (that is in the air filter on an additional resonance chamber and sound-absorbing material, for example, type R3238) has become the most effective intake muffler, muffler volume of more than 20dBA.4.2 Chassis Noise(1) Department of exhaust noiseDepartment of the chassis exhaust noise is the main noise sources, mainly from the exhaust pressure pulsation noise, air flow through the valve seat when issued by eddy current noise, because of boundary layer airflow disturbance caused by noise and exhaust Office jet noise composition. Designed to optimize the performance of a good muffler, to reduce car noise are one of the important means. Optimize design method has acoustic finite element method and acoustic boundary element method, but is still in its infancy. Muffler to avoid the transmission characteristics and vibration characteristics of coupled mufflers are designed to be focused on solving a problem. Secondly, to reduce exhaust noise and improve power is also a pair of contradictions, because to reduce exhaust noise and lower exhaust back pressure on the design of the exhaust pipe has a diameter of conflicting demands, the former requires a smaller diameter, which is opposite . In this regard, the use of parallel flow path of the dual function muffler, at reduced air pressure and reduce noise to be effective. In addition, the engine exhaust manifold to the muffler inlet pipe section, the use of flexible pipe vibration, noise reduction effect can be reduced to about 7dBA.(2) power train noisePowertrain noise from the vibration caused by变速齿轮meshing and rotating shaft vibration. General measures taken are: First, choose low-noise transmission, engine and gearbox are two and the main reducer,such as rear axle and chassis components for flexible rubber pad connections, so as to achieve the purpose of isolation; are three-axis rotational control balance degrees, to reduce torsional vibration.4.3 Electric equipment noise(1) cooling fan noiseCooling fan noise happened devices are subject to wind retaining ring, water pump, radiator and transmission, but the noise generated depends primarily on the chassis.(2) automobile generator noiseAutomotive generator noise depends on the effects of a variety of sources, these sources have magnet source, mechanical and air power source. Noise level depends on the generator magnetic structure and ventilation systems, as well as generators precision manufacturing and assembly.4.4 Body NoiseAs the speed increased, the body will be more and more noise, and air power are the main causes of noise. Therefore, the following programs to improve the body noise: First, to streamline the design of the body, achieve a smooth transition; two are in between the body and framecomponents to adopt a flexible connection; three interior is softened, such as Inner Mongolia at the roof and body skin the use of sound-absorbing material.In addition, the car at high speed when the tire is also a source of noise. Real vehicle Inerting line method has been measured: Tire Tread greater, then the greater the noise. In addition, the tire tread with the noise generated also have a great relationship, there is a reasonable choice of the pattern of steel cord for radial tires to reduce tire noise are an effective way. Materials for the tire, the use of more flexible and soft rubber with high, you can create a low-noise tires.4.5 Other measuresAutomobile noise control, except in the design on the use of optimization methods and optimization of selected components, it can also carry out active control of noise. This is based on sound muffler technology, the principle is: the use of electronic muffler system with the opposite phase of the acoustic noise, vibration so that the two cancel each other out in order to reduce the noise. This muffler device used extremely advanced electronic components, has excellent noise reduction effect can be used to reduce vehicle noise, engine noise, the engine could also be used to proactively support systems, to offset the engine vibration and noise中文翻译：与汽车工业的迅速发展,有舒适和车辆振动和噪声控制的越来越苛刻的要求。