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High-speed train inverse relief valve semi-active suspension system of horizontal
Road,vibram five fingers outlet, the body of the centrifugal acceleration will also be detected by the sensor,tods shoes outlet, due to centrifugal acceleration does not affect the vibration of the body and must therefore be removed. The use of control rules (2) calculate the body damping force required to drive the solenoid valve switches and given the current proportional relief valve to provide the damping force,MBTシューズ 販売店, suppress the body's movement, the reverse current size of the proportional relief valve directly determine the size of the damping force. 3.3 Semi-active shock absorber works 1) the direction of the damping force hydraulic shock absorber semi-active suspension control circuit shown in Figure 1a. Root a) circuit diagram b) l& 0,herve leger sale,3& 0 when the working condition c) l& 0,Beats By Dre Studio,3 &0 when the working status of semi-active damper Figure 1 circuit diagram and working conditions of hydraulic and pneumatic 2 2008 period in Table 1 under different operating conditions the body. The valve action status (set speed to the right is positive) valve AlA2, A3A4A5A6BlB2B3B4'B5B6V3& 0 off all communication definitely pass off all 1& 0V3 &0 off off off invalid invalid invalid invalid pass off v3& 0 off through an invalid invalid invalid invalid off off off through a &03 &0 break off all off all off all the body horizontal velocity, according to the direction of the different control of the solenoid valve on-off state, so that the body force direction size to meet the ceiling principle. Figure 1b is when the body velocity relative to the bogie and the right speed to the right, under the direction of the body to the left of the damping force. Figure lc is when the body speed, the speed right and left relative to the bogie, the shock absorber damping force is not available. The same can be introduced when the shock absorber body lateral velocity to the left of the two different states. Body under different operating conditions, the state of the valve as shown in Table 1. From Table 1: Based on the above principle design of the railway vehicle semi-active suspension system only horizontal velocity of the body determine the direction to complete the requirements of rule-based control. This greatly simplifies the feedback loops to control aspects of the complexity of the beneficial and practical. 2) the amplitude of damping force control semi-active shock absorber damping force in the practice of the throttle control is combined with electro-hydraulic proportional control relief valve to achieve, throttle and electro-hydraulic proportional relief valve flow characteristics are shown in Figures 2a and 2b, two features combined pressure control system shown in Figure 2c. Theoretically, the curve with the horizontal axis corresponds to anywhere between the pressure valve by changing the parameters can be obtained in order to achieve system pressure stepless adjustment. A1 trip throttle valve volume flow q,, b) proportional relief valve flow rate qvc) combination of throttle and proportional relief valve flow characteristic curve of Figure 2 by changing the throttle aperture size, the index can figure 2c curve becomes steep or flat, so that the entire curve and move around. By changing the electro-hydraulic proportional pressure relief valve opening pressure setting can move up and down the parallel curves. This implementation of a wide range of pressure adjustment to meet the different forms of railway vehicles running on different lines needs. Note that the ordinary proportional relief valve (Figure 3a) for the damper, the passive state cases (non-control conditions or power), the damping force can not provide. Re-developed using inverse relief valve (Figure 3b), the passive, it will decay to set in force within its switch anywhere. In the non-power may be the same with the passive damper attenuation force. a) General electro-hydraulic proportional pressure relief valve Figure 3pPb) the special characteristics of electro-hydraulic proportional control relief valve 4 Conclusion train suspension vibration control system research and development is dynamic and automatic train control forefront of the field of international issues. Foreign research data shows that in the current operating speed to further improve the stability of train operations, or to keep the train running at high speed in a better level of smooth, semi-active suspension is very effective way. Switching semi-active suspension with continuously controlled damping than the semi-active suspension system is more simple and practical. In China, the need to accelerate research in this area, high-speed railway in China to meet strategic needs. Inverse type of relief valve semi-active suspension system, directly with the passive suspension system previously used interchangeably to meet the economic and usability requirements. References: [1] Ding Wen-si, b Following Ling, Liu Youmei. China's high-speed train lateral semi-active suspension control strategy and control [J]. China Railway Science, ). [2] Ding asked the Secretary, Liu Shaojun, b following the ling. High-speed switch valve control, high-speed train lateral semi-active damper [J]. Machine Tool & Hydraulics, 2003 (3). [3] Sasaki, Jun Zhang. Improve the horizontal high-speed train ride comfort - semi-active suspension damping device applications [J]. Railway Society, 2O04, 26 (1). To
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