可控并聯(lián)雙筒式減振器設(shè)計(jì)[減震器]【8張CAD圖紙和畢業(yè)論文全套】

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綜述題目：可控并聯(lián)雙筒式減震器 專業(yè)班級：機(jī)制08-4 姓名：師國賓 學(xué)號：200802010431 文獻(xiàn)綜述 題 目 可控并聯(lián)雙筒式減震器設(shè)計(jì) 學(xué)生姓名 師國賓 專業(yè)班級 機(jī)制08-4班 學(xué) 號 200802010431 院 （系） 機(jī)電工程學(xué)院 指導(dǎo)教師(職稱) 肖艷秋（副教授） 完成時(shí)間 2012年 3月10日 5 可控并聯(lián)雙筒式減震器設(shè)計(jì) 1 摘要 通過查閱國內(nèi)外文獻(xiàn)，以及網(wǎng)上搜索，對減振器的發(fā)展?fàn)顩r有了較為深入的了解，認(rèn)識(shí)到我國與國外目前減振器發(fā)展的現(xiàn)狀，以及國內(nèi)外汽車行業(yè)的一些優(yōu)勢和劣勢，簡單了解了國外汽車行業(yè)的經(jīng)典產(chǎn)品，和我國這方面的發(fā)展史，認(rèn)清我國與美國等國的減振器行業(yè)的差距，探索下我國減振器行業(yè)的發(fā)展前景，以及發(fā)展中應(yīng)該努力的方向和應(yīng)該注意的問題。 關(guān)鍵詞：文獻(xiàn)，減振器，發(fā)展，前景 2 引言 減振器主要是用于減小或削弱振動(dòng)對設(shè)備與人員影響的一個(gè)部件。它起到衰減和吸收振動(dòng)的作用。使得某些設(shè)備及人員免受不良振動(dòng)的影響，起到保護(hù)設(shè)備及人員正常工作與安全的作用，因此它廣泛應(yīng)用于各種機(jī)床、汽車、摩托車、火車、輪船、飛機(jī)及坦克等裝備上。近年來，尤其是高速公路的不斷發(fā)展及鐵路的火車提速、飛機(jī)的頻繁起降等，對減振器的要求愈來愈高。人們不但要求安全可靠，而且要求旅途舒適，對此減振器起著舉足輕重的作用。當(dāng)然我國和其它國家機(jī)械行業(yè)發(fā)展進(jìn)程不太一樣，尤其是和發(fā)達(dá)國家的汽車行業(yè)，比如美國、日本，差距相對較大。關(guān)于減振器我們國家和它們的發(fā)展?fàn)顩r怎么樣呢？ 3 正文 3.1 國外減振器發(fā)展?fàn)顩r 主要探討以美國日本為首的發(fā)達(dá)國家減振器發(fā)展?fàn)顩r，如我們所知，減振器是主要應(yīng)用于汽車上的，相比較來說，我國汽車行業(yè)起步晚，故美日靠等國汽車行業(yè)，起步早，有悠久的理論技術(shù)基礎(chǔ)和相關(guān)應(yīng)用實(shí)踐，作為汽車上相對較為重要的零部件來說，那也是同理，技術(shù)頂尖的減振器廠家及科學(xué)家都集中在國外。像目前世界上生產(chǎn)減振器最大的企業(yè)，美國天納克（TA）汽車工業(yè)公司是世界最著名的減振器生產(chǎn)商，也是目前全球最大的專業(yè)生產(chǎn)減振器的廠家，其生產(chǎn)的充氣式減振器符合美國軍用標(biāo)準(zhǔn)。同時(shí)還不斷推出新的減振器，推動(dòng)減振器技術(shù)不斷向更高技術(shù)水平發(fā)展。 比如懸架中運(yùn)用最廣泛的麥弗遜式懸架結(jié)構(gòu)，都是國外經(jīng)典的產(chǎn)品，對應(yīng)的麥弗遜支柱式減振器，它是隨著前輪驅(qū)動(dòng)汽車的出現(xiàn)，二十世紀(jì)七十年代以來，制造商開始采用麥弗遜式減振器。這種減振器是二十世紀(jì)六十年代通用公司麥弗遜工程師研制成功的。他把螺旋彈簧、液壓減振器和上懸架臂桿組成一個(gè)緊湊的部件。其主要優(yōu)點(diǎn)是體積小，適合前輪驅(qū)動(dòng)汽車，可在與變速器組成一體的驅(qū)動(dòng)橋上應(yīng)用。另外，有一種電子控制減振器，能根據(jù)道路狀況、車速和驅(qū)動(dòng)形式自動(dòng)調(diào)節(jié)懸架軟、中、硬三種剛度。該減振器通過在汽車保險(xiǎn)杠下方裝有一個(gè)帶聲納的測量部件監(jiān)測路面狀況，把測得的數(shù)據(jù)輸入處理單元，然后調(diào)節(jié)減振器中的按鍵，以改變液流通道的尺寸。這種經(jīng)典產(chǎn)品至今仍為令人津津樂道，運(yùn)用也是相對廣泛。 還有充氣式減振器，它是二十世紀(jì)六七十年代以來發(fā)展起來的一種新型減振器。充氣式減振器的特殊結(jié)構(gòu)和充氣參數(shù)，可以大大地降低噪音，并有利于保證活塞高速運(yùn)動(dòng)時(shí)的阻尼特征，同時(shí)減振器上的減振支柱實(shí)質(zhì)上屬于雙筒結(jié)構(gòu)，它除了阻尼減振還有如下附加功能：他和控制臂一起對車輪進(jìn)行導(dǎo)向，國外對充氣式減振器的研究已經(jīng)發(fā)展到電子控制式減振器。這類產(chǎn)品目前成本較高，應(yīng)用較少，相關(guān)研究所主要集中在國外。 3.2 國內(nèi)減振器發(fā)展?fàn)顩r 我國自從1956年一汽底盤分廠按蘇聯(lián)提供的圖紙仿制出國內(nèi)第一支搖臂式汽車減振器;上海汽車底盤廠按美式汽車減振器式樣仿制出國內(nèi)第一支筒式汽車減振器后,到20世紀(jì)70年代基本上全部采用了筒式減振器.筒式減振器有單筒式和雙筒式之分有資料表明我國每年全國的減振器年總產(chǎn)量只是美國底特律汽車城一個(gè)減振器生產(chǎn)公司年產(chǎn)量的20%～30%,而且國產(chǎn)減振器屬于中、低檔減振器,經(jīng)濟(jì)效益遠(yuǎn)遠(yuǎn)趕不上國外發(fā)達(dá)國家的水平;國內(nèi)減振器的品種單調(diào),適用車型有限.由于賽車、跑車等高檔車型在我國還沒有得到發(fā)展,適用于此類車輛的減振器技術(shù)在國內(nèi)還是一項(xiàng)空白.但隨著我國人民生活水平的提高,中國的轎車發(fā)展水平必將要求達(dá)到國際水平。 據(jù)調(diào)查，目前國內(nèi)雙筒液阻減振器配套產(chǎn)能有過剩趨勢，生產(chǎn)高檔次減振器的不多。單筒充氣式減振器國內(nèi)生產(chǎn)廠家正在消化吸收設(shè)計(jì)技術(shù)和提高制造工藝技術(shù)階段，產(chǎn)品質(zhì)量還沒很過關(guān)。對于充氣式減振器的研究也主要集中在單缸充氣式汽車減振器方面。在郭孔輝院士的領(lǐng)導(dǎo)下，長春汽車研究所作了大量的試驗(yàn)工作，積累了一些經(jīng)驗(yàn)。但由于橡膠的壽命不過關(guān)及設(shè)計(jì)、制造等多方面因素的影響，一直沒有形成比較成熟的技術(shù)。 我國生產(chǎn)同時(shí)液阻減振器已經(jīng)有幾十年的歷史，并具有較大的研發(fā)，設(shè)計(jì)，生產(chǎn)規(guī)模。目前滿足國內(nèi)汽車市場的各種減振器大部分是由國內(nèi)廠商生產(chǎn)的。但我國的筒式液阻減振器技術(shù)水平在總體上與國外還存在較大差距。主要缺點(diǎn)是產(chǎn)品結(jié)構(gòu)單一，具有自主產(chǎn)權(quán)的先進(jìn)減振器產(chǎn)品很少，制造工藝水平也參差不齊，產(chǎn)品工作穩(wěn)定性較差。漏油、噪聲等問題還普遍存在，亟待解決。 4 結(jié)構(gòu)分析 雙筒式指減震器有內(nèi)外兩個(gè)筒，活塞在內(nèi)筒中運(yùn)動(dòng)，由于活塞桿的進(jìn)入與抽出，內(nèi)筒中油的體積隨之增大與收縮，因此要通過與外筒進(jìn)行交換來維持內(nèi)筒中油的平衡。所以雙筒減震器中要有四個(gè)閥，即除了上面提到的活塞上的兩個(gè)節(jié)流閥外，還有裝在內(nèi)外筒之間的完成交換作用的流通閥和補(bǔ)償閥。 5 總結(jié) 通過以上查閱以及分析有關(guān)減振器的一些有關(guān)資料的過程，使我感慨良多。 從下表可以看出，我國減振器發(fā)展技術(shù)與國外確實(shí)有不小的差距。 表1 近10年來減振器專利數(shù)量比較 專利國別 美國 德國 俄國 日本 英國 專利數(shù)量 135 42 28 28 7 專利國別 法國 中國 加拿大 波蘭 瑞典 專利數(shù)量 21 3 1 1 1 數(shù)據(jù)來源：1912-1990年.北京:中國汽車技術(shù)研究中心 表 1 傳統(tǒng)的被動(dòng)式減振器的發(fā)展主要在于結(jié)構(gòu)的局部改進(jìn)和新材料，新工藝的應(yīng)用，以不斷改進(jìn)其使用性能。機(jī)械可調(diào)阻尼減振器具有較高的性價(jià)比，已經(jīng)在一些旅行轎車，廂式車和普通轎車上得到應(yīng)用，今后會(huì)進(jìn)一步發(fā)展。而更多的中級轎車，高級轎車上會(huì)使用阻尼連續(xù)可調(diào)的電控式減振器。電流變液和磁流變液減振器具有很好的應(yīng)用前景，但其工作介質(zhì)的性能上不能滿足實(shí)用要求。但隨著對這兩種減振器的不斷深人研經(jīng)濟(jì)一體化的浪潮以及中國汽車行業(yè)對世界完全開放，二者必定會(huì)在汽車行業(yè)中大放異彩。 減振器都是在不斷的創(chuàng)新中發(fā)展的，專家門和設(shè)計(jì)師本著“使用方便，安全第一”的原則不斷對減振器進(jìn)行完善創(chuàng)新，使減振器的功能和安全性不斷提高。 國內(nèi)減振器制造水平已有很大提高，主機(jī)廠配套占很大比例，在中低檔轎車領(lǐng)域，基本是國產(chǎn)減振器的天下。另外，減振器的技術(shù)水平也逐步提高，與國際先進(jìn)水平的差距正在縮小，高端產(chǎn)品也有研發(fā)。減振器其中的主要問題有： 1）液壓元件制造精度要求高，必須保證減振器油液的密封性，技術(shù)要求高和裝配比較困難，使用維護(hù)比較嚴(yán)格。 2）油液中混入空氣易影響工作性能 油液中混入空氣后，容易引起液壓油變質(zhì)，使系統(tǒng)的工作性能受到影響、會(huì)影響系統(tǒng)工作的可靠性。 減振器未來的發(fā)展是向著結(jié)構(gòu)設(shè)計(jì)更合理，操作更簡單，使用安全，采用新型材料，造價(jià)便宜的方向。在結(jié)構(gòu)方面可以采用可調(diào)阻尼減振器，以實(shí)現(xiàn)減振器在不同的道路條件下，起到自動(dòng)調(diào)節(jié)阻尼系數(shù)的作用。 此外,由于轎車減振器是作為一個(gè)不可拆元件整體出廠銷售的,一旦其中某個(gè)小零件發(fā)生故障或失效,整個(gè)減振器也就報(bào)廢了,因而減振器技術(shù)的發(fā)展與研究應(yīng)該成為我國汽車行業(yè)發(fā)展和水平提高的一個(gè)重要課題。 我國人數(shù)眾多，隨著汽車的應(yīng)用普遍化，已成為一個(gè)汽車使用的超級大國，然而這樣汽車需求量超級大國，汽車核心技術(shù)卻極其缺乏，卻成為了國外的名企代工廠，長久以來國內(nèi)低端車型難以立入國際市場，而外國的洋品牌卻在我國賣的風(fēng)聲水起，諸多尷尬局面讓我們不得不沉思。 故中國國內(nèi)的汽車零部件工業(yè)面臨前所未有的挑戰(zhàn)和機(jī)遇。筒式減振器作為汽車上大量使用的重要部件，應(yīng)予以充分的重視。大力提高國內(nèi)廠商的設(shè)計(jì)制造水平和制造技術(shù)水平，提高制造工藝水平和產(chǎn)品質(zhì)量。提高減振器產(chǎn)品的自護(hù)設(shè)計(jì)和開發(fā)能力。同時(shí)，也應(yīng)加強(qiáng)基礎(chǔ)理論的研究，提高筒式減振器的高技術(shù)含量，促進(jìn)筒式液阻減振器的現(xiàn)代設(shè)計(jì)方法的發(fā)展。相信其會(huì)有很好的市場空間和發(fā)展前景。 5 參考文獻(xiàn) [1] 譚 超 懸架雙筒式液壓充氣減振器的基本結(jié)構(gòu)和工作原理 [2] 張文春 汽車?yán)碚?。機(jī)械工業(yè)出版社。2010出版 [3] 王豐元 馬明星 汽車設(shè)計(jì) 中國電力出版社. 2009出版 [4] 李世民 呂振華 汽車筒式液阻減振器技術(shù)的發(fā)展 車技術(shù)，200l(8)． [5] 余 強(qiáng) 鄭慕僑.汽車懸架控制技術(shù)的發(fā)展.汽車技術(shù),1994 [6] 齊曉杰,吳濤,安永東.汽車液壓與氣壓傳動(dòng)[M].機(jī)械工業(yè)出版社，2005.(3) [7] 陳南，張建潤，孫蓓蓓，李普.汽車震動(dòng)噪聲控制[M].人民交通出版社，2005.(8) [8] 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[14] 王望予.汽車設(shè)計(jì)[M].機(jī)械工業(yè)出版社，2006.(8) [15] KoenraadReybrouck.Anonlinearparametricmodelofanautomotiveshockabsorber. SAE 1994,940869:1170～1177 [16] DuymStefaanW,RandyStiens,BaronGinoV,etal.Physicalmodelingofthehystere ticbehaviorofauto2motiveshockabsorbers.SAE.1997 Suspension Basics Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio Yamamoto Honda R&D Co.,Ltd. Abstract The method of independem suspension design is studied in detail andthe relation among suspension movement，front wheel alignment parametersand tyre wear is analysed in this paper． Firstly,the big indpendent designmethods of main components of double-linksindependent suspension，including shock absorber’choosing，antiroU bar’scalculation，torque bar spring’s design，are presented and movement ofdouble—links indpendent suspension is analysed．So a soRware which isused to design optimal and analyse independent suspen- sion is programmed．Meanwhile，me experiment to Verifythe result is made with the equipment ofthe front wheel alignment． Then an optimal design t0 mjnimize tyre、vear is perfonlled，whichbrings forward me way to reduce tyre wear throu optimal choosing andmodulating origina ldenpention cture of double-1ink independent suspension andoptimizjng the cut point of track rodill。Future more，the memod oformogonal experiment is used to analyse t11e effect that tlle-stn cture a11d fixparameters of double-1ink indendent suspension have on me suspension performance and tyre wear.And the most impotent factor and second important factor confiemed. KEY WoRDS: automobile，independent suspension，tyre wear， alignment paraeter The suspension system, while not absolutely essential to the operation of a motor vehicle, makes a big difference in the amount of pleasure experienced while driving. Essentially, it acts as a "bridge" between the occupants of the vehicle and the road they ride on The term suspension refers to the ability of this bridge to "suspend" a vehicle's frame, body and powertrain above the wheels. Like the Golden Gate Bridge hovering over San Francisco Bay, it separates the two and keeps them apart. To remove this suspension would be like taking a cool dive from the Golden Gate: you might survive the fall, but the impact would leave you sore for weeks. Think of a skateboard. It has direct contact with the road. You feel every brick, crack, crevice and bump. It's almost a visceral experience. As the wheels growl across the paveme nt, picking up a bump here, a crack there, the vibration travels up your legs and settles in your gut. You could almost admit you were having fun, if you didn't feel like you were gonna toss your tacos at any second.This is what your car would feel like without a suspension system.Before we get into the individual components that make up a vehicle's ride support, let's take a look at a basic principle of design: solid axle vs. independent suspension. Solid axle suspension (also known as rigid beam, or rigid axle) is the most elementary form of connecting the upper and lower halves of a vehicle. As the name implies, it utilizes a single piece of metal -- a common axle for both wheels -- sprung beneath the car's undercarriage. Pivots located between the axle and the wheel spindles allow the wheels to swivel on each end. In solid axle suspension, because both wheels share the same axle, the up or down movement of one wheel causes a like movement in the other wheel. They respond as one unit. As you can imagine, this doesn't make for the most comfortable ride. Even though solid axle designs utilize springs to soften their inherently harsh ride characteristics (more on different spring setups below), they still bump along like a brick outhouse. So why use them at all? Well, strength, for one. Because of the unitized construction, solid axle suspension systems offer incredible load bearing capacity. They also handle uneven roads superbly. You'll find them in trucks and offroad vehicles[1]. A modified form of the solid axle design is called Twin-I-beam suspension, or semi-rigid axle. In this setup, two rigid axles -- one for each wheel -- take the place of a single axle. This design offers many of the strengths of the solid axle design, with a slightly softer ride. You'll find it used primarily in the front end of light trucks. The other main design is called independent suspension. As the name suggests, independent suspension assemblies offer a separate "bridge" for each wheel. They deliver the best ride characteristics by far, and are found most frequently in passenger cars, minivans, and other street vehicles. This is the most popular kind of suspension system in use today. If you like the "smoothness" of your car's ride, we can almost guarantee it has independent suspension. In addition to axles, wheels and tires, today's suspension systems utilize two other components that are critical to safe and comfortable driving: springs and shock absorbers. Springs A car's springs are the central part of the suspension. There are different designs of springs, such as torsion bars and leaf springs, but nearly all of today's passenger cars use coil springs at all four corners. A lot of trucks use coil springs too, with leaf springs for heavier load capacity typically found on a truck's rear suspension system. Springs absorb and store road shock caused by bumps, dips, cracks, and so forth (remember the skateboard analogy). They absorb this shock by either compressing or extending. When a car's wheel goes over a bump and gets pushed upward, the spring absorbs that additional load, keeps the road shock from reaching the chassis, and makes sure the tire maintains contact with the pavement[3]. ng compresses or extends is determined by its "spring rate." Spring rate is measured in pounds per inch of deflection; for example, 100 pounds per inch. So, say a load of 200 pounds is applied, the spring will deflect 2 inches. Spring rate comes from various factors. For a coil spring, this includes the number of active coils, the diameter of the coils, and the diameter of the spring wire. The fewer coils a spring has, the higher the spring rate it will have. The design of a spring affects how well the vehicle will ride and handle. A spring that absorbs lots of energy will generally offer a comfortable ride. After all, it can absorb most of the road shock (energy) that is being generated by the road surface. But there are always engineering trade-offs. This kind of spring generally requires a higher vehicle ride height, which will cause the vehicle to feel unstable during cornering. This instability is because the more distance a spring compresses or extends, the more the vehicle "rolls" around on its suspension. This rolling is called weight transfer, and it is caused by centrifugal force acting on the weight of the vehicle as it goes around a corner. Weight transfer can overload a tire's grip, which ultimately hurts traction, and therefore handling[1]. Shock Absorbers The other main part of a car's suspension is the shock absorber. Contrary to its name, a shock absorber plays a minimal role in absorbing impacts taken by the suspension. That's the spring's job. A shock absorber dampens road impacts by converting the up and down oscillations of the spring into thermal energy. Shock absorbers work in two cycles -- the compression cycle and the extension cycle. The compression cycle occurs as the piston moves downward, compressing the hydraulic fluid in the chamber below the piston. The extension cycle occurs as the piston moves toward the top of the pressure tube, compressing the fluid in the chamber above the piston. A typical car or light truck will have more resistance during its extension cycle than its compression cycle. With that in mind, the compression cycle controls the motion of the vehicle's unsprung weight, while extension controls the heavier, sprung weight[2]. People who live and breathe shock absorbers don't like the term shock absorbers; they prefer "dampers." The unwashed masses -- that's you and me -- just call them shock absorbers. Without a shock absorber, a spring that has absorbed energy will release it by oscillating at an uncontrolled rate. The spring's inertia causes it to bounce and overextend itself. Then it recompresses, but again travels too far. The spring continues to bounce at its natural frequency until all the energy originally put into the spring is used up by friction. This effect can be quite detrimental to the stability of a vehicle[3]. Confused? OK, here's an analogy. If you have a Slinky lying around -- and who doesn't these days? -- you can use it as an example[2]. Hold up a compressed Slinky in the air with your hand. Now hold just one end and let the other drop. The Slinky will absorb the potential energy caused by gravity (just like how a car's spring absorbs road shock) and then bounce up and down, up and down (aka: oscillate), for a long time. This what an automotive spring does if it doesn't have a shock absorber attached to it. Perhaps you've heard the word "strut," or, more formally, MacPherson strut. Struts are simply shock absorbers used as major structural members. For struts, the shock absorber is placed inside the coil spring. In addition to saving space, it often costs less. Many cars use a strut design.Shocks and struts help control how fast the suspension is allowed to move, which is important for keeping the tires in contact with the road. Most shock absorber designs have more resistance during the extension (rebound) cycle than the compression cycle[6]. This is because the extension cycle controls the motion of the vehicle's sprung weight (half of the suspension and everything else above the suspension) [4]. The compression cycle, on the other hand, controls the motion of unsprung weight (wheels, tires, brakes, and half of the suspension). Obviously, there is a lot more weight in the upper part of the car than unsprung weight in the lower part of the car. All modern shock absorbers are velocity-sensitive -- the faster the suspension moves, the more resistance the shock absorber provides. This enables shocks to adjust to road conditions and to control all of the unwanted motions that can occur in a moving vehicle, including bounce, sway, brake dive and acceleration squat. Anti-sway Bars Anti-sway bars (also known as anti-roll bars) are used along with shock absorbers or struts to give a moving automobile additional stability. An anti-sway bar is a metal rod that spans the entire axle and effectively joins each side of the suspension together. When the suspension at one wheel moves up and down, the anti-sway bar transfers movement to the other wheel. This creates a more level ride and reduces vehicle sway[5]. In particular, it combats the roll of a car on its suspension as it corners. For this reason, almost all cars today are fitted with anti-sway bars as standard equipment, although if they're not, kits make it easy to install the bars at any time. So there you have it -- the basics of automotive suspension. We realize this is a simplistic view of a complex system. The Future of Car Suspensions ，While there have been enhancements and improvements to both springs and shock absorbers, the basic design of car suspensions has not undergone a significant evolution over the years. But all of that's about to change with the introduction of a brand-new suspension design conceived by Bose -- the same Bose known for its innovations in acoustic technologies. Some experts are going so far as to say that the Bose suspension is the biggest advance in automobile suspensions since the introduction of an all-independent design.[3] How does it work? The Bose system uses a linear electromagnetic motor (LEM) at each wheel in lieu of a conventional shock-and-spring setup. Amplifiers provide electricity to the motors in such a way that their power is regenerated with each compression of the system. The main benefit of the motors is that they are not limited by the inertia inherent in conventional fluid-based dampers. As a result, an LEM can extend and compress at a much greater speed, virtually eliminating all vibrations in the passenger cabin. The wheel's motion can be so finely controlled that the body of the car remains level regardless of what's happening at the wheel. The LEM can also counteract the body motion of the car while accelerating, braking and cornering, giving the driver a greater sense of control. Unfortunately, this paradigm-shifting suspension won't be available until 2009, when it will be offered on one or more high-end luxury cars. Until then, drivers will have to rely on the tried-and-true suspension methods that have smoothed out bumpy rides for centuries[4]. If you learn more , you'll get a little more technical and a little more specific, looking at particular spring and suspension setups, and the advantages and disadvantages of each. until then, keep your eye on the road, and watch out for those pothole,then you will learn more good knowledge .In the fact ,there are many thing can be learn in our life ,the only thing what you should do is observation. REFERENCES [1]Aoki, Kaoru, et al.: "Development an Integrated Motor Assist Hybrid System", JSAE No. 98-99 161 [2]Yamaguchi, Tetsuro: "CVT Control in the HONDA Hybrid 'IMA'", No. 9908 JSAE SYMPOSIUM, Latest Motive Power Transmission Technologies '99, p.3740 [3]Ohno, Hiroshi, et al.: "Development of a NOx Adsorptive Reaction Type Three-Way Catalyst", HONDA R&D Technical Review, Vol. 11 No. 2 (October 1999), p.45-50 [4]Fukuo, Koichi, et al.: "Development of the Ultra Low Fuel Consumption Hybrid Car 'Insight'", HONDA R&D Technical Review, Vol. 11 No. 2 (October 1999), p.1-8 [5]Hideki Tanaka, et al .: "The Effect of 0W-20 Low Viscosity Engine Oil on Fuel Economy”, SAE Paper No.1999-01-3468,Fuels and Lubricants meeting and Exposition, Toronto, Ontario, Canada, October 1999. [6]Aoki, Kaoru, et al.: "An Integrated Motor Assist Hybrid System", SAE Paper No.2000-01-2059, Government / Industry Meeting, Washington, D.C., USA