‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﺍﻓﺰﺍﻳﺶ ﺣﺎﻟﺖ ﺁﺭﺍﻡ ﻭ ﭘﺎﻳﺪﺍﺭ ﺧﻮﺩﺭﻭ ﺑﻪ ﻛﻤﻚ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﻲ‬

‫)‪(ZMS/DFC‬‬

‫ﻣﺠﺘﺒﯽ ﺑﻴﮓ ﺯﺍﺩﻩ ﻋﺒﺎﺳﯽ‪ ،١‬ﻣﺤﻤﺪ ﺣﺴﻴﻦ ﮔﻮﺩﺭﺯﯼ ﺧﻮﻳﮕﺎﻧﯽ‪.٢‬‬

‫ﺩﺍﻧﺸﮕﺎﻩ ﺷﻬﻴﺪ ﺑﺎﻫﻨﺮ ﮐﺮﻣﺎﻥ_ ﺩﺍﻧﺸﮑﺪﻩ ﻣﻬﻨﺪﺳﯽ ﺳﻴﺮﺟﺎﻥ‬
‫‪Mojtaba_beigzadehabbassi@yahoo.de‬‬

‫ﭼﻜﻴﺪﻩ‬
‫ﺍﻣﺮﻭﺯﻩ ﻛﺎﻫﺶ ﻣﺼﺮﻑ ﺳﻮﺧﺖ ﻭ ﺍﻓﺰﺍﻳﺶ ﺁﺭﺍﻣﺶ ﺳﺮﻧـﺸﻴﻨﺎﻥ ﺧـﻮﺩﺭﻭ ﺩﺭ ﮐﻨـﺎﺭ ﮐـﺎﻫﺶ ﻗﻴﻤـﺖ ﻭ ﻭﺯﻥ ‪ ،‬ﺩﻭ ﻫـﺪﻑ ﻋﻤـﺪﻩ‬
‫ﺧﻮﺩﺭﻭ ﺳﺎﺯﺍﻥ ﻣﻲ ﺑﺎﺷﺪ‪ .‬ﺩﺭ ﻣﻮﺗﻮﺭﻫﺎﻱ ﺍﺣﺘﺮﺍﻕ ﺩﺍﺧﻠﻲ‪ ،‬ﺍﻧﻔﺠﺎﺭ ﺳﻮﺧﺖ‪ ،‬ﻧﻮﺳﺎﻧﺎﺕ ﺩﻭﺭﺍﻧﻲ ﺩﺭ ﺳﻴﺴﺘﻢ ﺍﻧﺘﻘﺎﻝ ﻗـﺪﺭﺕ ﺍﻳﺠـﺎﺩ‬
‫ﻣﻲ ﻛﻨﺪ ]‪ .[۱ ،۲‬ﺑﺮﺍﻱ ﻛﺎﻫﺶ ﺍﻳﻦ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺳﺮﻋﺖ ﺩﻭﺭﺍﻧﻲ ﻭ ﮔﺸﺘﺎﻭﺭ‪ ،‬ﺭﻭﺷﻬﺎﻱ ﮔﻮﻧﺎﮔﻮﻧﻲ ﻭﺟﻮﺩ ﺩﺍﺭﺩ ﻛﻪ ﺩﺭﺍﻳـﻦ‬
‫ﺗﺤﻘﻴــﻖ ﻋــﻼﻭﻩ ﺑــﺮ ﺑﺮﺭﺳــﻲ ﺭﻭﺷــﻬﺎﻱ ﻣﺘــﺪﺍﻭﻝ ﻭ ﺑﻴــﺎﻥ ﻣﺤــﺪﻭﺩﻳﺘﻬﺎﻱ ﺍﻳــﻦ ﺭﻭﺷــﻬﺎ‪ ،‬ﺳــﺎﻣﺎﻧﻪ ﺟﺪﻳــﺪ ﭼــﺮﺥ ﻟﻨﮕــﺮ ﺩﻭ‬
‫( ﺑﻪ ﺟﺎﻱ ﺭﻭﺵ ﻣﺮﺳﻮﻡ ﭼﺮﺥ ﻟﻨﮕﺮ ﻳﻚ ﭘﺎﺭﭼﻪ ﭘﻴﺸﻨﻬﺎﺩ ﮔﺮﺩﻳﺪﻩ ﻭ ﺁﺯﻣﺎﻳﺸﺎﺕ ﺑـﺮ ﺭﻭﯼ ﺍﻳـﻦ ﻃـﺮﺡ ‪ZMS/DFC‬ﺟﺮﻣﻲ)‬
‫ﺗﻮﺳﻂ ﭘﮋﻭﻫﺸﮕﺮ ﺩﺭ ﻣﺮﮐﺰ ﺗﺤﻘﻴﻘﺎﺕ ﻭ ﺗﻮﺳﻌﻪ ﻛﺎﺭﺧﺎﻧﻪ ﻓﻮﻟﻜﺲ ﻭﺍﮔﻦ ﺁﻟﻤﺎﻥ ﻏﺮﺑﻲ ﺍﻧﺠـﺎﻡ ﺷـﺪﻩ ﺍﺳـﺖ‪ .‬ﻣـﺪﻝ ﺩﻳﻨـﺎﻣﻴﻜﻲ‬
‫ﺷﺒﻴﻪ ‪ADAMS‬ﻛﺎﻣﻠﻲ ﺍﺯ ﺳﺎﻣﺎﻧﻪ ﺍﻧﺘﻔﺎﻝ ﻗﺪﺭﺕ ﺧﻮﺩﺭﻭ ﺑﻤﻨﻈﻮﺭ ﺑﺮﺭﺳﯽ ﺻﺤﺖ ﻧﺘﺎﻳﺞ ﺣﺎﺻﻞ ﺍﺯ ﺁﺭﻣﺎﻳﺶ ﺗﻮﺳﻂ ﻧﺮﻡ ﺍﻓﺰﺍﺭ‬
‫ﺳﺎﺯﻱ ﮔﺮﺩﻳﺪﻩ ﺍﺳﺖ‪ .‬ﻧﺘﺎﻳﺞ ﻋﻤﻠﻲ ﻭ ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﭘﺲ ﺍﺯ ﺗﻄﺎﺑﻖ ﻛﺎﻣﻞ ﺑﺎ ﻳﮑﺪﻳﮕﺮ‪ ،‬ﺍﺛﺮ ﭼﺸﻤﮕﻴﺮ ﺍﻳﻦ ﺳﺎﻣﺎﻧﻪ ﺭﺍ ﺍﺛﺒﺎﺕ ﻛـﺮﺩﻩ‬
‫ﺍﺳﺖ‪.‬‬

‫ﻭﺍﮊﻩﻫﺎﻱ ﻛﻠﻴﺪﻱ‪ :‬ﻧﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﻫﺎﯼ ﺳﺮﻋﺖ ﺩﻭﺭﺍﻧﯽ ﻭﮔﺸﺘﺎﻭﺭ‪ ،‬ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ‪ ،‬ﻣﻮﺗﻮﺭ ﺍﺣﺘﺮﺍﻕ ﺩﺍﺧﻠﯽ‪.‬‬

‫‪ ‐۲‬ﮐﺎﺭﺷﻨﺎﺳﯽ‬ ‫ﻣﻘﺪﻣﻪ‬
‫ﺻﺪﺍﻫﺎﻱ ﺑﻢ ﺩﺭ ﺟﻌﺒﻪ ﺩﻧﺪﻩ‪ .،‬ﻟﺮﺯﺷﻬﺎﻱ ﺍﺗﺎﻗﻚ ﺧﻮﺩﺭﻭ ﻭﻧﺘﻴﺠﺘ ﹰﺎ‬ ‫ﺩﺭ ﮔﺬﺷﺘﻪ ﺩﺭ ﺻﻨﻌﺖ ﺧﻮﺩﺭﻭ ﺳﺎﺯﻱ‪ ،‬ﻣﻮﺗـﻮﺭ ﻭ ﮔﻴـﺮﺑﻜﺲ ﺑـﻪ‬
‫ﻛﺎﻫﺶ ﺁﺭﺍﻣﺶ ﺳﺮﻧﺸﻴﻨﺎﻥ ﺭﺍ ﺩﺭ ﭘﻲ ﺩﺍﺭﻧﺪ‪ .‬ﺑﻤﻨﻈﻮﺭ ﺣﺬﻑ ﺍﻳﻦ‬ ‫ﻋﻨﻮﺍﻥ ﺩﻭ ﺳﺎﻣﺎﻧﻪ ﻣﺠﺰﺍ ﺍﺯ ﻫﻢ ﺗﻠﻘﻲ ﻣﻲ ﺷﺪﻧﺪ ﻛﻪ ﺍﻏﻠﺐ ﺟﻌﺒﻪ‬
‫ﺍﺛﺮﺍﺕ ﻧﺎﻣﻄﻠﻮﺏ‪ ،‬ﺗﻼﺵ ﻫﺎ ﺑﻪ ﺳﻤﺖ ﻳﻜﻨﻮﺍﺧﺖ ﻛﺮﺩﻥ ﺳـﺮﻋﺖ‬ ‫ﺩﻧﺪﻩ ﺩﺍﺭﺍﻱ ﻧﻘﺶ ﻛﻢ ﺍﻫﻤﻴﺘﻲ ﺩﺭ ﻣﻘﺎﺑﻞ ﻣﻮﺗـﻮﺭ ﺧـﻮﺩﺭﻭ ﺍﻳﻔـﺎ‬
‫ﺩﻭﺭﺍﻧﻲ ﻭ ﮔﺸﺘﺎﻭﺭ ﻭﺭﻭﺩﻱ ﺑﻪ ﮔﻴﺮﺑﻜﺲ ﻣﻲ ﺑﺎﺷﺪ]‪[۴ ،۲‬‬ ‫ﻣﻲ ﻛﺮﺩ ]‪ .[۲ ،۳‬ﺍﺧﻴﺮﹰﺍ ﻭﻫﻤﺎﻧﮕﻮﻧﻪ ﻛـﻪ ﺩﺭ ﺍﻳـﻦ ﺗﺤﻘﻴـﻖ ﻣـﻲ‬
‫ﻟﺬﺍ ﺩﺭ ﺍﻳﻦ ﺗﺤﻘﻴﻖ ﻫﺪﻑ‪ ،‬ﺣﺬﻑ ﻳﺎ ﺑﻬﺒﻮﺩ ﻧﺎ ﻳﻜﻨـﻮﺍﺧﺘﻲ ﻫـﺎﻱ‬ ‫ﺑﻴﻨﻴﺪ‪ ،‬ﺟﻌﺒﻪ ﺩﻧﺪﻩ‪ ،‬ﻛﻼﭺ ﻭﻣﻮﺗﻮﺭ ﺑﺎ ﻫﻢ ﺑﻪ ﻋﻨﻮﺍﻥ ﻳﻚ ﺳـﺎﻣﺎﻧﻪ‬
‫ﮔﺸﺘﺎﻭﺭ ﻭﺳﺮﻋﺖ ﺩﻭﺭﺍﻧـﻲ ﺍﺟـﺰﺍﻱ ﺩﻭﺍﺭ ﺍﺳـﺖ ﻛـﻪ ﺑـﺮﺍﻱ ﺍﻳـﻦ‬ ‫ﻣﺪ ﻧﻈﺮ ﺍﺳﺖ‪.‬‬
‫ﻣﻨﻈﻮﺭ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﻲ )‪ ( ZMS/DFC‬ﭘﻴﺸﻨﻬﺎﺩ ﺷﺪﻩ‬ ‫ﺑﺮﺍﻱ ﺍﻓﺰﺍﻳﺶ ﺑﺎﺯﺩﻩ ﻣﻮﺗﻮﺭﻫﺎﻱ ﺍﺣﺘﺮﺍﻕ ﺩﺍﺧﻠﻲ ﺑﺎﻳﺪ ﺍﺣﺘﺮﺍﻗﻬﺎ‬
‫ﺍﺳــﺖ‪ ،‬ﺷــﮑﻞ )‪ .(۱‬ﻻﺯﻡ ﺑــﺬﻛﺮ ﺍﺳــﺖ ﻛــﻪ ﺩﺭ ﺍﻳــﻦ ﻣﻘﺎﻟــﻪ ﻧــﺎ‬ ‫ﻫﺮﭼﻪ ﺩﺍﻏﺘﺮ ﺻﻮﺭﺕ ﮔﻴﺮﻧﺪ‪ .‬ﺍﻳﻦ ﺍﺣﺘﺮﺍﻗﻬﺎﻱ ﺩﺍﻍ ﺍﺛﺮﺍﺕ‬
‫ﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﮔﺸﺘﺎﻭﺭ ﻭﺳـﺮﻋﺖ ﺩﻭﺭﺍﻧـﻲ ﺍﺟـﺰﺍﻱ ﺩﻭﺍﺭ‪ ،‬ﺑـﻪ‬ ‫ﻧﺎﻣﻄﻠﻮﺑﻲ ﻣﺜﻞ ﺿﺮﺑﻪ ﺯﺩﻥ‪ ،‬ﺣﺎﻟﺖ ﺟﻐﺠﻐﻪ ﺍﻱ ﺩﺭ ﮔﻴﺮﺑﻜﺲ‪،‬‬
‫ﺍﺧﺘﺼﺎﺭ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﻧﺎﻣﻴﺪﻩ ﺷﺪﻩ ﺍﺳﺖ‪.‬‬
‫‪ ‐۱‬ﺩﮐﺘﺮﯼ ﻣﮑﺎﻧﻴﮏ _ ﻣﻮﺗﻮﺭﻫﺎﯼ ﺍﺣﺘﺮﺍﻕ ﺩﺍﺧﻠﯽ‬

‫‪١‬‬
 ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﭘﺪﺍﻝ ﮔﺎﺯ ﻭ ﺭﻫﺎ ﻛﺮﺩﻥ ﺁﻥ ﻭ ﺗﻌﻮﻳﺾ ﺩﻧﺪﻩ ﻧﻴﺰ ﺑﺎﻋـﺚ ﺗـﺸﺪﻳﺪ‬ ‫ﺁﺯﻣﺎﻳﺸﺎﺕ ﺍﻳﻦ ﺗﺤﻘﻴﻖ ﺑﺮ ﺭﻭﻱ ﺳﻜﻮﻱ ﺁﺯﻣﺎﻳﺶ ﺗﻮﺳـﻂ ﺍﺭﺍﺋـﻪ‬
‫ﺍﺛﺮﺍﺕ ﻧﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﺩﻭﺭﺍﻧﯽ ﻣﯽ ﮔﺮﺩﺩ]‪.[۸‬‬ ‫ﺩﻫﻨﺪﻩ‪ ،‬ﺩﺭﻣﺮﻛﺰﺗﺤﻘﻴﻘﺎﺕ ﻛﺎﺭﺧﺎﻧﻪ ﻓﻮﻟﻜﺲ ﻭﺍﮔﻦ ﺁﻟﻤﺎﻥ ﻏﺮﺑـﯽ‬
‫ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﺍﺳـﺖ ﻭ ﺑـﻪ ﻣﻨﻈـﻮﺭ ﺗﻜﻤﻴـﻞ ﺗﺤﻘﻴﻘـﺎﺕ ﻭ ﺗﻐﻴﻴـﺮ‬
‫‪ ‐۲‬ﺭﺍﻩ ﺣﻞ ﻫﺎﻱ ﻣﺘﺪﺍﻭﻝ‬
‫ﭘﺎﺭﺍﻣﺘﺮﻫﺎﻱ ﺧﺎﺹ ﻣﺮﺍﺣﻞ ﺁﺯﻣـﺎﻳﺶ ﺑـﺎﺭ ﺩﻳﮕـﺮ ﺩﺭ ﻧـﺮﻡ ﺍﻓـﺰﺍﺭ‬
‫‪ ‐۱‐۲‬ﺍﻓﺰﺍﻳﺶ ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﭼﺮﺥ ﻟﻨﮕﺮ‬ ‫‪ ADAMS‬ﺷﺒﺒﻴﻪ ﺳﺎﺯﻱ ﺷﺪﻩ ﺍﻧﺪ ﻛﻪ ﺗﻄﺎﺑﻖ ﺑﺴﻴﺎﺭ ﺧـﻮﺑﻲ‬
‫ﺑﻴﻦ ﻧﺘﺎﻳﺞ ﺁﺯﻣﺎﻳﺶ ﻭ ﺩﺍﺩﻩ ﻫﺎﻱ ‪ ADAMS‬ﻭﺟﻮﺩ ﺩﺍﺭﺩ‪.‬‬
‫ﺍﻳﻨﺮﺳﻲ ﺑﺎﻻﻱ ﭼﺮﺥ ﻟﻨﮕﺮ‪ ،‬ﻃﺒﻖ ﻗﺎﻧﻮﻥ ﺩﻭﻡ ﻧﻴﻮﺗﻦ‪ ،‬ﺑﺎﻋﺚ ﻣـﻲ‬
‫‪‐۱‬ﺑﺮﺭﺳﻲ ﻋﻠـﻞ ﭘﻴـﺪﺍﻳﺶ ﻧـﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫـﺎﻱ‬
‫ﺷﻮﺩ ﻛﻪ ﭼﺮﺥ ﻟﻨﮕﺮ ﺗﻤﺎﻳﻞ ﺑﻪ ﺣﻔﻆ ﺣﺎﻟﺖ ﺣﺮﻛﺖ ﺧﻮﺩ ﺩﺍﺷﺘﻪ‬
‫ﺑﺎﺷﺪ‪ .‬ﻫﻤﭽﻨﻴﻦ ﺑﺎ ﺗﻮﺟﻪ ﺑـﻪ ﻣﻌﺎﺩﻟـﻪ ﻛـﺎﺭﻭﺍﻧﺮﮊﻱ‪ ،‬ﺑـﺎ ﺍﻓـﺰﺍﻳﺶ‬ ‫ﺩﻭﺭﺍﻧﻲ ﻭ ﺍﺛﺮﺍﺕ ﺁﻥ‬
‫ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﭼﺮﺥ ﻟﻨﮕﺮ‪ ،‬ﺍﺯ ﺍﻧﺘﻘﺎﻝ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧـﻲ‬ ‫ﺍﻧﻔﺠﺎﺭ ﺿﺮﺑﻪ ﺍﻱ ﻭ ﻣﺘﻨﺎﻭﺏ ﺩﺭ ﻣﻮﺗﻮﺭ ﺑﺎﻋﺚ ﺍﻳﺠﺎﺩ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ‬
‫ﻣﻮﺗﻮﺭ ﺑﻪ ﮔﻴﺮﺑﮑﺲ ﺗﺎ ﺣـﺪ ﺯﻳـﺎﺩﯼ ﻛﺎﺳـﺘﻪ ﻣـﻲ ﺷـﻮﺩ‪ .‬ﺍﻳـﻦ‬ ‫ﻫﺎﻱ ﺷﺪﻳﺪ ﺩﻭﺭﺍﻧﻲ ﺷﺪﻩ ﻛﻪ ﻛﺎﻫﺶ ﻏﻴﺮ ﻣﺠﺎﺯ ﻳﻜﻨـﻮﺍﺧﺘﻲ ﺩﺭ‬
‫ﺍﻓﺰﺍﻳﺶ ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﺩﺍﺭﺍﻱ ﺷﺮﺍﻳﻂ ﻣﺤﺪﻭﺩ ﻛﻨﻨﺪﻩ ﺍﻱ ﻣﺜـﻞ‬ ‫ﻛﺎﺭﻛﺮﺩ ﺳﺎﻣﺎﻧﻪ ﺍﻧﺘﻘـﺎﻝ ﻗـﺪﺭﺕ ﺭﺍ ﺩﺭ ﭘـﻲ ﺩﺍﺭﺩ ﻭﺍﻳـﻦ ﻛـﺎﻫﺶ‬
‫ﻓﻀﺎﻱ ﻧﺼﺐ‪ ،‬ﺟﺮﻡ ﺧﻮﺩﺭﻭ ﻭ ﺷﺘﺎﺏ ﺧﻮﺩﺭﻭ ﻣـﻲ ﺑﺎﺷـﻨﺪ ﻭ ﻟـﺬﺍ‬ ‫ﻳﻜﻨﻮﺍﺧﺘﻲ ﺩﺭ ﻛﺎﺭﻛﺮﺩ ﺳﺎﻣﺎﻧﻪ ﺍﻧﺘﻘﺎﻝ ﻗﺪﺭﺕ‪ ،‬ﻛـﺎﻫﺶ ﺁﺭﺍﻣـﺶ‬
‫ﻳﻚ ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﺑﻬﻴﻨﻪ ﺭﺍ ﺍﻳﺠﺎﺏ ﻣﯽ ﮐﻨﺪ ]‪.[۳ ،۱‬‬ ‫ﺳﺮﻧـــﺸﻴﻨﺎﻥ ﺭﺍ ﺑـــﺪﻧﺒﺎﻝ ﺩﺍﺭﺩ ]‪ .[۲ ،۴‬ﻟﺮﺯﺷـــﻬﺎ ﻭ ﻧﻮﺳـــﺎﻧﺎﺕ‬

‫‪ ‐۲‐۲‬ﺍﻓﺰﺍﻳﺶ ﺗﻌﺪﺍﺩ ﺳﻴﻠﻨﺪﺭ‬ ‫ﺟﺮﻣﻬﺎﻳﻲ ﻛﻪ ﺩﺍﺭﺍﻱ ﺣﺮﻛﺖ ﺧﻄﻲ ﻳﺎ ﻧﻮﺳﺎﻧﻲ ﻣـﻲ ﺑﺎﺷـﻨﺪ ﺑـﺎ‬
‫ﺑﺎﻻﻧﺲ ﻛﺮﺩﻥ ﺍﺯ ﺑﻴﻦ ﻣﻲ ﺭﻭﻧـﺪ‪ ،‬ﻭﻟـﻲ ﺟﺮﻣﻬـﺎﻳﻲ ﻛـﻪ ﺩﺍﺭﺍﻱ‬
‫ﺍﺯ ﺩﻳﮕﺮ ﺭﺍﻩ ﺣﻞ ﻫﺎ ﺍﻓﺰﺍﻳﺶ ﺗﻌﺪﺍﺩ ﺳﻴﻠﻨﺪﺭ ﺑﺎ ﺛﺎﺑﺖ ﻧﮕﻬﺪﺍﺷـﺘﻦ‬
‫ﺣﺮﻛﺖ ﺩﻭﺭﺍﻧﻲ ﻫﺴﺘﻨﺪ ﺩﺭ ﺻـﻮﺭﺕ ﻧﺪﺍﺷـﺘﻦ ﺟـﺮﻡ ﺧـﺎﺭﺝ ﺍﺯ‬
‫ﺣﺠﻢ ﻛﻞ ﻣﻲ ﺑﺎﺷﺪ‪ .‬ﻫﻤﺎﻧﻄﻮﺭ ﮐﻪ ﺩﺭ ﺷﻜﻞ )‪ (۲‬ﺑﻮﺿﻮﺡ ﺩﻳﺪﻩ‬
‫ﻣﺮﻛﺰ ﺑﻪ ﺣﺎﻟﺖ ﺁﺭﺍﻡ ﻣﻮﺗﻮﺭﻛﻤﻚ ﻣـﻲ ﻛﻨﻨـﺪ‪ .‬ﻟـﺬﺍ ﺩﺭ ﺻـﻮﺭﺕ‬
‫ﻣﻲ ﺷﻮﺩ ﺑﺎ ﺍﻓﺰﺍﻳﺶ ﺗﻌﺪﺍﺩ ﺳﻴﻠﻨﺪﺭﻫﺎ ﺩﺍﻣﻨﻪ ﻧﻮﺳـﺎﻧﺎﺕ ﮐـﺎﻫﺶ‬
‫ﻭﺟﻮﺩ ﺟﺮﻡ ﺧـﺎﺭﺝ ﺍﺯ ﻣﺮﻛـﺰﺩﺭ ﺟﺮﻣﻬـﺎﻱ ﺩﻭﺭﺍﻧـﻲ‪ ،‬ﻧﻮﺳـﺎﻧﻬﺎﻱ‬
‫ﻳﺎﻓﺘﻪ ﺍﺳﺖ]‪ .[۹‬ﺍﺯ ﻣﻌﺎﻳـﺐ ﺍﻳـﻦ ﺭﻭﺵ‪ ،‬ﺍﻓـﺰﺍﻳﺶ ﻫﺰﻳﻨـﻪ ﻫـﺎﻱ‬
‫ﺷﺪﻳﺪ ﻭ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﺑﻮﺟﻮﺩ ﻣﻲ ﺁﻳﺪ ]‪.[۷ ،۶‬‬
‫ﺳﺎﺧﺖ ﻭ ﺍﻓﺰﺍﻳﺶ ﻭﺯﻥ ﺧﻮﺩﺭﻭ ﻣﻲ ﺑﺎﺷﺪ‪.‬‬
‫ﺑﺎﻻﺧﺺ ﻫﻨﮕﺎﻣﻲ ﻛﻪ ﺑﺮﺍﻱ ﺻﺮﻓﻪ ﺟﻮﻳﻲ ﺍﻗﺘﺼﺎﺩﻱ ﺍﺯ ﺩﻭﺭﻫﺎﻱ‬
‫‪ ‐۳‐۲‬ﺗﻨﻈــﻴﻢ ﺩﻗﻴــﻖ ﺛﺎﺑــﺖ ﻓﻨــﺮ ﻭ ﺿــﺮﻳﺐ‬
‫ﭘﺎﻳﻴﻦ ﻭ ﺑﺎﺭ ﻛﺎﻣﻞ ﻣﻮﺗﻮﺭ ﺍﺳﺘﻔﺎﺩﻩ ﻣﻲ ﺷﻮﺩ‪ ،‬ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ‬
‫ﺍﺳﺘﻬﻼﻙ ﻓﻨﺮ‬ ‫ﺩﻭﺭﺍﻧﻲ ﺗﺸﺪﻳﺪ ﻣﯽ ﮔﺮﺩﻧـﺪ‪ .‬ﺭﺍﻩ ﺣـﻞ ﺑـﺴﻴﺎﺭ ﻣﻨﺎﺳـﺐ ﺑـﺮﺍﻱ‬
‫ﻫﺪﻑ ﺗﻨﻈﻴﻢ ﺩﻗﻴﻖ ﻣﻘﺪﺍﺭﺛﺎﺑﺖ ﻓﻨﺮ ﻭ ﺿـﺮﻳﺐ ﺍﺳـﺘﻬﻼﻙ ﻓﻨـﺮ‬ ‫ﻛﺎﻫﺶ ﻣﻄﻠﻮﺏ ﺩﺭ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ‪ ،‬ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﭼﺮﺥ‬
‫ﭘﻴﭽﺸﻲ ﺩﺭ ﻛﻼﭺ ﺍﺻﻄﻜﺎﻛﻲ ﻣﻲ ﺑﺎﺷـﺪ ﻛـﻪ ﻣـﺴﺎﺋﻞ ﺳـﺎﺧﺖ‬ ‫ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﻲ )‪ (ZMS/DFC‬ﺍﺳﺖ‪.‬‬
‫ﻼ ﺍﻣﮑـﺎﻥ‬
‫ﻣﺎﻧﻊ ﺭﺳﻴﺪﻥ ﺑﻪ ﺿﺮﺍﻳﺐ ﺩﻟﺨﻮﺍﻩ ﻓﻨﺮ ﻣﻲ ﺑﺎﺷﺪ ﻭ ﻋﻤـ ﹰ‬ ‫ﺍﻟﺒﺘﻪ ﺑﺴﻴﺎﺭﻱ ﻋﻠﻞ ﺩﻳﮕﺮ ﻛﻪ ﻋﻤﻮﻣـ ﹰﺎ ﺍﺯ ﺍﺷـﺘﺒﺎﻫﺎﺕ ﺳـﺎﺧﺖ ﻭ‬
‫ﭘﺬﻳﺮ ﻧﻴﺴﺖ]‪.[۱ ،۱۰‬‬ ‫ﻣﻮﻧﺘــﺎﮊ ﻣــﻲ ﺑﺎﺷــﻨﺪ ﻣﺜــﻞ ﺍﺷــﺘﺒﺎﻫﺎﺕ ﺳــﺎﺧﺖ ﺩﻧﺪﺍﻧــﻪ ﻫــﺎﻱ‬
‫‪ ‐۳‬ﺗﻮﺿﻴﺢ ﮔﺎﻣﻬﺎﻱ ﺗﺤﻘﻴـﻖ ﻭ ﺗـﺸﺮﻳﺢ ﻃـﺮﺡ‬ ‫ﮔﻴﺮﺑﻜﺲ ﻭﻳﺎ ﻣﺸﺨﺼﻪ ﻫﺎﻱ ﻓﻨﺮ‪ ،‬ﻧﻴﺰ ﺑﺎﻋﺚ ﺍﻳﺠﺎﺩ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ‬

‫ﺍﺭﺍﺋﻪ ﺷﺪﻩ‬ ‫ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﻣﻲ ﺷﻮﻧﺪ‪ .‬ﺍﻳﻦ ﻗﺒﻴﻞ ﻋﻠﻞ ﺩﺍﺭﺍﻱ ﺍﺛـﺮﺍﺕ ﺟﺰﻳـﻲ‬
‫ﺑﻮﺩﻩ ﻭﺩﺭ ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﻣﻨﻈﻮﺭ ﻧﺸﺪﻩ ﺍﺳﺖ‪ .‬ﻋﻼﻭﻩ ﺑﺮ ﺍﻳﻦ‪ ،‬ﻏﻴـﺮ‬
‫ﺩﺭ ﺗﻤﺎﻡ ﺁﺯﻣﺎﻳﺸﺎﺕ ﺻﻮﺭﺕ ﮔﺮﻓﺘﻪ ﻣﻮﺗﻮﺭ ﺍﺯ ﻧـﻮﻉ ‪1/9L-TD‬‬
‫ﻣﺴﻄﺢ ﺑﻮﺩﻥ ﺟﺎﺩﻩ ﻭ ﻧﺤﻮﻩ ﻋﻤﻠﮑﺮﺩ ﺭﺍﻧﻨﺪﻩ ﺩﺭ ﻫﻨﮕﺎﻡ ﺭﺍﻧﻨﺪﮔﯽ‬
‫‪ Motor‬ﻋﻤﻮﺩﻱ ﺑﺎ ﺗﻮﺍﻥ ‪ 55 kW‬ﻭ ﺑـﺎ ﺳﻴـﺴﺘﻢ ﻣﺘﺤـﺮﻙ‬
‫ﻣﺜﻞ ﻧﺤﻮﻩ ﺷﺮﻭﻉ ﺣﺮﻛﺖ‪ ،‬ﺗﺮﻣﺰ ﮔـﺮﻓﺘﻦ‪ ،‬ﭼﮕـﻮﻧﮕﯽ ﻓـﺸﺮﺩﻥ‬
‫ﭼﺮﺥ ﺟﻠﻮ)ﺩﻳﻔﺮﺍﻧﺴﻴﻞ ﺟﻠﻮ( ﻭ ﮔﻴﺮﺑﮑﺲ ﻣﻲ ﺑﺎﺷﺪ‪.‬‬

‫‪٢‬‬
 ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﺍﻳﻦ ﺍﻓﺰﺍﻳﺶ ﺍﻧﺪﻙ ﺟﺮﻡ ﻧﻴﺰ ﺑﺎﺯ ﻳﮏ ﺍﺛﺮ ﻣﺜﺒﺖ ﺭﻭﯼ ﺗﻘﻠﻴـﻞ ﻧـﺎ‬ ‫ﺩﺭ ﻳﻚ ﺩﻧﺪﻩ ﻣﺸﺨﺺ ﻭ ﺑﺎﺭ ﺛﺎﺑـﺖ‪ ،‬ﺩﻭﺭ ﺧﺮﻭﺟـﻲ ﺍﺯ ﻣﻮﺗـﻮﺭ ﻭ‬
‫ﻳﮑﻨﻮﺍﺧﺘﯽ ﻫﺎ ﺩﺍﺭﺩ‪.‬‬ ‫ﺩﻭﺭ ﻭﺭﻭﺩﻱ ﺑﻪ ﺟﻌﺒﻪ ﺩﻧﺪﻩ ﻭ ﮔﺸﺘﺎﻭﺭ ﺧﺮﻭﺟﻲ ﺍﺯ ﺟﻌﺒـﻪ ﺩﻧـﺪﻩ‬
‫ﺍﻟﺒﺘﻪ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﻣﻌﺎﺩﻻﺕ ﻛﺎﺭ ﻭ ﺍﻧﺮﮊﻱ ﻧﻴﺰ ﻣﻲ ﺗﻮﺍﻥ ﺭﺍﺑﻄـﻪ‬ ‫ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﻱ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﻻﺯﻡ ﺑـﺬﻛﺮ ﺍﺳـﺖ ﻛـﻪ ﻧﺘـﺎﻳﺞ ﺍﻧـﺪﺍﺯﻩ‬
‫ﻣﻌﻜﻮﺱ ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﺭﺍ ﺑﺎ ﻓﺮﻛﺎﻧﺲ ﻃﺒﻴﻌﻲ ﻧﺸﺎﻥ ﺩﺍﺩ‪.‬‬ ‫ﮔﻴــﺮﻱ ﺑﺮﺍﺳــﺎﺱ ﺳﻴــﺴﺘﻢ ‪ B+S‬ﺳــﺎﺧﺘﻪ ﺷــﺪﻩ ﺩﺭ ﺑﺮﻳﺘﺎﻧﻴــﺎ‬
‫ﺟﺮﻡ ﺍﻭﻟﻴﻪ ﺑﻪ ﻣﻴﻞ ﻟﻨﮓ ﭘﻴﭻ ﻣﻲ ﺷﻮﺩ ﻭ ﺑـﺮﺭﻭﻱ ﺁﻥ ﺍﺳـﺘﺎﺭﺕ‬ ‫ﻧﻤﺎﻳﺶ ﻭ ﺍﺭﺯﻳﺎﺑﻲ ﺷﺪﻩ ﺍﻧﺪ‪.‬‬
‫ﻗﺮﺍﺭ ﻣﻲ ﮔﻴﺮﺩ‪ .‬ﺳﭙﺲ ﺟﺮﻡ ﺩﻭﻡ ﺑﺎ ﻳﻚ ﺑﻠﺒﺮﻳﻨﮓ ﺑﺮ ﺭﻭﻱ ﺟﺮﻡ‬ ‫ﺩﺭ ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﻛـﺎﻣﭙﻴﻮﺗﺮﻱ ﻧﻴـﺰ ﺍﺯ ﻧـﺮﻡ ﺍﻓـﺰﺍﺭ ‪ADAMS‬‬
‫ﺍﻭﻟﻴﻪ ﻳﺎﺗﺎﻗﺎﻥ ﺑﻨﺪﻱ ﺷﺪﻩ ﻭ ﺍﺯ ﭘﺸﺖ ﺑﺎ ﺻﻔﺤﻪ ﻛﻼﭺ ﺩﺭ ﺗﻤـﺎﺱ‬ ‫ﺍﺳـﺘﻔﺎﺩﻩ ﮔﺮﺩﻳـﺪﻩ ﻭ ﺩﺭ ﻣــﺪﻝ ﻣﻜـﺎﻧﻴﻜﻲ ﺗﻤـﺎﻡ ﻗﻄﻌــﺎﺕ ﺩﻭﺍﺭ‪،‬‬
‫ﻣﻲ ﺑﺎﺷﺪ ﻭﻧﻬﺎﻳﺘ ﹰﺎ ﺻﻔﺤﻪ ﻛﻼﭺ ﺑﺮ ﺭﻭﻱ ﻣﺤـﻮﺭ ﻭﺭﻭﺩﻱ ﺟﻌﺒـﻪ‬ ‫ﺩﻣﭙﺮﻫﺎ ﻭ ﻓﻨﺮﻫﺎﻱ ﭘﻴﭽﺸﻲ ﺍﺟﺰﺍﺀ ﺩﻭﺍﺭ ﻣﻮﺗﻮﺭ ﻭ ﻭﺳﺎﺋﻞ ﺁﺯﻣﺎﻳﺶ‬
‫ﺩﻧﺪﻩ ﺳﻮﺍﺭ ﻣﻲ ﺷﻮﺩ )ﺷﻜﻞ‪[۹].(۱‬‬ ‫ﺩﺭ ﻧﻈﺮ ﮔﺮﻓﺘﻪ ﺷﺪﻩ ﺍﺳﺖ‪ ،‬ﺷﮑﻞ )‪.(۳‬‬
‫ﺍﺯ ﻃﺮﻓﻲ ﺑﻪ ﺩﻟﻴﻞ ﻭﺟﻮﺩ ﻓﻨﺮ ﻭ ﺩﻣﭙﺮ ﭘﻴﭽـﺸﻲ ﺑـﻴﻦ ﺩﻭ ﺟـﺮﻡ‬ ‫‪ ‐۱‐۳‬ﻃــﺮﺯ ﻛــﺎﺭ ﭼــﺮﺥ ﻟﻨﮕــﺮ ﺩﻭ ﺟﺮﻣــﻲ‬
‫ﺩﻳﮕﺮ ﻧﻴﺎﺯﻱ ﺑﻪ ﻭﺟﻮﺩ ﻓﻨﺮ ﻭ ﺩﻣﭙﺮ ﺩﺭ ﺻﻔﺤﻪ ﻛﻼﭺ ﻧﻤﻲ ﺑﺎﺷـﺪ‪.‬‬
‫)‪(ZMS/DFC‬‬
‫ﻟﺬﺍ ﺑﺎ ﺳﺒﮏ ﺷﺪﻥ ﻣﺤﻮﺭ ﻭﺭﻭﺩﯼ ﺟﻌﺒﻪ ﺩﻧﺪﻩ‪ ،‬ﻣﺤﻮﺭ ﺧﺮﻭﺟـﯽ‬ ‫ﻳﻜﻲ ﺍﺯﻣﺆﺛﺮﺗﺮﻳﻦ ﺭﻭﺷﻬﺎﻳﻲ ﻛﻪ ﻣﻲ ﺗﻮﺍﻥ ﺁﺳـﺎﻳﺶ ﺳﺮﻧـﺸﻴﻨﺎﻥ‬
‫ﺍﺯ ﺟﻌﺒﻪ ﺩﻧﺪﻩ ﻭ ﻣﺤﻮﺭ ﻭﺭﻭﺩﯼ ﺑﻪ ﺁﻥ ﺳﺮﻳﻌﺘﺮ ﻫﻢ ﺳﺮﻋﺖ ﻣـﯽ‬ ‫ﻭﺣﺎﻟﺖ ﺁﺭﺍﻡ ﺧﻮﺩﺭﻭ ﺭﺍ ﺑﻬﺒﻮﺩ ﺑﺨﺸﻴﺪ ﻭ ﻟﺮﺯﺷﻬﺎ ﻭ ﻧـﺎﻳﻜﻨﻮﺍﺧﺘﻲ‬
‫ﺷﻮﻧﺪ‪ .‬ﻭ ﺩﺭ ﻧﺘﻴﺠﻪ ﻋﻤـﻞ ﺗﻌـﻮﻳﺾ ﺩﻧـﺪﻩ ﺑـﺎ ﺳـﻬﻮﻟﺖ ﺑﻴـﺸﺘﺮ‬ ‫ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﺭﺍ ﻛﺎﻫﺶ ﺩﺍﺩ‪ ،‬ﺍﺿﺎﻓﻪ ﻛﺮﺩﻥ ﺟﺮﻡ ﺛﺎﻧﻮﻳﻪ ﺑـﺮ ﺭﻭﻱ‬
‫ﺻﻮﺭﺕ ﮔﺮﻓﺘﻪ ﻭ ﭼﺮﺧﺪﻧﺪﻩ ﻫﺎ ﺁﺭﺍﻣﺘﺮ ﺩﺭﮔﻴﺮ ﻣﯽ ﺷﻮﻧﺪ‪.‬‬ ‫ﻣﺤﻮﺭ ﻭﺭﻭﺩﯼ ﺟﻌﺒﻪ ﺩﻧﺪﻩ ﻣﻲ ﺑﺎﺷﺪ‪.‬‬
‫‪ ۲‐۳‬ﺗﻌﺮﻳﻒ ﻣﻌﻴﺎﺭ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ‬ ‫‪c‬‬
‫∝ ‪ωn‬‬ ‫)‪(۱‬‬
‫ﺣﺎﻟﺖ ﺍﻳـﺪﻩ ﺁﻝ ﺑـﺮﺍﻱ ﻳـﻚ ﺳـﺎﻣﺎﻧﻪ ﺍﻧﺘﻘـﺎﻝ ﻗـﺪﺭﺕ‪ ،‬ﺩﺍﺷـﺘﻦ‬ ‫‪I‬‬

‫ﮔﺸﺘﺎﻭﺭ ﻭﺳﺮﻋﺖ ﺩﻭﺭﺍﻧﻲ ﺛﺎﺑﺖ ﺍﺳﺖ ﻭﻟﻲ ﺩﺭ ﻋﻤﻞ ﺍﻳﻦ ﺣﺎﻟـﺖ‬ ‫ﺑﺎ ﺍﺿﺎﻓﻪ ﻛﺮﺩﻥ ﺍﻳﻦ ﺟﺮﻡ ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﺍﻓﺰﺍﻳﺶ ﻳﺎﻓﺘﻪ ﻭ ﻃﺒـﻖ‬

‫ﭘﻴﺶ ﻧﻤﻲ ﺁﻳﺪ‪ .‬ﺩﺭ ﺍﻳـﻦ ﺗﺤﻘﻴـﻖ ﺩﻭﺭ ﻣﺘﻮﺳـﻂ ]‪n [min-1‬‬ ‫ﻣﻌﺎﺩﻟﻪ )‪ (۱‬ﻓﺮﻛﺎﻧﺲ ﻃﺒﻴﻌﻲ ﺳﻴـﺴﺘﻢ ﻛﺎﺳـﺘﻪ ﺷـﺪﻩ ﻭ ﻣﻮﺗـﻮﺭ‬

‫ﺍﺯﺳﺮﻋﺖ ﻟﺤﻈﻪ ﺍﻱ )‪ N (t‬ﻣﺤﺎﺳﺒﻪ ﻣﻲ ﺷﻮﺩ ﺷﮑﻞ )‪:(۵‬‬ ‫ﺑﺮﺍﺣﺘﻲ ﺩﺭ ﺩﻭﺭﻫﺎﻱ ﭘﺎﻳﻴﻦ ﺗﺮ ﺑﺪﻭﻥ ﻧﮕﺮﺍﻧﻲ ﺍﺯ ﻭﺭﻭﺩ ﺑﻪ ﻧﺎﺣﻴـﻪ‬

‫‪1 T‬‬ ‫ﺗﺸﺪﻳﺪ )ﺭﺯﻧﺎﻧﺲ( ﻛﺎﺭ ﻣﻲ ﻛﻨﺪ‪.‬‬

‫‪T ∫0‬‬
‫=‪n‬‬ ‫‪N (t )dt‬‬ ‫) ‪(۲‬‬
‫ﺩﺭ ﻧﺘﻴﺠﻪ ﻣﺼﺮﻑ ﺳﻮﺧﺖ ﭘﺎﺋﻴﻦ ﺁﻣﺪﻩ ﻭ ﺗﻮﻟﻴـﺪ ﻣـﻮﺍﺩ ﺁﻻﻳﻨـﺪﻩ‬
‫ﻛﻪ ‪ T‬ﺑﺎﺯﻩ ﺯﻣﺎﻧﻲ ﻳﻚ ﺩﻭﺭﻩ ﺗﻨﺎﻭﺏ ﻣﻲ ﺑﺎﺷﺪ‪ .‬ﻣﻘـﺪﺍﺭ ﺣـﺪﺍﻛﺜﺮ‬ ‫ﻧﻴﺰ ﺗﻘﻠﻴﻞ ﻣﯽ ﻳﺎﺑﺪ‪ .‬ﺑﺎ ﻗﺮﺍﺭﺩﺍﺩﻥ ﺳﻴﺴﺘﻢ ﻓﻨﺮ ﻭ ﺩﻣﭙﺮ ﭘﻴﭽـﺸﻲ‬
‫ﺗﻐﻴﻴﺮﺍﺕ ﺩﺭ ﻳﻚ ﺩﻭﺭﻩ ﺗﻨﺎﻭﺏ ‪ ∆n‬ﺍﺳﺖ‪:‬‬ ‫ﺑﻴﻦ ﺩﻭ ﺟﺮﻡ _ﻫﻤﺎﻧﮕﻮﻧﻪ ﻛﻪ ﺩﺭ ﺷـﻜﻞ )‪ (۴‬ﻣـﻲ ﺑﻴﻨﻴـﺪ ﻣـﻲ‬
‫‪δ = N max − N min‬‬ ‫) ‪(۳‬‬ ‫ﺗﻮﺍﻥ ﻳﻚ ﺗﺄﺧﻴﺮ ﻓﺎﺯ ﺭﺍ ﻧﻴﺰ ﻛﻪ ﺑﻪ ﺑﻬﺒﻮﺩ ﺁﺭﺍﻣﺶ ﻭﺣﺎﻟﺖ ﭘﺎﻳـﺪﺍﺭ‬
‫ﻧﻬﺎﻳﺘ ﹰﺎ ﻣﻌﻴﺎﺭ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﺭﺍ ﺑﺪﻭﻥ ﺑﻌﺪ ﺑـﻪ ﺩﺭﺻـﺪ‬ ‫ﺧﻮﺩﺭﻭ ﻛﻤﻚ ﻣﻲ ﻛﻨﺪ ﻣﺸﺎﻫﺪﻩ ﻛﺮﺩ‪ .‬ﺗﺄﺧﻴﺮ ﻓﺎﺯ ﺑﻮﺟﻮﺩ ﺁﻣـﺪﻩ‬
‫ﺑﺼﻮﺭﺕ ﺯﻳﺮ ﻣﯽ ﺑﺎﺷﺪ‪:‬‬ ‫ﺑﻪ ﻋﻠﺖ ﺛﺎﺑﺖ ﻓﻨﺮﯼ ﮐﻢ ﺑـﻴﻦ ﺍﺟـﺮﺍﻡ ﭼـﺮﺥ ﻟﻨﮕـﺮ ﺩﻭ ﺟﺮﻣـﯽ‬
‫‪∆n‬‬ ‫ﺍﺳﺖ‪ .‬ﺍﻳﻦ ﺳﻴﺴﺘﻢ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﻲ)‪ (ZMS/DFC‬ﻳﻚ‬
‫=‪δ‬‬ ‫‪× 100‬‬ ‫)‪(۴‬‬
‫‪n‬‬
‫ﺍﻓﺰﺍﻳﺶ ﺍﻧﺪﻛﻲ ﺩﺭ ﺟﺮﻡ ﻛﻞ ﭼﺮﺥ ﻟﻨﮕﺮ ﻧﺴﺒﺖ ﺑﻪ ﺣـﺎﻟﺘﻲ ﻛـﻪ‬
‫ﺍﺯ ﺗﻐﻴﻴﺮﺍﺕ ﻫﺎﺭﻣﻮﻧﻴﻚ ﺑﺮﺍﻱ )‪ N(t‬ﺩﺍﺭﻳﻢ‪:‬‬
‫ﻓﻘﻂ ﻳﻚ ﭼﺮﺥ ﻟﻨﮕﺮ ﻳﻜﭙﺎﺭﭼﻪ ﻭﺟﻮﺩ ﺩﺍﺷﺖ ﺍﻳﺠـﺎﺩ ﻣـﻲ ﻛﻨـﺪ‪.‬‬
‫) ‪N ( t ) = n + nˆ cos( 2π f .t‬‬ ‫) ‪(۵‬‬

‫‪٣‬‬
 ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﺷﮑﻞ )‪ (۴‬ﺩﻳﺪﻩ ﻣﯽ ﺷﻮﺩ ﮐﻪ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ‬ ‫ﻛﻪ ‪ t‬ﺯﻣﺎﻥ‪ f ،‬ﻓﺮﻛﺎﻧﺲ‪ n̂ ،‬ﺩﺍﻣﻨﻪ ﻭ ‪ n‬ﺩﻭﺭ ﻣﺘﻮﺳﻂ ﻣﻲ ﺑﺎﺷﺪ‪.‬‬
‫ﻳﺎ ﻫﻤﺎﻥ‬ ‫ﺟﺮﻣﻲ‪ ،‬ﻛﺎﻫﺶ ﭼﺸﻢ ﮔﻴﺮ ﺩﺍﻣﻨﻪ ) ‪N 2 (t‬‬ ‫ﻭ ﻟﺬﺍ ﺑﺮﺍﻱ ‪ δ‬ﻣﻘﺪﺍﺭﺟﺪﻳﺪ ﺯﻳﺮ ﺣﺎﺻﻞ ﻣﻲ ﮔﺮﺩﺩ‪:‬‬
‫ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﺑﺮ ﺭﻭﻱ ) ‪ N 2 (t‬ﻭﺟﻮﺩ ﺩﺍﺭﺩ‪.‬‬
‫̂‪n‬‬
‫ﻫﻤﺎﻧﻄﻮﺭ ﻛﻪ ﺩﺭ ﺷﻜﻞ )‪ (۶‬ﺁﻣﺪﻩ ﺍﺳﺖ ﺑﺎ ﺍﻓﺰﺍﻳﺶ ﺩﻧﺪﻩ ﺍﺯ ﺩﻧﺪﻩ‬ ‫‪δ =2‬‬ ‫) ‪(۶‬‬
‫‪n‬‬
‫‪ ۱‬ﺑﻪ ﺩﻧﺪﻩ ‪ ،۵‬ﻛﺎﻫﺶ ﻳﻚ ﺩﺭﺻﺪﻱ ﺩﺭ ‪ K 2‬ﺩﻳﺪﻩ ﻣﻲ ﺷﻮﺩ‪.‬‬ ‫ﻭﻧﻬﺎﻳﺘ ﹰﺎ ﻧﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﺩﻭﺭﺍﻧﯽ‪ ،K ،‬ﺑﻪ ﺻـﻮﺭﺕ ﺯﻳـﺮ ﺗﻌﺮﻳـﻒ ﻣـﻲ‬
‫ﺩﺭ ﺷﻜﻞ ﻫﺎﯼ )‪ (۷‬ﻭ)‪ ( ۸‬ﺑﺎ ﺍﻓﺰﺍﻳﺶ ﺑﺎﺭ ﻣﻮﺗﻮﺭ ﺍﺯ ﻧﻴﻢ ﺑﺎﺭ ﺑﻪ ﺑﺎﺭ‬
‫ﮔﺮﺩﺩ‪:‬‬
‫ﻛﺎﻣﻞ‪ ،‬ﺍﻓﺰﺍﻳﺶ ﻣﻘﺪﺍﺭ ‪ K 2‬ﺩﻳﺪﻩ ﻣﻲ ﺷﻮﺩ‪.‬‬
‫‪1‬‬
‫ﺳﭙﺲ ﺁﺯﻣﺎﻳﺸﺎﺕ ﻓﻮﻕ ﺑﺎ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﻲ‬ ‫‪K≈ δ‬‬ ‫)‪(۷‬‬
‫)‪ (ZMS/DFC‬ﺗﻜﺮﺍﺭ ﺷﺪﻧﺪ ﻛﻪ ﻧﺘﺎﻳﺞ ﺁﻥ ﺩﺭ ﺍﺷﻜﺎ ﻝ ﻓﻮﻕ‬ ‫‪3‬‬
‫ﺍﻟﺬﻛﺮ ﻣﻮﺟﻮﺩ ﻣﻲ ﺑﺎﺷﺪ‪ .‬ﻭ ﻫﻤﺎﻧﻄﻮﺭ ﮐﻪ ﻧﻤﺎﻳﺎﻥ ﺍﺳﺖ ﺗﻐﻴﻴﺮ‬ ‫ﭘﺎﺭﺍﻣﺘﺮﻫﺎﯼ‪ K1‬ﻭ‪ K2‬ﺑﺘﺮﺗﻴﺐ ﻧـﺸﺎﻥ ﺩﻫﻨـﺪﻩ ﻧـﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﺩﺭ‬
‫ﺧﺮﻭﺟﯽ ﻣﻴﻞ ﻟﻨﮓ ﻭ ﻭﺭﻭﺩﯼ ﮔﻴﺮﺑﮑﺲ ﻣﯽ ﺑﺎﺷﺪ‪.‬‬
‫ﺩﻧﺪﻩ ﺩﺭ ﻣﻘﺪﺍﺭ ‪ K 2‬ﺗﺄﺛﻴﺮﯼ ﻧﺪﺍﺭﺩ )ﺩﺭ ﺗﻤﺎﻡ ﺩﻧﺪﻩ ﻫﺎ ﺩﺭ ﺣﺎﻟﺖ‬
‫ﺑﺎﺭ ﮐﺎﻣﻞ ﺗﻘﺮﻳﺒ ﹰﺎ ﺑﺮﺍﺑﺮ ‪ %۲‬ﻭ ﺩﺭ ﻧﻴﻢ ﺑﺎﺭ ﮐﻤﺘﺮ ﺍﺯ ‪ %۲‬ﺍﺳﺖ ‪.‬‬ ‫‪ ۳‐۳‬ﺗﻮﺯﻳﻊ ﺟﺮﻡ‬
‫ﻧﻜﺘﻪ ﻗﺎﺑﻞ ﺗﻮﺟﻪ ﺁﻥ ﺍﺳﺖ ﻛﻪ ﺩﺭ ﺳﻴﺴﺘﻢ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ‬ ‫ﻣﺠﻤﻮﻉ ﻣﻤﺎﻥ ﻫﺎﻱ ﺍﻳﻨﺮﺳـﻲ ﺩﻭﺟـﺮﻡ ﺑﺎﻳـﺪ ﺗﻘﺮﻳﺒـ ًﹰﺎ ﺑـﺎ ﻣﻤـﺎﻥ‬
‫ﺟﺮﻣﻲ)‪) (ZMS/DFC‬ﺷﻜﻞ‪ (۴‬ﺗﺄﺧﻴﺮ ﻓﺎﺯ ﺑﻴﻦ ) ‪N1 (t‬‬
‫ﺍﻳﻨﺮﺳﻲ ﭼﺮﺥ ﻟﻨﮕﺮ ﻳﻜﭙﺎﺭﭼﻪ ﺑﺮﺍﺑﺮ ﺑﺎﺷﺪ ﻭ ﻧﻴﺰ ﺩﺭ ﻣﻌﺎﺩﻟـﻪ ﺯﻳـﺮ‬
‫ﻭ ) ‪ N 2 (t‬ﻭ ) ‪ M 3 (t‬ﺍﻓﺰﺍﻳﺶ ﻣﻲ ﻳﺎﺑﺪ‪ .‬ﺍﻓﺰﺍﻳﺶ ﺍﺧﺘﻼﻑ ﻓﺎﺯ‬
‫ﺻﺎﺩﻕ ﺑﺎﺷﺪ‪:‬‬
‫ﺑﺎﻋﺚ ﻣﯽ ﮔﺮﺩﺩ ﭘﻴﮏ ﻫﺎﯼ ﺑﺎﺭ ﺩﺭ ﺳﻪ ﻣﮑﺎﻥ ﻣﺘﻔﺎﻭﺕ‪ ،‬ﻫﻤﺰﻣﺎﻥ‬
‫‪J1‬‬
‫ﻧﺸﺪﻩ ﻭ ﺑﺎ ﻫﻢ ﺟﻤﻊ ﻧﮕﺮﺩﻧﺪ‪.‬‬ ‫=‪Λ‬‬ ‫‪≈1‬‬ ‫) ‪(۸‬‬
‫ﺟﺰﺋیﺎﺕ ﺑﻴﺸﺘﺮ ﺩﺭ ﻣﻮﺭﺩ ﻭﺳﺎﺋﻞ ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﯼ‪ ،‬ﺧﻄﺎ ﻭ ﺳﻴﺴﺘﻢ‬ ‫‪J2‬‬
‫‪ J1‬ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﻣﻴﻞ ﻟﻨﮓ ﻭ ﻗﺴﻤﺘﻬﺎﻱ ﺩﻭﺍﺭ‪ ،‬ﺑﻌـﻼﻭﻩ ﺟـﺮﻡ‬
‫ﮐﻨﺘــﺮﻝ ﺁﻧﻬــﺎ ﺩﺭ ﻣﺮﺍﺟــﻊ ]‪ [۱۱‬ﻭ]‪ [۱۲‬ﮐــﻪ ﺗﻮﺳــﻂ ﺧﺒﺮﻧﺎﻣــﻪ‬
‫ﺍﻭﻟﻴﻪ ﺑﻮﺩﻩ ﻭ ‪ J 2‬ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﺟـﺮﻡ ﺛﺎﻧﻮﻳـﻪ‪ ،‬ﺻـﻔﺤﻪ ﻛـﻼﭺ‪،‬‬
‫ﺍﻧﺠﻤﻦ ﻣﻬﻨﺪﺳﺎﻥ ﺁﻟﻤﺎﻥ ﻭ ﮔﺰﺍﺭﺵ ﻣﺸﺘﺮﮎ ﮐﺎﺭﺧﺎﻧﻪ ﺯﻳﻤـﻨﺲ‬ ‫ﻛﻮﭘﻠﻴﻨﮓ ﻭ ﻣﺤـﻮﺭ ﻭﺭﻭﺩﯼ ﺟﻌﺒـﻪ ﺩﻧـﺪﻩ ﺍﺳـﺖ‪ .‬ﻭﻟـﻲ ﺑـﺪﻟﻴﻞ‬
‫ﻭ ﻓﻮﻟﮑﺲ ﻭﺍﮔﻦ ﻣﻨﺘﺸﺮ ﮔﺮﺩﻳﺪﻩ ﺍﺳﺖ‪ ،‬ﻣﻮﺟﻮﺩ ﻣﯽ ﺑﺎﺷﺪ‪.‬‬ ‫ﻣﺤﺪﻭﺩﻳﺘﻬﺎﻱ ﮔﺮﻣـﺎﻳﻲ ﺩﺭ ﻛـﻼﭺ ﺑﺎﻳـﺪ ﺟـﺮﻡ ﺛﺎﻧﻮﻳـﻪ ﺑﺰﺭﮔﺘـﺮ‬
‫‪ ‐۵‬ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﺩﺭ ﻧﺮﻡ ﺍﻓﺰﺍﺭ ‪ADAMS‬‬ ‫ﺍﻧﺘﺨﺎﺏ ﺷﻮﺩ ﺗﺎ ﺩﺭ ﺍﺛﺮ ﺍﺻﻄﻜﺎﻙ ﺍﻓﺰﺍﻳﺶ ﺩﻣﺎﻱ ﻛﻤﺘﺮﻱ ﺩﺍﺷﺘﻪ‬
‫ﺑﺎﺷﺪ ﻭﻛﻼﭺ ﺁﺳﻴﺐ ﻧﺒﻴﻨﺪ‪.‬‬
‫ﻧﺮﻡ ﺍﻓﺰﺍﺭ ‪ ADAMS‬ﻳﻚ ﺣﻞ ﮔﺮ ﺳﻴﺴﺘﻢ ﻫـﺎﻱ ﺩﻳﻨـﺎﻣﻴﻜﻲ‬
‫‪‐۴‬ﺗﺸﺮﻳﺢ ﺁﺯﻣﺎﻳﺶ ﻭ ﺑﺮﺭﺳﻲ ﻧﺘﺎﻳﺞ‬
‫ﺍﺳﺖ ﻛﻪ ﺩﺭ ﻣﺴﺌﻠﻪ ﻫﺎﻱ ﭼﻨﺪﺣﺠﻤﻲ )‪ (MKS‬ﺗﻮﺍﻧﻤﻨﺪﻳﻬﺎﻱ‬
‫ﺍﺑﺘﺪﺍ ﺁﺯﻣﺎﻳﺶ ﺑﺮ ﺭﻭﻱ ﻣﻮﺗﻮﺭ ﺑﺎ ﭼﺮﺥ ﻟﻨﮕﺮ ﺗﻚ ﺟﺮﻣﻲ ﺻﻮﺭﺕ‬
‫ﺑﺴﻴﺎﺭﻱ ﺩﺍﺭﺩ]‪.[۱۳‬‬
‫ﮔﺮﻓﺖ ﻭ ﻣﻘﺪﺍﺭ ) ‪ N1 (t‬ﺩﻭﺭ ﺧﺮﻭﺟﻲ ﻣﻴﻞ ﻟﻨﮓ ﻭ ) ‪ N 2 (t‬ﺩﻭﺭ‬
‫ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﺳﻴﺴﺘﻢ ﻣﻜﺎﻧﻴﻜﻲ ﺍﻧﺘﻘـﺎﻝ ﻗـﺪﺭﺕ‪ ،‬ﺩﺭﺷـﻜﻞ )‪(۳‬‬ ‫ﻭﺭﻭﺩﻱ ﺑﻪ ﺟﻌﺒﻪ ﺩﻧﺪﻩ ﻭ ) ‪ M 3 (t‬ﻣﻘﺪﺍﺭ ﮔﺸﺘﺎﻭﺭ ﺧﺮﻭﺟﻲ ﺍﺯ‬
‫ﻧﺸﺎﻥ ﺩﺍﺩﻩ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺩﺭ ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﺻﻮﺭﺕ ﮔﺮﻓﺘﻪ‪ ،‬ﻣﻘـﺪﺍﺭ‬ ‫ﺟﻌﺒﻪ ﺩﻧﺪﻩ ﺑﻮﺩﻩ ﻛﻪ ﻧﺘﺎﻳﺞ ﺩﺭ ﺷﻜﻞ)‪ (۴‬ﻧﺸﺎﻥ ﺩﺍﺩﻩ ﺷﺪﻩ‬
‫ﺍﻧﺪﺯﻩ ﮔﻴﺮﻱ ﺷﺪﻩ ) ‪ N1 (t‬ﺑﻪ ﻋﻨﻮﺍﻥ ﻭﺭﻭﺩﻱ ﻣﻲ ﺑﺎﺷﺪ‪ .‬ﺑـﺮﺍﻱ‬ ‫ﺍﺳﺖ‪.‬ﭼﻨﺎﭼﻪ ﺍﻧﺘﻈﺎﺭ ﻣﻲ ﺭﻓﺖ ﻳﻚ ﺍﺧﺘﻼﻑ ﻓﺎﺯ ‪ ϕ‬ﺑﻴﻦ‬
‫ﺗﻤﺎﻡ ﻗﻄﻌﺎﺕ ﻣﻮﺟﻮﺩ ﺩﺭ ﺳﻴﺴﺘﻢ ﺍﻧﺘﻘﺎﻝ ﻗﺪﺭﺕ ﺑﻪ ﺩﻟﻴﻞ ﻭﺟﻮﺩ‬ ‫) ‪ N1 (t‬ﻭ ) ‪ N 2 (t‬ﻭ ) ‪ M 3 (t‬ﻭﺟﻮﺩ ﺩﺍﺭﺩ ﻭ ﻋﻼﻭﻩ ﺑﺮ ﺁﻥ‪،‬‬
‫ﺣﺎﻟﺖ ﺍﻻﺳﺘﻴﻚ‪ ،‬ﻋﻼﻭﻩ ﺑﺮﺟﺮﻡ‪ ،‬ﻳﻚ ﺳﻴﺴﺘﻢ ﻓﻨﺮ ﻭ ﺩﻣﭙـﺮ ﻧﻴـﺰ‬ ‫ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﺩﺭ ﻣﺤﻮﺭ ﻭﺭﻭﺩﻱ ﺟﻌﺒﻪ ﺩﻧﺪﻩ ﺯﻳﺎﺩ‬
‫ﻟﺤﺎﻅ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺩﺭ ﻣﻮﺭﺩ ﻟﻘﻲ ﻫﺎﻱ ﺑـﻴﻦ ﺍﻋـﻀﺎﺀ ﻧﻴـﺰ‪ ،‬ﻳـﻚ‬ ‫ﺍﺳﺖ‪.‬‬
‫ﺳﻴﺴﺘﻢ ﻓﻨﺮ ﻭﺩﻣﭙﺮ ﺩﺭ ﻧﻈﺮ ﮔﺮﻓﺘﻪ ﺷـﺪﻩ‪ ،‬ﻛـﻪ ﺑـﻪ ﺍﺯﺍﻱ ﺗﻐﻴﻴـﺮ‬ ‫ﻻﺯﻡ ﺑﻪ ﺫﻛﺮ ﺍﺳﺖ ﻧﻮﺳﺎﻧﺎﺕ ) ‪ N 2 (t‬ﺑﺎﻋﺚ ﺍﻳﺠﺎﺩ ﻟﺮﺯﺷﻬﺎ ﺩﺭ‬
‫ﻣﻜﺎﻧﻲ ﺑﻪ ﻣﻘﺪﺍﺭﻟﻘﻲ‪ ،‬ﻣﻘﺪﺍﺭﺿﺮﺍﻳﺐ ﻓﻨﺮﺻﻔﺮ ﺑﺎﺷﺪ‪[۱۸ ... ۱۴].‬‬ ‫ﺍﺗﺎﻕ ﻭ ﻛﺎﻫﺶ ﺁﺭﺍﻣﺶ ﺳﺮﻧﺸﻴﻨﺎﻥ ﻣﻲ ﺷﻮﺩ‪ .‬ﻭ ﺑﻌﺪ ﺍﺯ ﻭﺭﻭﺩ‬
‫ﺩﺭﻣﺪﻝ ﺷﺒﻴﻪ ﺳﺎﺯﻱ ﺷﺪﻩ ﺗﻐﻴﻴﺮﺍﺕ ﭘﺎﺭﺍﻣﺘﺮﻫﺎﯼ ﺿﺮﻳﺐ ﺛﺎﺑـﺖ‬ ‫ﻧﻮﺳﺎﻧﺎﺕ ﺑﻪ ﮔﻴﺮﺑﻜﺲ‪ ،‬ﺳﻴﺴﺘﻤﻲ ﺑﺮﺍﻱ ﻛﺎﺳﺘﻦ ﻧﻮﺳﺎﻧﺎﺕ ﻭﺟﻮﺩ‬
‫ﻓﻨﺮ‪ ،‬ﺿﺮﻳﺐ ﺍﺳﺘﻬﻼﻙ ﻓﻨﺮ ﻭ ﻟﻐـﺰﺵ ﺑـﻴﻦ ﺻـﻔﺤﺎﺕ ﺩﻭ ﺟـﺮﻡ‬ ‫ﻧﺪﺍﺭﺩ‪ .‬ﻟﺬﺍ ﻫﺪﻑ ﺍﺻﻠﻲ ﻛﺎﻫﺶ ﻧﻮﺳﺎﻧﺎﺕ ) ‪ N 2 (t‬ﻣﻲ ﺑﺎﺷﺪ‪ .‬ﺩﺭ‬

‫‪٤‬‬
 ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫‐ ﻛﺎﻫﺶ ﺟﺮﻡ ﺳﻮﺍﺭ ﺑﺮ ﺭﻭﻱ ﻣﻴﻞ ﻟﻨﮓ ﻭ ﺍﻓﺰﺍﻳﺶ ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ‬ ‫ﭼﺮﺥ ﻟﻨﮕﺮ ﺑﺮﺭﻭﯼ ﻧﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﻫﺎﯼ ﺩﻭﺭﺍﻧﯽ ﺑﺮﺭﺳﯽ ﻭ ﻣﻄﺎﻟﻌـﻪ‬
‫ﻫﺎﻱ ﺩﻭﺭﺍﻧﻲ ﺑﺮ ﺭﻭﻱ ﻣﻴﻞ ﻟﻨﮓ‪،‬‬ ‫ﮔﺮﺩﻳﺪ‪.‬‬
‫‪ ‐۶‬ﻧﺘﺎﻳﺞ‬
‫‪ ‐۷‬ﭘﻴﺸﻨﻬﺎﺩﺍﺕ ﺑﺮﺍﯼ ﺗﺪﺍﻭﻡ ﺗﺤﻘﻴﻖ‬
‫ﺑﻪ ﻣﻌﺎﻳﺐ ﺳﻴﺴﺘﻤﻬﺎﻱ ﻣﺘﺪﺍﻭﻝ ﺍﻣـﺮﻭﺯﻱ ﺩﺭﺑﺨـﺶ ‪ ۲‬ﺑـﺼﻮﺭﺕ‬
‫‐ ﻳﺎﻓﺘﻦ ﭘﺎﺭﺍﻣﺘﺮﻫﺎﯼ ﺣﺴﺎﺱ ﻭ ﻣﻮﺛﺮ ﻃﺮﺍﺣﯽ ﺳﻴـﺴﺘﻢ ﭼـﺮﺥ‬
‫ﺧﻼﺻــﻪ ﭘﺮﺩﺍﺧﺘــﻪ ﺷــﺪ‪ ،‬ﻭﻟــﻲ ﻧﻜﺘ ـﻪ ﻗﺎﺑــﻞ ﺗﻮﺟــﻪ ﺩﺭ ﻫﻤــﻪ‬
‫ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ‪.‬‬
‫ﺳﻴﺴﺘﻤﻬﺎﻱ ﻣﺘﺪﺍﻭﻝ‪ ،‬ﻟﺮﺯﺷﻬﺎﻳﻲ ﺩﺭ ﺍﺗﺎﻗﻚ ﻭ ﻛـﺎﻫﺶ ﺁﺭﺍﻣـﺶ‬
‫‐ ﺗﻮﺟﻪ ﺑﻪ ﺍﻳﻦ ﻧﮑﺘﻪ ﺣﺎﺋﺰ ﺍﻫﻤﻴﺖ ﺍﺳﺖ ﮐﻪ ﺩﺭ ﺣﻴﻦ ﺧـﺎﻣﻮﺵ‬
‫ﺳﺮﻧﺸﻴﻨﺎﻥ ﻣﻲ ﺑﺎﺷﺪ ﻛـﻪ ﺩﺭﺳـﺎﻣﺎﻧﻪ ﭼـﺮﺥ ﻟﻨﮕـﺮ ﺩﻭ ﺟﺮﻣـﻲ‬
‫ﻭ ﺭﻭﺷﻦ ﺷﺪﻥ‪ ،‬ﺳﺎﻣﺎﻧﻪ ﭼﺮﺥ ﻟﻨﮕـﺮ ﺩﻭﺟﺮﻣـﯽ ﺍﺯ ﺩﻭﺭ ﺑﺤﺮﺍﻧـﯽ‬
‫)‪ (ZMS/DFC‬ﻧﺴﺒﺖ ﺑﻪ ﺗﮏ ﺟﺮﻣﯽ ﺗﺎ ‪ ،3000rpm‬ﺍﻳـﻦ‬
‫ﻣﯽ ﮔﺬﺭﺩ‪ .‬ﻭ ﺳـﺎﻣﺎﻧﻪ ﻫـﺎﻳﯽ ﺑـﺮﺍﻱ ﮐـﺎﻫﺶ ﻣـﺼﺮﻑ ﺳـﻮﺧﺖ‬
‫ﺍﺛﺮﺍﺕ ﺭﺍ ﺗﺎ ‪ %۵۰‬ﮐﺎﻫﺶ ﺩﺍﺩﻩ ﺍﺳﺖ‪.‬‬
‫ﻃﺮﺍﺣﯽ ﺷﺪﻩ ﮐﻪ ﺑﺎ ﻓﺮﻣﺎﻥ ﮔﻴـﺮﯼ ﺍﺯ ﭘـﺪﺍﻝ ﮔـﺎﺯ ﻗﺎﺩﺭﻧـﺪ ﺩﺭ‬
‫ﺳﻴــﺴﺘﻤﻬﺎﻱ ﻣــﺪﻳﺮﻳﺖ ﺍﻟﻜﺘﺮﻭﻧﻴﮑــﯽ ﮐــﻼﭺ )‪،[۱۳] (EKM‬‬
‫ﭘﺸﺖ ﭼﺮﺍﻍ ﻗﺮﻣـﺰ ﻫـﺎ ﻣﻮﺗـﻮﺭ ﺭﺍ ﺧـﺎﻣﻮﺵ ﻭ ﺭﻭﺷـﻦ ﻧﻤﺎﻳﻨـﺪ‪.‬‬
‫]‪ [۲۰] ،[۱۹‬ﮐﻪ ﺗﻮﺳﻂ ﻣﻮﻟﻒ ﺩﺭ ﻣﻘﺎﻻﺕ ﺟﺪﺍﮔﺎﻧﻪ ﺍﻱ ﻣـﻮﺭﺩ‬
‫ﺑﺮﺭﺳﯽ ﺗﻠﻔﻴﻖ ﺍﻳﻦ ﺩﻭ ﺳﺎﻣﺎﻧﻪ ﺍﺳﺖ‪.‬‬
‫ﺁﺯﻣﺎﻳﺶ‪ ،‬ﺗﺤﻘﻴﻖ‪ ،‬ﺑﺮﺭﺳﯽ ﻭ ﺷﺒﻴﻪ ﺳﺎﺯﯼ ﺑﺎ ‪ ADAMS‬ﻗﺮﺍﺭ‬
‫‐ ﺑﺮﺭﺳﯽ ﻣﻴﺰﺍﻥ ﮐﺎﻫﺶ ﺍﺛﺮﺍﺕ ﻧﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﺩﻭﺭﺍﻧﯽ ﺩﺭ ﺻﻮﺭﺕ‬
‫ﺑﮑﺎﺭﮔﻴﺮﯼ ﻫﻤﺰﻣﺎﻥ ﺩﻭ ﺳﺎﻣﺎﻧﻪ ‪ EKM‬ﻭ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ‬ ‫ﮔﺮﻓﺘﻪ ﻗﺎﺩﺭ ﺑﻪ ﺑﺮﺁﻭﺭﺩﻩ ﻛﺮﺩﻥ ﺍﻳﻦ ﻣﻨﻈﻮﺭ ﻣﻲ ﺑﺎﺷـﺪ‪ ،‬ﻭﻟـﻲ ﺑـﻪ‬
‫ﻭ ﻣﻘﺮﻭﻥ ﻭ ﺑﺎ ﺻﺮﻓﻪ ﺑﻮﺩﻥ ﺁﻥ‪.‬‬ ‫ﻋﻠﺖ ﮔﺮﺍﻧﻘﻴﻤﺖ ﺑﻮﺩﻥ ﻭ ﻫﻤﭽﻨﻴﻦ ﭘﻴﭽﻴﺪﮔﻲ‪ ،‬ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﻳـﻚ‬
‫‪ ‐۸‬ﻣﻨﺎﺑﻊ ﻭ ﻣﺂﺧﺬ‬ ‫ﺳﻴﺴﺘﻢ ﻣﻜﺎﻧﻴﻜﻲ ﺳﺎﺩﻩ ‪ ،‬ﺍﺭﺯﺍﻥ ﻭ ﺗﻌﻤﻴﺮ ﭘﺬﻳﺮ ﺍﺭﺟﺤﻴﺖ ﺩﺍﺭﺩ‪.‬‬
‫‪[١] Bernhardt, W., Heidemeyer, P.‬‬
‫ﺑﻪ ﺍﺧﺘﺼﺎﺭ ) ‪ (ZMS/DFC‬ﺩﺍﺭﺍﻱ ﻣﺤﺎﺳﻦ ﺯﻳﺮ ﻣﻲ ﺑﺎﺷﺪ‪:‬‬
‫‪Innovative Triebstrangsysteme fuer das‬‬
‫‪Aggregatemanagement, VDI-Berichte Nr, 977, VW‬‬ ‫‐ ﻛﺎﻫﺶ ﻣﺼﺮﻑ ﺳﻮﺧﺖ‪ ،‬ﺑﺎ ﮐﺎﻫﺶ ﺩﻭﺭ ﻣﻮﺗﻮﺭ ﺑـﺪﻭﻥ ﺍﻳﺠـﺎﺩ‬
‫‪Forschung und Entwicklung, VDI-Verlag,‬‬ ‫ﭘﺪﻳﺪﻩ ﺗﺸﺪﻳﺪ ﺩﺭ ﺣﺎﻟﺖ ﺑﺪﻭﻥ ﺑﺎﺭ‪.‬‬
‫‪Duesseldorf, 1992‬‬
‫‪[٢] Foerster, H.J.‬‬ ‫‐ ﻛﺎﻫﺶ ﺁﻟﻮﺩﮔﻲ‪ ،‬ﺑﻪ ﻋﻠﺖ ﻛﺎﻫﺶ ﻣﺼﺮﻑ ﺳﻮﺧﺖ‪.‬‬
‫‪Die Kraftuebertragung im Fahrzeug vom Motor bis‬‬ ‫‐ ﻛﺎﻫﺶ ﺳﺮ ﻭ ﺻﺪﺍ ﺑﻪ ﻋﻠﺖ ﭘﺎﺋﻴﻦ ﺑﻮﺩﻥ ﺩﻭﺭ ﻣﻮﺗﻮﺭ ﻭ ﮐﺎﻫﺶ‬
‫‪zu den Raedern, handgeschaltete Getriebe, Verlag‬‬
‫ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﻭﺭﻭﺩﯼ ﺑﻪ ﮔﻴﺮﺑﮑﺲ‪.‬‬
‫‪TUV Rheinland, Koeln, 1987‬‬
‫‪[٣] Bernhardt, W.,.‬‬ ‫‐ ﺍﻓﺰﺍﻳﺶ ﻋﻤﺮﻗﻄﻌﺎﺕ ﺍﺯ ﻃﺮﻳـﻖ ﺣـﺬﻑ ﭘﻴـﻚ ﺑـﺎﺭ‪ ،‬ﻛـﺎﻫﺶ‬
‫‪Motor-Getriebe-Management-Systeme fuer‬‬
‫ﻧﺎﻳﻜﻨﻮﺍﺧﺘﻲ ﻫﺎﻱ ﻭﺭﻭﺩﯼ ﺑﻪ ﮔﻴﺮﺑﮑﺲ ﻭ ﺩﺭ ﻧﺘﻴﺠﻪ ﮐﺎﻫﺶ‬
‫‪Kraftfahrzeuge, Volkswagen AG Forschung‬‬
‫‪Aggregatetechnik Leitung, Wolfsburg,‬‬ ‫ﺑﺎﺭ ﺩﻳﻨﺎﻣﻴﮑﯽ‪.‬‬
‫‪Vorlesungsmanuskript WS 92/93, TU Berlin, 1993‬‬
‫‐ ﺗﻌﻮﻳﺾ ﺩﻧﺪﻩ ﺭﺍﺣﺘﺘﺮ ﺑﻪ ﻋﻠﺖ ﻋﺪﻡ ﻭﺟﻮﺩ ﻓﻨـﺮ ﻭ ﺩﻣﭙـﺮ ﺩﺭ‬
‫‪[٤] Appel, H..‬‬
‫‪Grundlagen der Kraftfahrzeugtechnik I, Umdruck‬‬ ‫ﺻﻔﺤﻪ ﻛﻼﭺ ﻭ ﻛﺎﻫﺶ ﻣﻤﺎﻥ ﺍﻳﻨﺮﺳﻲ ﺁﻥ‪.‬‬
‫‪zur Vorlesung, Institut fuer Fahrzeugtechnik, TU‬‬ ‫‐ ﺣﺬﻑ ﻓﻨﺮ ﻭ ﺩﻣﭙﺮ ﺍﺯ ﻛﻼﭺ‪.‬‬
‫‪Berlin, 1987‬‬
‫‪[٥] Engelmann, P.A.‬‬ ‫ﻣﻌﺎﻳﺐ ﺍﻳﻦ ﺳﻴﺴﺘﻢ ﻋﺒﺎﺭﺗﻨﺪ ﺍﺯ‪:‬‬
‫‪Beitrag zur Konfiguration und Berechnung von‬‬ ‫‐ ﺍﻓﺰﺍﻳﺶ ﺍﻧﺪﻙ ﻭﺯﻥ ﻛﻪ ﺩﺭ ﻣﻘﺎﺑﻞ ﺑﺎ ﻭﺯﻥ ﺧﻮﺩﺭﻭ ﻗﺎﺑﻞ ﺻﺮﻑ‬
‫‪dynamisch beanspruchten Kraftfahrzeug-‬‬
‫‪Antriebsstraengen, Dissertation, Aachen 1991‬‬
‫ﻧﻈﺮ ﻛﺮﺩﻥ ﺍﺳﺖ‪.‬‬
‫‪[٦] Bishop, R.E.D, Johnson, D.C.‬‬

‫‪٥‬‬
 ‫– ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬١٣٨۴ ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ‬

Antriebstechnik, Springer-Verlag, Berlin, The mechanics of Vibration, Cambridge University

Heidelberg, New York, 1988 Press, Cambridge, 1960
[١٧] Moeller, D.P.F [٧] Bogoljulow, N.N., Mitropolski,
Simulationstechnik, 3. Symposium Asymptotische Methoden in der Theorie der
Simulationstechnik Bad Muenster, Informatik- nichtlinearen Schwingungen, Akademischer Verlag,
Fachberichte Nr. 109, Springer-Verlag, Berlin, Berlin, 1965
Heidelberg, New York, Tokyo, 1985 [٨] Krueger, H.
[١٨] Oh, K.P Leerlauf, Abschaltung und Wiederstart des
Drive-an interactive Programm for simulating Ottomotors beim Einsatz im Schwungnutzbetrieb,
driveline dynamics, Computers in Engineering, Vol. Dissertation, TU-Berlin, 1994
2, New York,1984 [٩] Beigzadeh Abbassi, M.
[١٩] Katsumi, K., Hiroshi, I., Shinya, N., Kenichi, Y. Reduzierung der Torsionsungleichformigkeit im
Torque Converter Clutch Slip Control System, Kraftfahrzeugantriebsstrang mit neuartigen
Toyota Motor Corp., Toyota Central RD Labs. Inc., Systemen, Dissertation, 1997
SAE Technical Paper Series, Nr. 950672, Detroit, [١٠] Drexl, H.J.
1995 Der Torsionsdaempfer in der Kupplungsscheibe,
[٢٠] Kremmlin, B., Fischer, R. VDI-Berichte Nr. 697, VDI-Verlag, Duesseldorf,
Automatische Kupplung-Das neue LuK-EKM, 5. 1988, S. 133-158
Internationales Kolloqium, Baden-Baden, 1994 [١١] Kullmann, D., Lemke, K.J.
Universal-Getriebe-Pruefstand, Sonderdruck aus
VDI-Berichte Nr. 681, VDI-Verlag, Duesseldorf,
1988, S. 159-176
[١٢] o.V.
Betriebsanleitung zum Siemens/Volkswagen-
Universal-Getriebepruefstand, Inv.-Nr.93 733, AZ
674 450 / 762 566, Erlangen, 1993
[١٣] Bertels, M., Fischer, E..
ADAMS: Ein universelles Programm zur
‫( _ ﻧﻤﺎﻳﺸﯽ ﻃﺮﺣﻮﺍﺭ ﺍﺯ ﺳﺎﻣﺎﻧﻪ ﭼﺮﺥ‬۱) ‫ﺷﮑﻞ‬ Berechnung der Dynamik groszer Bewegungen
‫ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ‬ Automobiltechnische Zeitschrift 86 (84) 9, Stuttgart,
1984
[١٤] Gerndt, M.
Methodologische Untersuchung der
Simulationsmethode, Dissertation, TU Berlin, 1987
[١٥] Gosdin, M.
Analyse und Optimierung des dynamischen
Verhaltens eines PKW-Antriebsstranges,
Fortschrittberichte VDI, Reihe 11, Nr. 69, VDI-
Verlag, Duesseldorf, 1985
[١٦] Laschet, A.
Simulation von Antriebssystemen, Modellbildung
der Schwingungssysteme und Beispiele aus der

٦
‫(_ ﺗﺄﺛﻴﺮ ﺍﻓﺰﺍﻳﺶ ﺗﻌﺪﺍﺩ ﺳﻴﻠﻨﺪﺭ ﺑﺮ‬۲) ‫ﺷﮑﻞ‬
‫ﮐﺎﻫﺶ ﻧﺎﻳﮑﻨﻮﺍﺧﺘﯽ ﺩﻭﺭﺍﻧﯽ‬
 ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﺷﮑﻞ )‪ _(۳‬ﻧﻤﺎﻳﺶ ﺩﻳﻨﺎﻣﻴﮑﻲ ﺳﺎﻣﺎﻧﻪ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﻲ ﺑﻪ ﻫﻤﺮﺍﻩ ﺗﻤﺎﻡ ﺍﺟﺰﺍﯼ ﺩﻭﺍﺭ‬

‫ﺷﮑﻞ )‪ _(۵‬ﻧﻤﺎﻳﺶ ﺗﻌﺮﻳﻒ ﺩﻭﺭ ﻣﺘﻮﺳﻂ ‪ n‬ﺑﺮ ﺭﻭﯼ ﻳﮏ‬

‫ﺩﻭﺭﻩ ﺗﻨﺎﻭﺏ ﻣﻴﻞ ﻟﻨﮓ‬

‫ﺷﮑﻞ )‪ _(۴‬ﻭﺟﻮﺩ ﺍﺧﺘﻼﻑ ﻓﺎﺯ ‪ ϕ‬ﺑﻴﻦ ﺧﺮﻭﺟﯽ ﭼﺮﺥ‬

‫ﻟﻨﮕﺮ ﻭ ﻭﺭﻭﺩﯼ ﮔﻴﺮﺑﮑﺲ ﺑﻪ ﺗﺄ ﺛﻴﺮ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ‬
‫‪.‬‬ ‫ﺑﺮ ﺭﻭﯼ ﻧﻮﺳﺎﻧﺎﺕ‪N2‬‬

‫‪٧‬‬
 ‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﺷﮑﻞ )‪ _(۶‬ﺗﺄﺛﻴﺮ ﺍﻓﺰﺍﻳﺶ ﺩﻧﺪﻩ ﺑﺮ ﺭﻭﯼ ‪ K2‬ﺩﺭ ﺩﻭ ﺣﺎﻟﺖ ﺑﺎﺭ‬

‫ﮐﺎﻣﻞ ﻭ ﻧﻴﻢ ﺑﺎﺭ‬

‫ﺷﮑﻞ )‪ _(۷‬ﺗﻔﺎﻭﺕ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ ﺑﺎ ﭼﺮﺥ‬

‫ﻟﻨﮕﺮ ﺳﺎﺩﻩ ﺩﺭ ﮐﺎﻫﺶ ‪ K2‬ﺩﺭ ﺣﺎﻟﺖ ﺑﺎﺭﮐﺎﻣﻞ‬

‫‪٨‬‬
‫ﺳﻴﺰﺩﻫﻤﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺳﺎﻻﻧﻪ )ﺑﻴﻦ ﺍﻟﻤﻠﻠﻲ( ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ ‐ ﺍﺭﺩﻳﺒﻬﺸﺖ ‪ –١٣٨۴‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺍﺻﻔﻬﺎﻥ‬

‫ﺷﮑﻞ )‪ _(۸‬ﺗﻔﺎﻭﺕ ﭼﺮﺥ ﻟﻨﮕﺮ ﺩﻭ ﺟﺮﻣﯽ ﺑﺎ ﭼﺮﺥ‬

‫ﻟﻨﮕﺮ ﺳﺎﺩﻩ ﺩﺭ ﮐﺎﻫﺶ ‪ K2‬ﺩﺭ ﺣﺎﻟﺖ ﻧﻴﻢ ﺑﺎﺭ‬

‫‪٩‬‬