汽車專業(yè)外文文獻(xiàn)翻譯--適應(yīng)性離合器在機(jī)械自動(dòng)傳動(dòng)中的加工控制

1、<p><b>　　外文文獻(xiàn)翻譯</b></p><p><b>　　附錄A（英文原文）</b></p><p>　　Adaptive Clutch Engaging Process Control Automatic Mechanical Transmission</p><p>　　LIU Hai’ou(劉海

2、鷗),CHEN HUI’yan(陳慧巖),DING Hua’rong(丁華榮),HE Zhong’bo(何忠波)</p><p>　　Abstract: Based on detail analysis of cluch engaging process control targets and adaptive demands,a control strategy which is based on speed

3、 signal,different from that of based on main clutch displacement signal,is put forward.It considers both jerk and slipping work which are the most commonly used quality evaluating indexes of vehicle starting phase.The ad

4、aptive control system and its reference model are discussed profoundly.Taking the adaptability to different starting gears and different ro</p><p>　　Key words: automatic mechanical transmission(AMT); trans

5、mission technology; adaptive control; main clutch engagement</p><p>　　The engaging process control strategy of friction main clutch,whether wet or dry,is the focus in vehicle technology field.Some of the c

6、ontrol strategies are based on main clutch displacement signal.An adaptive control strategy has been developed, which is based on main clutch out put shaft speed signal grounded on our research work.It is proved to have

7、extensive adaptability.</p><p>　　1 Control Targets and Adaptive Demands</p><p>　　The most commonly used quality evaluating indexes of vehicle starting phase are jerk and slipping work.</p>

8、;<p>　　Jerk—As an index evaluating the smoothness in vehicle starting phase, the jerk is the rate of vehicle longitudinal acceleration.According to this definition,the expression of jerk is given as</p><

9、;p>　　j=da/dt=d2v/dt2 (1)</p><p>　　where j is the jerk;v and a are the vehicle running speed and acceleration respectively.</p><p>　　According to vehicle dynamics

10、,the vehicle-run-ning speed is determined by the balance between engine traction force and running resistance and can be expressed as</p><p><b>　　(2)</b></p><p>　　Where is the engin

11、e out put torque;G is the vehicle total weight; r is the driving wheel radius; f and are the road resistance coefficient and ram p way angle respectively; is the air resistance coefficient.</p><p>　　The fu

12、nction of a mechanism is to transform motion from one rigid body to another as part of the action of a machine,There are three types of common mechanical device that can be used as basic elements of a mechanism.</p>

13、;<p>　　1.—Gear system,in which toothed members in contact transmit motion between rotating shafts.</p><p>　　2.Cam system,where a uniform motion of an input member I converted into a nonunifirm motion

14、of the output member.</p><p>　　3.Plane and spatial linkages are also useful in creating mechanical motions for a point or rigid body.</p><p>　　Mechanisms form thee basic geometrical element of m

15、any mechanical devices including automatic machinery,typewriters,mechanical toys,textile machinery,and others.A mechanism typically is designed to create a desired motion of a rigid body relative to a reference member.Ki

16、nematic design,or kinematic syntheses,of mechanisms often is the first step in the design of a complete machine.When forces are considered,the additional problems of dynamics,bearing loads,stresses,lubrication,and the li

17、ke are in</p><p>　　Gear are machine elements that transmit motion by means of successively engaging teeth,Gears transmit motion from one ratating shaft to another, or to a rack that translates. Numerous appl

18、ications exist in which a constant angular velocity ratio(or constant torque ratio)must be transmitted between shafts, Based on the variety of gear types available, there is no restriction that the input and the output s

19、hafts need be either in-line or parallel.Nonlinear angular velocity tratios are also availab</p><p>　　There are several standard gear types.For applications with parallel shafts,straight spur gear,parallel h

20、elical,or herringbone gears are usually used,In the case of intersecting shafts,straight bevel or spiral bevel gears are employed.For nonintersecting and nonparallel shafts,crossed helical,worm,face,skew bevel or hypoid

21、gears would be acceptable choices.For spur gears,the pirch circles of mating gears are tangent to wach other.They roll on one another without sliding.The addendum is the heig</p><p>　　Helical gears are used

22、 to transmit motion between parallel shafts.The helix angle I the same on each gear,but one gear must have a right-hand helix and the other a left-hand helix.The shape of the tooth is the angular edge of the paper become

23、s a helix.If wo unwind this paper,eachpoint on the angulaaar edge genetares an involute curve,The surface obtained when every point on the edge generates an involute is called an involute helicoids.in helical gears,the l

24、ine is diagonal across the face of the</p><p>　　Straight bevel gears are easy to design and simple to manufacture and give very good results in service if they are mounted accurately and positively.As in the

25、 case of spur gears,however,they become noisy at higher values of the pitch-line velocity.In shese cases it is often good design practice to go to the spiral bevel gear,which is the bevel counterpart of the helical gear.

26、As in the case of helicaal gears,spiral bevel bears give a much smoother tooth action than strain bevel gears,and hence a</p><p>　　A shaft is a rotating or stationary member.usually of circular cross section

27、,having mounted power-transmission lements.Shafmay subjected to bending,tension,compression,or torsional loads,acting singly or in combination with one another,When they are combined,one may expect to find both static an

28、d fatigue strength to be important design considerations,since a single shaft may be subjected too static stresses,completely reversed,and repeated stresses,aii acting at the same time.</p><p>　　The word “sh

29、aft” cover numerous variationgs,such as axles and spindles.An axle is a shaft,either stationary or rotating,not subjected to torsion load.A short rotating shaft is often called a spindle.</p><p>　　When eithe

30、r the lateral or the torsional deflection of a shaft must be held to close limits,the shaft must be sized on the basis of deflection,before analyzing the stresses,The reason for this is that,if the shaft is made stiff en

31、ough so that the deflection is not too large,it is probable that the resulting stresses will be safe,But by no means should the designer assume that they are safe;it is almost always necessary to calculate them so that h

32、e knows they are within acceptable limits.Whenever</p><p>　　According to the discussion of vehicle dynamics, the control of jerk and slipping work is related to the change rate of main clutch transmitting to

33、rque. However, the torque transducer cannot be installed in the control system,so the transient torque signal cannot be obtained directly.A method that some investigators use is to control the output torque through contr

34、olling main clutch engaging displacement.But the displacement can only reflect torque change indirectly. Their corresponding relation</p><p>　　2 Conclusions</p><p>　　①The key technique of adapti

35、ve control strategy based on speed signal is the reference model. Different from the strategy based on main clutch displacement signal, it can reflect vehicle dynamics during engaging process and so can satisfy the engag

36、ing demands well.</p><p>　?、赥he reference model based on speed signal can be illustrated by the speed change course curve. Set the parameters for each sector correctly according to smooth and fast engaging d

37、emands, and the adaptive control target can be realized through adopting PWM/PFM control method.</p><p>　　③A large amount of tests that were conducted for along time show that the control strategy based on s

38、peed signal has good adaptability and can adapt to different gears, road conditions, load, main clutch parameters(temperature, attrition wear and friction material) and driving styles. </p><p>　　References:&

39、lt;/p><p>　　[1] Horn J,Bamberger J,Michan P,et al.Flatness-based clutch control for automated manual transmission[J]. Control Engineering Practice,2003(11):1353-1359.</p><p>　　[2] Toshimichi Minowa

40、,Tatsuya Ochi,Hiroshi Kuroiwa, et al. Smooth gear shift control technology for clutch-to-clutch shifting[R].SAE199120121054,1991.</p><p>　　[3] Xi Jun qiang.Research on brushless electric motor driven automat

41、ic main clutch and its control strategy[D].Beijing:School of Vehicular and Transportation, Beijing Institute of Technology, 2001.(inChinese)</p><p>　　[4] Lei Yu long, Ge An lin, Li Yong jun. Main clutch cont

42、rol strategy at vehicle starting phase[J]. Automotive Engineering,2000(4):266-269. (inChinese)</p><p>　　[5] Andrew Szadkowski. Shiftability and Shift Quality Issues in Clutch Transmission Systems[R]. SAE 912

43、697,1991.</p><p><b>　　附錄B（譯文）</b></p><p>　　適應(yīng)性離合器在機(jī)械自動(dòng)傳動(dòng)中的加工控制</p><p>　　劉海鷗，陳慧巖，丁華榮，何忠波</p><p>　?。C(jī)械和車輛工程學(xué)校，北京技術(shù)學(xué)院，北京 100081，中國(guó)）</p><p>　　摘要：依

44、靠對(duì)離合器運(yùn)行過(guò)程的詳細(xì)分析控制目標(biāo)和適應(yīng)的要求，一個(gè)主要依靠速度信號(hào)而不是那些依靠離合器的移動(dòng)信號(hào)的控制策略被迅速發(fā)展。這既要考慮到緊縮的工作又要考慮到松弛的工作，而這些工作大多使用車輛在初始狀態(tài)下的質(zhì)量評(píng)估索引。適應(yīng)性控制系統(tǒng)和它所涉及到的模式都已經(jīng)被深入的分析。我們所討論的是對(duì)不同起始齒輪和不同公路條件的適應(yīng)性。例如，大多數(shù)已經(jīng)被證明了的結(jié)果被用于證明起始階段大多數(shù)的適應(yīng)性控制策略，驗(yàn)證實(shí)驗(yàn)測(cè)試數(shù)據(jù)得到一個(gè)令人比較滿意的結(jié)果。&l

45、t;/p><p>　　關(guān)鍵詞：自動(dòng)機(jī)械傳輸（AMT）；傳輸技術(shù)；適應(yīng)性控制；主要齒輪捏合</p><p>　　無(wú)論潮濕或干燥，主要離合器的捏合加工控制策略的摩擦力是車輛技術(shù)領(lǐng)域的焦點(diǎn)，一些控制策略是依靠主離合器的移動(dòng)信號(hào)，在我們的調(diào)查研究中，那些依靠主要離合器外在軸速度信號(hào)的適應(yīng)性控制策略已經(jīng)得到發(fā)展，這已經(jīng)被證明有廣泛的適應(yīng)性。</p><p>　　1.控制對(duì)象和適應(yīng)

46、的要求 </p><p>　　那些普遍用于車輛起始階段的質(zhì)量評(píng)估指標(biāo)是緊縮和松弛工作。</p><p>　　緊縮—就如車輛起始階段的平滑指標(biāo)評(píng)估，緊縮是車輛縱向加速度的比率。根據(jù)定義，緊縮的公式為：</p><p>　　j=da/dt=d2v/dt2 (1)</p><p>　　式

47、中j為緊縮，v和a分別是車輛行駛速度和加速度</p><p>　　根據(jù)車輛動(dòng)力學(xué)，車輛行駛速度是由平衡時(shí)發(fā)動(dòng)機(jī)索引力和運(yùn)動(dòng)阻力決定，它可以表達(dá)為：</p><p><b>　　(2)</b></p><p>　　式中是發(fā)動(dòng)機(jī)空載時(shí)的轉(zhuǎn)矩，G是車輛總質(zhì)量，r是車輪半徑，f和分別是道路阻力系數(shù)和坡道阻力，為空氣阻力系數(shù)。</p>&l

48、t;p>　　機(jī)構(gòu)的功用是作為機(jī)械作用的一個(gè)部分從一個(gè)剛體到另一個(gè)剛體傳送即傳遞運(yùn)動(dòng)，一般能用作機(jī)構(gòu)基本零件的機(jī)械裝置有三種類型：</p><p>　　1：齒輪裝置。那是在回轉(zhuǎn)軸之間進(jìn)行接觸傳動(dòng)的嚙合構(gòu)件。</p><p>　　2：凸輪裝置。把輸入構(gòu)件的均勻運(yùn)動(dòng)轉(zhuǎn)換成輸出構(gòu)件的非均勻運(yùn)動(dòng)的裝置。</p><p>　　3：平面機(jī)構(gòu)和空間機(jī)構(gòu)。是能使一個(gè)點(diǎn)或一個(gè)剛體

49、產(chǎn)生機(jī)械運(yùn)動(dòng)的有用裝置。</p><p>　　機(jī)構(gòu)是形成許多機(jī)械裝置的基本幾何結(jié)構(gòu)單元，這些機(jī)械裝置包括自動(dòng)包裝機(jī)，打印機(jī)，機(jī)械玩具，紡織機(jī)械和其他機(jī)械等。典型的機(jī)構(gòu)要設(shè)計(jì)成使剛體構(gòu)件相對(duì)基準(zhǔn)構(gòu)件產(chǎn)生所希望的運(yùn)動(dòng)，機(jī)構(gòu)的運(yùn)動(dòng)設(shè)計(jì)即運(yùn)動(dòng)的綜合，把第一步常常是先設(shè)計(jì)整部機(jī)器。當(dāng)考慮受力時(shí)，要提出動(dòng)力學(xué)方面的問(wèn)題，軸承的載荷，應(yīng)力，潤(rùn)滑等類似的問(wèn)題，而較大的問(wèn)題是機(jī)器結(jié)構(gòu)問(wèn)題。</p><p>

50、　　齒輪是借助于輪齒成功嚙合來(lái)傳遞運(yùn)動(dòng)的機(jī)器零件，齒輪從一根回轉(zhuǎn)軸到另一回轉(zhuǎn)軸傳遞運(yùn)動(dòng)或傳遞運(yùn)動(dòng)到一傳動(dòng)齒條。多數(shù)應(yīng)用中都以恒定角速比（或常定扭矩比）而存在。恒定角速比應(yīng)用中必定是軸向傳動(dòng)。在各種各樣有用的齒輪類型基礎(chǔ)上，輸入軸和輸出軸需要在一直線上或需要互相平行都不受什么限制。由于使用非圓齒輪，非線性角度比也是很有用的。為了保持恒定的角速度，各個(gè)齒輪齒廓必須服從齒輪嚙合的基本規(guī)律：為了一對(duì)齒能傳遞恒定角速比，他們接觸齒廓的形狀必須是要

51、這樣：公法線通過(guò)兩齒輪中心連線上的固定點(diǎn)。</p><p>　　有幾種標(biāo)準(zhǔn)齒輪可供選用。為了在平行軸條件下應(yīng)用，通常使用直齒圓柱齒輪，平行軸斜齒輪或人字齒齒輪。在相交軸的情況下使用直齒錐齒輪或螺旋齒輪。對(duì)于非相交軸和非平行軸齒輪傳動(dòng)，交錯(cuò)軸螺旋齒輪，蝸桿蝸輪，端面齒輪，斜齒圓錐齒輪或準(zhǔn)雙曲面齒輪將被選用。對(duì)于直齒圓柱齒輪，相嚙合齒輪的節(jié)圓是彼此相切的。他們互相滾動(dòng)而無(wú)滑動(dòng)，齒頂高是輪齒伸出超過(guò)節(jié)圓的高度（也是節(jié)圓

52、和齒頂圓之間在徑向的距離）。頂隙是一個(gè)給定齒的齒根高（在節(jié)圓以下的齒高）大于與它相嚙合的齒輪的齒頂高的量（差值）。齒厚是沿著節(jié)圓圓弧上跨齒的距離，而齒間距（齒槽S）是沿著節(jié)圓圓弧上相鄰兩齒間的空間距離。而齒側(cè)間隙是在節(jié)圓上的齒槽寬度大于其相嚙合齒輪在節(jié)圓上的齒厚的差值。</p><p>　　斜齒輪用于傳遞平行軸之間的運(yùn)動(dòng)，傾斜角度每個(gè)齒輪都一樣，但一個(gè)必須是右旋斜齒，而另一個(gè)必須是是左旋斜齒，齒的形狀是一漸開(kāi)線螺

53、旋面。如果一張被剪成平行四邊形（矩形）的紙張包圍在齒輪圓柱體上，紙上印粗齒的角刃邊就變成斜線，如果我展開(kāi)這張紙，在斜角刃邊上的每一個(gè)點(diǎn)微發(fā)生一漸開(kāi)曲線。斜齒輪輪齒的初始接觸是一點(diǎn)，當(dāng)齒進(jìn)入更多的嚙合時(shí)，它就變成線。在斜齒輪中，該線是跨過(guò)齒面的對(duì)角線。它是輪齒逐漸進(jìn)行嚙合并平穩(wěn)地從一個(gè)齒到另一個(gè)齒傳遞運(yùn)動(dòng)，那樣就使斜齒輪具有高速重載下平穩(wěn)傳遞運(yùn)動(dòng)的能力。斜齒輪使軸的軸承承受徑向和軸向力，當(dāng)軸向推力變得大了或由于別的原因而產(chǎn)生某些影響時(shí)，那

54、就可以使用人字齒輪，雙斜齒輪是與反向的并排地裝在同一軸上的兩個(gè)斜齒輪等效。他們產(chǎn)生相反的軸向推力作用，這樣就消除了軸向推力。當(dāng)兩個(gè)或更多的單向齒斜齒輪被裝在同一軸上時(shí)，齒輪的齒向應(yīng)作選擇，以便產(chǎn)生最小的軸向推力。</p><p>　　直齒錐齒輪易于設(shè)計(jì)且制造簡(jiǎn)單，如果他們安裝的精密而確定，在運(yùn)轉(zhuǎn)中會(huì)產(chǎn)生良好效果，然而在直齒圓柱齒輪情況下，在節(jié)線速度較高時(shí)，他們將發(fā)出噪音，在這些情況下，通常設(shè)計(jì)使用螺旋錐齒輪，實(shí)踐

55、證明是切實(shí)可行的，那是和配對(duì)斜齒輪很相似的配對(duì)錐齒輪，當(dāng)在斜齒輪情況下，螺旋錐齒輪比直齒輪能產(chǎn)生平穩(wěn)得多的嚙合作用，因此碰到高速運(yùn)轉(zhuǎn)的場(chǎng)合那時(shí)很有用的，當(dāng)在汽車的各種不同用途中，有一個(gè)帶偏心軸的類似錐齒輪的機(jī)構(gòu)，那是常常所希望的，這樣的齒輪機(jī)構(gòu)叫做準(zhǔn)雙曲面齒輪機(jī)構(gòu)，因?yàn)樗麄兊墓?jié)面是雙曲回轉(zhuǎn)面，這種齒輪之間的輪齒作用是沿著一根直線上產(chǎn)生滾動(dòng)與滑動(dòng)相組合的運(yùn)動(dòng)并和蝸輪蝸桿的輪齒作用有著更多的共同之處。</p><p>

56、;　　軸是一轉(zhuǎn)動(dòng)或靜止桿件。通常有圓形橫截面，在軸上安裝像齒輪，皮帶輪，飛輪，曲柄，鏈輪和其他動(dòng)力傳遞零件。軸能夠承受彎曲，拉伸，壓縮或扭轉(zhuǎn)載荷，這些力相結(jié)合時(shí)，人們期望找到靜強(qiáng)度和疲勞強(qiáng)度作為設(shè)計(jì)的重要依據(jù)。因?yàn)閱胃S可以承受靜應(yīng)力，變應(yīng)力和交變應(yīng)力，所有的應(yīng)力作用都是同時(shí)發(fā)生的。</p><p>　　當(dāng)軸的彎曲或扭轉(zhuǎn)變形必須被限制于很小范圍內(nèi)時(shí)，其尺寸應(yīng)根據(jù)變形來(lái)確定，然后進(jìn)行應(yīng)力分析。因此，如果軸做得有足夠

57、的剛度以致?lián)锨惶螅敲春蠎?yīng)力符合安全要求那是完全可能的。但決不意味著設(shè)計(jì)者要保證：它們是安全的，軸幾乎總是要進(jìn)行計(jì)算的，知道它們是處在可以接受的允許的極限以內(nèi)，因之，設(shè)計(jì)者無(wú)論何時(shí)，動(dòng)力傳遞零件，如齒輪或皮帶輪都應(yīng)該設(shè)置在靠近支撐軸承附近，這就減低了彎矩，因而減小變形和彎曲應(yīng)力。</p><p>　　根據(jù)關(guān)于車動(dòng)力學(xué)的討論，反射和滑倒工作控制與主要傳動(dòng)器傳送的扭矩有關(guān)的變動(dòng)率。然而，扭矩變換裝置在控制系統(tǒng)不可

58、能安裝，如此瞬變扭矩信號(hào)不可能直接地得到。有些調(diào)查員使用的方法將通過(guò)控制主要傳動(dòng)器參與的位移控制產(chǎn)品扭矩。但位移可能間接地只反射扭矩變動(dòng)。他們對(duì)應(yīng)的關(guān)系是受許多因素的影響的。并且，一旦安裝的位置改變或信號(hào)漂泊，準(zhǔn)確地控制傳送的扭矩價(jià)值將是難的。根據(jù)速度信號(hào)的主要傳動(dòng)器自適應(yīng)控制戰(zhàn)略調(diào)整根據(jù)反射的傳送的扭矩和從轉(zhuǎn)動(dòng)的速度信號(hào)的變動(dòng)已知的滑倒的工作。</p><p><b>　　2.結(jié)論</b>

59、</p><p>　?、僖揽克俣刃盘?hào)的適應(yīng)性控制策略的關(guān)鍵技術(shù)是參考模式，不同于依靠主要離合器的移動(dòng)信號(hào)的策略，它可以反映車輛在運(yùn)動(dòng)過(guò)程中的動(dòng)力學(xué)。</p><p>　?、趨⒖寄Ｊ娇梢杂盟俣雀淖冞^(guò)程曲線來(lái)證明。根據(jù)平滑和耐久的動(dòng)力性要求，給每個(gè)部分以恰當(dāng)?shù)膮?shù)，通過(guò)PWM/PFM控制模式，適應(yīng)性控制目標(biāo)可以被認(rèn)識(shí)。</p><p>　?、垡粋€(gè)持續(xù)很久的大型實(shí)驗(yàn)顯示進(jìn)

60、行速度信號(hào)的控制戰(zhàn)略具有好的伸縮性，并且能夠適應(yīng)不同的齒輪的很多測(cè)試、公路狀況、裝載、主要傳動(dòng)器參量(溫度、損耗穿戴和摩擦材料)和駕駛樣式。</p><p><b>　　參考：</b></p><p>　　[1] Horn J,Bamberger J,Michan P,et al.Flatness-based clutch control for automated

61、manual transmission[J]. Control Engineering Practice,2003(11):1353-1359.</p><p>　　[2] Toshimichi Minowa,Tatsuya Ochi,Hiroshi Kuroiwa, et al. Smooth gear shift control technology for clutch-to-clutch shifting

62、[R].SAE199120121054,1991.</p><p>　　[3] Xi Jun qiang.Research on brushless electric motor driven automatic main clutch and its control strategy[D].Beijing:School of Vehicular and Transportation, Beijing Insti

63、tute of Technology, 2001.(inChinese)</p><p>　　[4] Lei Yu long, Ge An lin, Li Yong jun. Main clutch control strategy at vehicle starting phase[J]. Automotive Engineering,2000(4):266-269. (inChinese)</p>