汽車專業(yè)外文文獻翻譯--適應性離合器在機械自動傳動中的加工控制

1、<p><b>　　外文文獻翻譯</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>　?、賂he 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>　　適應性離合器在機械自動傳動中的加工控制</p><p>　　劉海鷗，陳慧巖，丁華榮，何忠波</p><p>　?。C械和車輛工程學校，北京技術學院，北京 100081，中國）</p><p>　　摘要：依

44、靠對離合器運行過程的詳細分析控制目標和適應的要求，一個主要依靠速度信號而不是那些依靠離合器的移動信號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)量評估索引。適應性控制系統(tǒng)和它所涉及到的模式都已經(jīng)被深入的分析。我們所討論的是對不同起始齒輪和不同公路條件的適應性。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)的適應性控制策略，驗證實驗測試數(shù)據(jù)得到一個令人比較滿意的結(jié)果。&l

45、t;/p><p>　　關鍵詞：自動機械傳輸（AMT）；傳輸技術；適應性控制；主要齒輪捏合</p><p>　　無論潮濕或干燥，主要離合器的捏合加工控制策略的摩擦力是車輛技術領域的焦點，一些控制策略是依靠主離合器的移動信號，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的適應性控制策略已經(jīng)得到發(fā)展，這已經(jīng)被證明有廣泛的適應性。</p><p>　　1.控制對象和適應

46、的要求 </p><p>　　那些普遍用于車輛起始階段的質(zhì)量評估指標是緊縮和松弛工作。</p><p>　　緊縮—就如車輛起始階段的平滑指標評估，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)車輛動力學，車輛行駛速度是由平衡時發(fā)動機索引力和運動阻力決定，它可以表達為：</p><p><b>　　(2)</b></p><p>　　式中是發(fā)動機空載時的轉(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>　　機構的功用是作為機械作用的一個部分從一個剛體到另一個剛體傳送即傳遞運動，一般能用作機構基本零件的機械裝置有三種類型：</p><p>　　1：齒輪裝置。那是在回轉(zhuǎn)軸之間進行接觸傳動的嚙合構件。</p><p>　　2：凸輪裝置。把輸入構件的均勻運動轉(zhuǎn)換成輸出構件的非均勻運動的裝置。</p><p>　　3：平面機構和空間機構。是能使一個點或一個剛體

49、產(chǎn)生機械運動的有用裝置。</p><p>　　機構是形成許多機械裝置的基本幾何結(jié)構單元，這些機械裝置包括自動包裝機，打印機，機械玩具，紡織機械和其他機械等。典型的機構要設計成使剛體構件相對基準構件產(chǎn)生所希望的運動，機構的運動設計即運動的綜合，把第一步常常是先設計整部機器。當考慮受力時，要提出動力學方面的問題，軸承的載荷，應力，潤滑等類似的問題，而較大的問題是機器結(jié)構問題。</p><p>

50、　　齒輪是借助于輪齒成功嚙合來傳遞運動的機器零件，齒輪從一根回轉(zhuǎn)軸到另一回轉(zhuǎn)軸傳遞運動或傳遞運動到一傳動齒條。多數(shù)應用中都以恒定角速比（或常定扭矩比）而存在。恒定角速比應用中必定是軸向傳動。在各種各樣有用的齒輪類型基礎上，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，各個齒輪齒廓必須服從齒輪嚙合的基本規(guī)律：為了一對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：公法線通過兩齒輪中心連線上的固定點。</p><p>　　有幾種標準齒輪可供選用。為了在平行軸條件下應用，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。對于非相交軸和非平行軸齒輪傳動，交錯軸螺旋齒輪，蝸桿蝸輪，端面齒輪，斜齒圓錐齒輪或準雙曲面齒輪將被選用。對于直齒圓柱齒輪，相嚙合齒輪的節(jié)圓是彼此相切的。他們互相滾動而無滑動，齒頂高是輪齒伸出超過節(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動，傾斜角度每個齒輪都一樣，但一個必須是右旋斜齒，而另一個必須是是左旋斜齒，齒的形狀是一漸開線螺

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，如果我展開這張紙，在斜角刃邊上的每一個點微發(fā)生一漸開曲線。斜齒輪輪齒的初始接觸是一點，當齒進入更多的嚙合時，它就變成線。在斜齒輪中，該線是跨過齒面的對角線。它是輪齒逐漸進行嚙合并平穩(wěn)地從一個齒到另一個齒傳遞運動，那樣就使斜齒輪具有高速重載下平穩(wěn)傳遞運動的能力。斜齒輪使軸的軸承承受徑向和軸向力，當軸向推力變得大了或由于別的原因而產(chǎn)生某些影響時，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。當兩個或更多的單向齒斜齒輪被裝在同一軸上時，齒輪的齒向應作選擇，以便產(chǎn)生最小的軸向推力。</p><p>　　直齒錐齒輪易于設計且制造簡單，如果他們安裝的精密而確定，在運轉(zhuǎn)中會產(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，他們將發(fā)出噪音，在這些情況下，通常設計使用螺旋錐齒輪，實踐

55、證明是切實可行的，那是和配對斜齒輪很相似的配對錐齒輪，當在斜齒輪情況下，螺旋錐齒輪比直齒輪能產(chǎn)生平穩(wěn)得多的嚙合作用，因此碰到高速運轉(zhuǎn)的場合那時很有用的，當在汽車的各種不同用途中，有一個帶偏心軸的類似錐齒輪的機構，那是常常所希望的，這樣的齒輪機構叫做準雙曲面齒輪機構，因為他們的節(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)生滾動與滑動相組合的運動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，人們期望找到靜強度和疲勞強度作為設計的重要依據(jù)。因為單根軸可以承受靜應力，變應力和交變應力，所有的應力作用都是同時發(fā)生的。</p><p>　　當軸的彎曲或扭轉(zhuǎn)變形必須被限制于很小范圍內(nèi)時，其尺寸應根據(jù)變形來確定，然后進行應力分析。因此，如果軸做得有足夠

57、的剛度以致?lián)锨惶?，那么合應力符合安全要求那是完全可能的。但決不意味著設計者要保證：它們是安全的，軸幾乎總是要進行計算的，知道它們是處在可以接受的允許的極限以內(nèi)，因之，設計者無論何時，動力傳遞零件，如齒輪或皮帶輪都應該設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力。</p><p>　　根據(jù)關于車動力學的討論，反射和滑倒工作控制與主要傳動器傳送的扭矩有關的變動率。然而，扭矩變換裝置在控制系統(tǒng)不可

58、能安裝，如此瞬變扭矩信號不可能直接地得到。有些調(diào)查員使用的方法將通過控制主要傳動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。他們對應的關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漂泊，準確地控制傳送的扭矩價值將是難的。根據(jù)速度信號的主要傳動器自適應控制戰(zhàn)略調(diào)整根據(jù)反射的傳送的扭矩和從轉(zhuǎn)動的速度信號的變動已知的滑倒的工作。</p><p><b>　　2.結(jié)論</b>

59、</p><p>　?、僖揽克俣刃盘柕倪m應性控制策略的關鍵技術是參考模式，不同于依靠主要離合器的移動信號的策略，它可以反映車輛在運動過程中的動力學。</p><p>　?、趨⒖寄Ｊ娇梢杂盟俣雀淖冞^程曲線來證明。根據(jù)平滑和耐久的動力性要求，給每個部分以恰當?shù)膮?shù)，通過PWM/PFM控制模式，適應性控制目標可以被認識。</p><p>　?、垡粋€持續(xù)很久的大型實驗顯示進

60、行速度信號的控制戰(zhàn)略具有好的伸縮性，并且能夠適應不同的齒輪的很多測試、公路狀況、裝載、主要傳動器參量(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>