汽车外文翻译 外文文献

外文文献翻译 附录 A （英文原文）Adaptive Clutch Engaging Process Control Automatic Mechanical Transmission LIU Hai ou（刘海鸥）,CHEN HUI yan（陈慧岩）,DING Hua rong（丁华 荣）,HE Zhong bo（何忠波）Abstract: Based on detail analysis of cluch engaging process control targets and adaptive demands,a control strategy which is based on speed 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 adaptive control system and its reference model are discussed profoundly.Taking the adaptability to different starting gears and different road conditions as examples,some proving field test records are shown to illusrate the main clutch adaptive control strategy at starting phase.Proving field test gives acceptable results. Key words: automatic mechanical transmission（AMT）; transmission technology; adaptive control; main clutch engagement The engaging process control strategy of friction main clutch,whether wet or dry,is the focus in vehicle technology field.Some of the control 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 extensive adaptability. 1 Control Targets and Adaptive Demands The most commonly used quality evaluating indexes of vehicle starting phase are jerk and slipping work. JerkAs 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 j=da/dt=d2v/dt2 （1） where j is the jerk;v and a are the vehicle running speed and acceleration respectively. According to vehicle dynamics,the vehicle-run-ning speed is determined by the balance between engine traction force and running resistance and can be expressed as t v D e g gd Gd v A C f G T r i i 15.21 ) sin ( (2) Where e T is the engine 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; D C is the air resistance coefficient. The function 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. 1.Gear system,in which toothed members in contact transmit motion between rotating shafts. 2.Cam system,where a uniform motion of an input member I converted into a nonunifirm motion of the output member. 3.Plane and spatial linkages are also useful in creating mechanical motions for a point or rigid body. Mechanisms form thee basic geometrical element of many 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.Kinematic 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 like are introduced,aad the larger problem become one of machine design. 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 applications 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 shafts need be either in -line or parallel.Nonlinear angular velocity tratios are also available by using noncircccuar gear,In order to maintain a constant angular velocity,the individual tooth prifle must obey the fundamental law of gearing:for a pair of gears to transmit a constant angular velocity ratio,the shape of their contacting profiles must be such that the common normal passes through a fixed point on the line of the centers. There are several standard gear types.For applications with parallel shafts,straight spur gear,parallel helical,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 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 height by which a tooth projects beyond the pitch circle(also the tadial distance between the pitch circle and the addendum circle).The clearance is the amount by which the dedendum (tooth height below the pitch circle)in a given gear exceeds the addendum of its mating gear,The tooth thickness is the distance across the tooth along the are of the pitch circle while the tooth space is the distance between adjacent teeth along the are of the pitch circle.TRhe backlash is the amount by which the width of the tooth space exceeds the thickness of the engaging tooth at the pitchi circle. Helical gears are used 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 becomes 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 line is diagonal across the face of the tooth,It is this gradual engagement of the teeth and the smooth transfer of load from one tooth to another,which give helical gears the ability to transmit heavy loads at high soeeds,Helical gears subject the shaft bearings to both radial and thrust loads.When the thrust loads become high or are objectionable for other reasons,it may be desirable to use double helical gears.A double helical gear(herringbone)is equivalent to two helical gears of opposite hand,mounted side by side on he same shaft.They develop opposite thrust reactions and thus cancel at the thrust load.when two or more single helcal gears are mounted on the same shaft,the hand of the gears should be selected so as to produce the minimum thrust load. 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 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.As in the case of helicaal gears,spiral bevel bears give a much smoother tooth action than strain bevel gears,and hence are useful where high speed are encountered.It is frequently desirable,as in the case of automotive differential applications,to have gearing similar to bevel gears but with the shaft offset.Such gears are called hyoid gears because their pitch surfaces are hyperboloids of revolution,The tooth action between such gears is a combination of rolling and slidin along a straight line and has much in common with that of worm gears. A shaft is a rotating or stationary member.usually of circular cross section,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 and 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. The word “shaft” 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. When either 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 enough 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 he knows they are within acceptable limits.Whenever possible,the power-transmission elements,such as gears or pulleys ,should be located close to the supporting bearings.This reduces the bending moment,and hence the deflection and bending stress. According to the discussion of vehicle dynamics, the control of jerk and slipping work is related to the change rate of main clutch transmitting torque. 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 controlling main clutch engaging displacement.But the displacement can only reflect torque change indirectly. Their corresponding relationship is affected by many factors. And once the installed position changes or the signal drifts,it will be difficult to control the transmitting torque value accurately. The main clutch adaptive control strategy based on the speed signal adjusts the transmitting torque based on the jerk and the slipping work known from the change of rotating speed signal. 2 Conclusions The key technique of adaptive 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 engaging demands well.The 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 demands, and the adaptive control target can be realized through adopting PWM/PFM control method. A large amount of tests that were conducted for along time show that thecontrol strategy based on speed 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. References: 1 Horn J,Bamberger J,Michan P,et al.Flatness-based clutch control for automated manual transmissionJ. Control Engineering Practice,2003(11):1353-1359. 2 3 Xi Jun qiang.Research on brushless electric motor driven automatic main clutch and its control strategyD.Beijing:School of Vehicular and Transportation, Beijing Institute of Technology, 2001.(inChinese) 4 Lei Yu long, Ge An lin, Li Yong jun. Main clutch control strategy at vehicle starting phaseJ. Automotive Engineering,2000(4):266-269. (inChinese) 5 Andrew Szadkowski. Shiftability and Shift Quality Issues in Clutch Transmission SystemsR. SAE 912697,1991.附录 B (译文)适应性离合器在机 械自动传动中的加工控制 刘海鸥，陈慧岩，丁华荣，何忠波(机械和车辆工程学校，北京 技术学院，北京 100081，中国) 摘要：依靠对离合器运行过程的详细分析控制目标和适应 的要求，一个主要依靠速度信号 而不是那些依靠离合器的移动信号的控制策略被迅速发展。 这既要考虑到紧缩的工作又要 考虑到松弛的工作，而这些工作大多使用车辆在初始状态下 的质量评估索引。适应性控制 系统和它所涉及到的模式都已经被深入的分析。我们所讨论 的是对不同起始齿轮和不同公 路条件的适应性。例如，大多数已经被证明了的结果被用于 证明起始阶段大多数的适应性 控制策略，验证实验测试数据得到一个令人比较满意的结果。 关键词：自动机械传输(AMT)；传输技术；适应性控制；主要齿轮捏合无论潮湿或干燥， 主要离合器的捏合加工控制策略的摩擦力是车辆技术领域的焦点， 一些控制策略是依靠主 离合器的移动信号，在我们的调查研究中，那些依靠主要离合器外 在轴速度信号的适应性 控制策略已经得到发展，这已经被证明有广泛的适应性。 1.控制对象和适应的要求 那些普 遍用于车辆起始阶段的质量评估指标是紧缩和松弛工作。紧缩一就如车辆起始阶段的平滑 指标评估，紧缩是车辆纵向加速度的比率。根据定义，紧缩的公式为：j=da/dt=d2v/dt2 (1) 式中j为紧缩，v和a分别是车辆行驶速度和加速度根据车辆动力学，车辆行驶速度是由 平衡时发动机索引力和运动阻力决定，它可以表达为：t v D e g gd Gd v A C f G T r i i2 0 15.21 ) sin ( (2)式中e T是发动机空载时的转矩，G是车辆总质量，r 是车轮半径，f和 分别是道路阻力系数和坡道阻力，D C为空气阻力系数。机构的功 用是作为机械作用的一个部分从一个刚体到另一个刚体传送即传递运动，一般能用作机构 基本零件的机械装置有三种类型：1：齿轮装置。那是在回转轴之间进行接触传动的啮合构 件。2：凸轮装置。把输入构件的均匀运动转换成输出构件的非均匀运动的装置。3：平面 机构和空间机构。是能使一个点或一个刚体产生机械运动的有用装置。机构是形成许多机 械装置的基本几何结构单元，这些机械装置包括自动包装机，打印机，机械玩具，纺织机 械和其他机械等。典型的机构要设计成使刚体构件相对基准构件产生所希望的运动，机构 的运动设计即运动的综合，把第一步常常是先设计整部机器。当考虑受力时，要提出动力 学方面的问题，轴承的载荷，应力，润滑等类似的问题，而较大的问题是机器结构问题。齿 轮是借助于轮齿成功啮合来传递运动的机器零件，齿轮从一根回转轴到另一回转轴传递运 动或传递运动到一传动齿条。多数应用中都以恒定角速比(或常定扭矩比)而存在。恒定 角速比应用中必定是轴向传动。在各种各样有用的齿轮类型基础上，输入轴和输出轴需要 在一直线上或需要互相平行都不受什么限制。由于使用非圆齿轮，非线性角度比也是很有 用的。为了保持恒定的角速度，各个齿轮齿廓必须服从齿轮啮合的基本规律：为了一对齿 能传递恒定角速比，他们接触齿廓的形状必须是要这样：公法线通过两齿轮中心连线上的 固定点。有几种标准齿轮可供选用。为了在平行轴条件下应用，通常使用直齿圆柱齿轮， 平行轴斜齿轮或人字齿齿轮。在相交轴的情况下使用直齿锥齿轮或螺旋齿轮。对于非相交轴和 非平行轴齿轮传动，交错轴螺旋齿轮，蜗杆蜗轮，端面齿轮，斜齿圆锥齿轮或准双曲 面齿 轮将被选用。对于直齿圆柱齿轮，相啮合齿轮的节圆是彼此相切的。他们互相滚动而 无滑 动，齿顶高是轮齿伸出超过节圆的高度（也是节圆和齿顶圆之间在径向的距离）。顶隙 是 一个给定齿的齿根高（在节圆以下的齿高）大于与它相啮合的齿轮的齿顶高的量（差值）。 齿厚是沿着节圆圆弧上跨齿的距离，而齿间距（齿槽S）是沿着节圆圆弧上相邻两齿间的空 间距离。而齿侧间隙是在节圆上的齿槽宽度大于其相啮合齿轮在节圆上的齿厚的差值。 斜 齿轮用于传递平行轴之间的运动，倾斜角度每个齿轮都一样，但一个必须是右旋斜 齿，而 另一个必须是是左旋斜齿，齿的形状是一渐开线螺旋面。如果一张被剪成平行四边 形（矩 形）的纸张包围在齿轮圆柱体上，纸上印粗齿的角刃边就变成斜线，如果我展开这 张纸， 在斜角刃边上的每一个点微发生一渐开曲线。斜齿轮轮齿的初始接触是一点，当齿 进入更 多的啮合时，它就变成线。在斜齿轮中，该线是跨过齿面的对角线。它是轮齿逐渐 进行啮 合并平稳地从一个齿到另一个齿传递运动，那样就使斜齿轮具有高速重载下平稳传 递运动 的能力。斜齿轮使轴的轴承承受径向和轴向力，当轴向推力变得大了或由于别的原 因而产 生某些影响时，那就可以使用人字齿轮，双斜齿轮是与反向的并排地装在同一轴上 的两个 斜齿轮等效。他们产生相反的轴向推力作用，这样就消除了轴向推力。当两个或更 多的单 向齿斜齿轮被装在同一轴上时，齿轮的齿向应作选择，以便产生最小的轴向推力。 直齿锥 齿轮易于设计且制造简单，如果他们安装的精密而确定，在运转中会产生良好 效果，然而 在直齿圆柱齿轮情况下，在节线速度较高时，他们将发出噪音，在这些情况下， 通常设计 使用螺旋锥齿轮，实践证明是切实可行的，那是和配对斜齿轮很相似的配对锥齿 轮，当在 斜齿轮情况下，螺旋锥齿轮比直齿轮能产生平稳得多的啮合作用，因此碰到高速 运转的场 合那时很有用的，当在汽车的各种不同用途中，有一个带偏心轴的类似锥齿轮的 机构，那 是常常所希望的，这样的齿轮机构叫做准双曲面齿轮机构，因为他们的节面是双 曲回转面， 这种齿轮之间的轮齿作用是沿着一根直线上产生滚动与滑动相组合的运动并和 蜗轮蜗杆的 轮齿作用有着更多的共同之处。 轴是一转动或静止杆件。通常有圆形横截面，在轴上安装 像齿轮，皮带轮，飞轮，曲 柄，链轮和其他动力传递零件。轴能够承受弯曲，拉伸，压缩 或扭转载荷，这些力相结合 时，人们期望找到静强度和疲劳强度作为设计的重要依据。因 为单根轴可以承受静应力， 变应力和交变应力，所有的应力作用都是同时发生的。 当轴的 弯曲或扭转变形必须被限制于很小范围内时，其尺寸应根据变形来确定，然后 进行应力分 析。因此，如果轴做得有足够的刚度以致挠曲不太大，那么合应力符合安全要 求那是完全 可能的。但决不意味着设计者要保证：它们是安全的，轴几乎总是要进行计算 的，知道它 们是处在可以接受的允许的极限以内，因之，设计者无论何时，动力传递零件， 如齿轮或 皮带轮都应该设置在靠近支撑轴承附近，这就减低了弯矩，因而减小变形和弯曲 应力。 根 据关于车动力学的讨论，反射和滑倒工作控制与主要传动器传送的扭矩有关的变动 率。然 而，扭矩变换装置在控制系统不可能安装，如此瞬变扭矩信号不可能直接地得到。 有些调 查员使用的方法将通过控制主要传动器参与的位移控制产品扭矩。但位移可能间接 地只反 射扭矩变动。他们对应的关系是受许多因素的影响的。并且，一旦安装的位置改变 或信号 漂泊，准确地控制传送的扭矩价值将是难的。根据速度信号的主要传动器自适应控 制战略 调整根据反射的传送的扭矩和从转动的速度信号的变动已知的滑倒的工作。 2.结论 依靠 速度信号的适应性控制策略的关键技术是参考模式，不同于依靠主要离合器的 移动信号的 策略，它可以反映车辆在运动过程中的动力学。 参考模式可以用速度改变过程曲线来证 明。根据平滑和耐久的动力性要求，给每个部分以恰当的参数，通过PWM/PFM控制模式， 适应性控制目标可以被认识。 一个持续很久的大型实验显示进行速度信号的控制战略具 有好的伸缩性，并且能够 适应不同的齿轮的很多测试、公路状况、装载、主要传动器参量（温度、损耗穿戴和摩擦材料）和驾驶样式。 参考： 1 Horn J,Bamberger J,Michan P,et al.Flatness-based clutch control for automated manual transmissionJ. Control Engineering Practice,2003(11):1353-1359. 2 3 Xi Jun qiang.Research on brushless electric motor driven automatic main clutch and its control strategyD.Beijing:School of Vehicular and Transportation, Beijing Institute of Technology, 2001.(inChinese)