车辆工程外文翻译-地面车辆自动变速器的换挡节能研究【中文3880字】【PDF+中文WORD】

车辆工程外文翻译-地面车辆自动变速器的换挡节能研究【中文3880字】【PDF+中文WORD】,中文3880字,PDF+中文WORD,车辆,工程,外文,翻译,地面,自动变速器,换挡,节能,研究,中文,3880,PDF,WORD 地面车辆自动变速器的换挡节能研究 龚捷，赵丁选，陈鹰，陈宁 摘要：为了改善地面车辆的效率，通过对车辆动力传动系统的液力变矩器和传输功能的研究，提出了地面车辆自动变速器的换挡规律。这种转变计划可以保持转矩变换器在高效率范围内的所有工作条件下工作，除了当传输工作在左侧最低转变时和在右侧最高转变时的低效率范围内。对换挡质量的关键因素进行了分析。自动反式。对自动变速器试验台采用这种转变的时间表进行了台架试验的任务，试验结果表明,换挡规律是正确的,这种转变质量可控。 关键词：地面车辆，液力传动，自动变速器，换挡，节约能源，换挡品质 文献标识码：A 中图分类号：u270.1 引言 汽车自动变速技术广泛应用于地面车辆，来提高生产率和降低劳动强度。然而，在低速、重负荷和负荷急剧变化等各种操作条件的地面车辆的性能，与正常操作的汽车非常不同。因此，不能采用地面车辆锁定离合器的方法用于汽车液力变矩器解决在低效率的工作范围（龚，2002）。为了使能源的合理利用。根据实际的负载和换挡规律的研究，以决定转变可能在高效率范围内工作的扭矩转换器。这是转变的决策问题。 我们知道，车辆发动机与液力变矩器是复杂的非线性系统，很难控制。模糊控制结合人类经验算法能够处理非线性系统，不需要正式分析结构的应用能力。在过去的十年中，大量的工作人员对自动化变速器的控制系统进行了模糊控制的探索性工作（山口等人，1993；坂口，1993；沈，1997）。与传统的控制相比，模糊控制是一种满意而不是最优的控制。本研究关注的是液力变矩器和变速器在车辆传动系的控制作用，确定变矩器保持在高效区工作的一个新的换挡变速。 换挡循环 转变调节移矩（自动变速器的各种变化）的控制参数。是自动变速器开发的关键技术；并直接影响车辆的经济性能和动力性能。 这部分内容如下：首先，给出高效率范围和低效率范围的定义。而后，对为什么变矩器在低效率范围内工作的原因进行了讨论。最后，提出了解决问题的方法。 效率高范围和低效率的范围定义 为了评估液力变矩器的经济性能，变矩器的效率不应小于理想值（ = 75%使用在工程机械， = 80%的汽车通常）。YJ355的液力变矩器的主要特点是显示在图1（赵 et a1。，2001）。有两点满足= 。全工况变矩器的条件分为两个点，即三个地区，效率低的范围，低比转速定位，高效率范围和低效率范围在高速率的定位。当转矩变换器工作在效率低的范围内，工况点位于低或高速率，换挡规律必须控制变速器的换挡，使变矩器在高效区工作。 图1. YJ355液力变矩器的主要特点 液力变矩器的低效率范围内工作的原因 根据不同的操作条件，液力变矩器可乘以转矩。对于装有液力变矩器的地面车辆，液力变矩器的工况点从高的效率范围内移到低效率范围，定位在低速率作为车辆的持续性增加。反之，变矩器的工况点从高的效率范围移到低效率范围，定位在高速率作为车辆的持续性降低。它可以被称为自动控制系统。因此，换挡规律的计算公式如下。 转换理论 换挡规律是控制发动机和液力变矩器的一套共同工作点，使液力变矩器的效率不小于理想值；换句话说，满足条件的点 =作为换挡点。换挡决定自动变速控制系统计算传动比，控制液力变矩器在的范围内工作。 地面车辆模型如图2所示（龚和赵，2001a；2001b）。 图.2 车辆的模型 首先，我们考虑的情况下，变矩器低速比的工作定位在低效率的范围。据推测，在图1表示的两个工况点满足在低效率范围内定位在低速比和换挡点的条件 = r／，、分别代表两个点的转矩。 假设它是传动齿轮比。动工况点在效率低的范围内的效率高，传动是用来增加转矩。然后是 (1) 液力变矩器在低效率的范围定位在高速率工作时，方程（1）中得到的相同的方式。不同的是，是在高速率的换挡点对应的输出转矩。 以上两种情况综合起来。由于在车辆驱动系统的传输函数是通过变速调节驱动系统的输出转矩，上面得到的是多个（或分数）的变速器输出转矩在接下来的时刻。然而，一个连续的换挡过程中，变速器已经在一定的转移，即，变速器输出扭矩被放大到一小部分在目前的大小是传动装置的传动比。因此，多（或分数）的变速器输出转矩在下一刻，必须增加（或减少）由一个因子一次。换句话说，在下一个时刻齿轮比必须增加（或减少）的一个因素，它在现有的齿轮比的基础上，这是 (2) 其中是在下一个时刻齿轮传动比，是目前齿轮传动比。 从方程：（1）和（2），该换挡规律的计算公式如下： (3) 虽然传输的理想传动比连续值。实际的齿轮比的传输提供的是离散的有限值。在实际应用中，齿轮比的选择根据是否变矩器的工况点位于低速率的地区或高一。的条件下，对液力变矩器工况点位于低速率最低的区域转移时选用计算传动比大于传输的最大传动比更大的齿轮比。否则会选择当计算传动比传动的传动比之间的两个实际的情况。液力变矩器的工作工况点位于高速率下的地区，最高的移位时选用计算传动比小于最小传动比的传动小齿轮比。 否则，小齿轮比将选择当计算传动比传动的传动比之间的两个实际。 现在。举例说明如何使用它。假设4班制传输，i4 I 0.4 The ground vehicle model is shown in Fig.2 (Gong and Zhao, 2001a; 2001b). First, we consider the case of the torque conv- [10 0.2 o l 。V l o 0.2 0.4 0.6 0.8 1.0 Speed ratio i Fig.I YJ355 Torque converter primary characteristics Fig.2 Model of vehicle 维普资讯 http://www.cqvip.com 880 Gong et al.I J Zhejiang L’niv SCI 2004 5（刀·878气883 erter working in the low efficiency range locating in the low speed ratio. It is supposed that the two points in Fig. I represent the working condition  l i _ ; Inexl ’t pres町11 咱句 £1c lim  (3) point in the low efficiency range locating in the low speed ratio and the shift point meeting the condition of 1J1c = 1J1c min, respectively, and Tic, Tic lim represent the two points' torque, respectively. Suppose that the transmission gear ratio is i1. To move the working condition point to the high efficiency range from the low efficiency range, the transmission is used to increase the torque. Then there is ‘、．， ． 且 ，aE、、 i, 兀 I T.c1 m When the torque converter works in the low effi­ ciency range locating in the high speed ratio, Eq.( 1) is obtained in the same way, where the difference is that Tic lim is the output torque coηesponding to the shift point in the high speed ratio. The above two situations are considered to­ gether. Since the function of the transmission in the vehicular drive system is to adjust the output torque of the drive system by gear shift, the above obtained i1 is the multiple (or fraction) of the transmission output torque at the next moment. However, during a continuous shift, the transmission is already in a certain shift, that is, the transmission output torque has been magnified to a fraction at the present moment and the magnitude is the gear ratio of the transmission . Therefore, the multiple (or fraction) of the transmission output torque at the next mo­ ment must be increased (or decreased) by a factor i1 again. In other words, the gear ratio at the next moment must be increased (or decreased) by a factor i1 on the basis of the present gear ratio, that is Although the ideal gear ratios of the trans­ mission are continuous values, the actual gear ra­ tios of the transmission supplied are discrete finite values. In practical applications, the gear ratio is chosen according to whether the working condition point of the torque converter locates in the low speed ratio region or in the high one. Under the condition that the working condition point of the torque converter locates in the low speed ratio re­ gion, the lowest shift is chosen when the calculated gear ratio is larger than the maximum gear ratio of the transmission . Otherwise the bigger gear ratio will be chosen when the calculated gear ratio is between the two actual gear ratios of the transmis­ sion. Under the condition that the working condi­ tion point of the torque conve口er locates in the high-speed ratio region, the highest shift is chosen when the calculated gear ratio is smaller than the minimum gear ratio of the transmission. Otherwise the smaller gear ratio will be chosen when the calculated gear ratio is between the two actual gear ratios of the transmission . Now, an example is taken to show how it is used. Suppose that a transmission with 4 shifts, i4< i3 < i2 < i1, where i,, is gear ratio, n is shift, and = 1,2,3,4. The shift is chosen as shown in Table 1. 脚1ethod to prevent shift cycling As discussed before, the upshift point and the downshift point are the same in the above shift schedule. In order to prevent the transmission "hunting” in use, a method is adopted to distinguish Table 1 Shi“ choosing measure l Inexl = lIpresenl lt (2) where i1nex1 is the transmission gear ratio at the next moment, i1 present is the transmission gear ratio at present. From Eqs.( 1) and (2), the shift schedule for­ mula is as follows:  i, nexr < i4 /4 < i, nex 1 < i3 13 < 11 ne< I < i2 i2 < iInexl < iI i, nex 1 > i1 Shift when the Shift when the working point is working point is in i n low speed ratio high speed ratio 4 A『 句‘d 3 叮’h 2 维普资讯 h忧p://www.cqvip.com Gong et al. 1 J Zh吃;iang U11ii· SCI 2004 5（刀·878-883 881 the normal from the frequent gear that changes shi白． Firstly, since the shift frequency of the ground vehicle is nearly a thousand times per hour (Wang et al., 2000), the minimum time interval from one shift to the next is chosen to be 2 seconds. Suppose that the time of the data acquisition is t (m时，the frequency of the shift decision between two shifts is 2000/t . Therefore, when the frequency of the up­ shift (or downshift) is half of the shift decision times, it is a frequent gear changes shift. When the times of the upshi白（or downshift) are the same as the shift decision times, it is a normal gear changes shift. The method not only adapts to the above shift schedule, but also acts as a general method for all shift schedules to avoid shift cycling. SHIFT QUALITY The gear shift is completed by controlling clutch or brake to engage or disengage. As shift quality is closely linked to whether a shift schedule can be applied to the actual vehicle, it is necessary to discuss the deliberated index and the main fac­ tors affecting shift quality, in order to provide a theoretical basis for improving shift quality. At present, jerk is used as the deliberated index of shift smoothness. Jerk is defined as the change of the longitudinal acceleration of the automobile. Its mathematical expression is (Lei et al., 1999)  unchanged during a shi白，lw is the moment of in­ ertia relating to the part of the transmission output sha白． The above formula shows that the effective method of decreasing jerk is to control the effect of torque change on the transmission output shaft, that is, to make the torque change minimum . BENCH-TEST In order to verify the shift schedule, an auto­ matic transmission test experiment was made on an automatic transmission ’s test-bed. Componen t of automatic transmission ’s test-bed The components and control method of the automatic transmission ’stest-bed is shown in Fig.3. It can be seen that the automatic transmission ’s test-bed consists of an engine, a torque converter, a transmission, a speed increaser, and an electric eddy current dynamometer. The engine is a power supply. The electric eddy cuπent dynamometer is a power dissipation device used for loading for the drivetrain by adjusting winding cuπent to change the brake load. The speed increaser is used for matching the rotational speed for the electric eddy current dynamometer. During the test, the speed and torque of the engine and the torque converter were acquired and processed by a computer. The computer control actuator’s electromagnetic valve Electric eddy current dyna­ mometer controller (4) iof w dt i0lw dt where ），α，v are the jerk , acceleration and speed of the vehicle, respectively , t is time, rr is the wheel radius, i0 is the gear ratio between the transmission output shaft and the driving wheel, woT, ToT are the angular velocity and torque of the transmission output shaft, respectively , Tw is the resistance Fig.3 Schematic diagram for the automatic gear sh恼’s moment acting on the wheel, and supposed to be test-bed 维普资讯 h忧p://www.cqv1p.com 882 Gong et al. I J Zh吃;iang l.iniν SCI 2004 5(7):878-883 opened or closed to implement shift according to the shift schedule. Experimental results of shift schedule 气d l F3 1 u （法）PEzguE凶 The torque converter efficiency was controlled to be over 75% in the test. The time interval of the data acquisition was set to be 200 ms. The ex­ perimental results obtained by connecting the points of the data acquisition are shown in Fig.4. The course of downshift corresponded with that of in­ creasing load in Fig.4b. The course of upshi白cor­ responded with that of decreasing load. The points of efficiency less than 75% in Fig.4a were those determined by shift decision. The experimental results proved that the shift schedule saving energy could make torque converter work in the high ef­ ficiency range by gear shift according to the actual load acting on the drivetrain. 句、“ 句，－ 62出 口 。叫目的g－ ESH 4 400 i350 邑 300 毡， 否。250 C -;; 200 :-e I SO ← 100  100 200 300 400 500 气d 5 气， 1 o· l α rL Time t (s) (a) 100 200 300 Time t (s) (b)  400  500 Experimental results of shift quality The measured results of the torque converter output torque are shown in Fig.4c. I) On the test site, we felt that the impact and vibration of the downshift were stronger than that of the upshift. The reason for this, as explained by Eq.(4) and Fig.4c, is that the torque change of the downshift is bigger than that of the upshift. 2) There is a trough in Fig.4c, coπesponding to each shift point. This phenomenon indicates oc­ cuπence of power inteπuptions during gear shi位， 3) To study the controllability condition of shift quality, the thirteen shift points in the test were carefully analysed. To expound the course of gear shift, the experimental data of three gear shift courses were extracted from the experimental re­ cord, and listed in Table 2. In order to easily de­ scribe the course of the gear shift. The measured point, after shift instruction is sent out, is called a shift point and marked as point l . The point before the shift point is marked as point 0. The point after the shift point is marked as point 2, the rest can be deduced by analogy. The torque converter output torque of each group has the following changing rule:the torque converter output torque of point 1 is less than that of point 0, the torque converter output torque of point 2 reduces more than that of point 1, the torque converter output torque of point 3 in­ creases more than that of point 2, the torque con­ verter output torque of point 4 is the biggest among those of point 2, point 3 and point 5. nυ nv l 200 300 400 Time t (s) (c) 500 The course of the gear shift indicates that the clutch of the original shift began to slip at point l . The clutch of the original shift disengaged and the Fig.4 Experimental results of the automatic gear shift’s test-bed (a) Efficiency change; (b) Transmission shift change; (c) Turbine torque change clutch of the new shift did not engage at point 2. At this moment, power interruptions occurred. The 维普资讯 http://www.cqv1p.com Gong et al.I J Zhejiang Univ SCI 2004 5(7):878-883 883 clutch of the new shift began to slip at point 3 and engaged at point 4. Conclusion From the above experimental results, we can conclude that:  SUMMARY In order to solve the problem of the low torque converter efficiency in the automatic transmission of the ground vehicle under heavy load, a new shift schedule saving energy is proposed for the auto­ 1) The shift schedule saving energy can matic transmission of the ground vehicle. Experi­ maintain the torque converter working in the range of an ideal value under all the working conditions except the following two cases, one is the low ef­ ficiency range on the left when the transmission works in the lowest shift, and the other is the low efficiency range on the right when the transmissi(?n works in the highest shift. 2) Random load was imposed on the drivetrain during the test. Although the above shift schedule saving energy was obtained by the studying torque converter’s primary characteristic, the experimen­ tal results showed that the shift schedule saving energy is coηect while the torque converter is working under conditions of the kinetic characteristic. 3) In order to reduce the impact of the gear shift in the test, it could be known that the clutch of the new shift should be engaged 200 ms earlier than that of the original shift to be disengaged. Therefore, shift quality can be improved by timing control. Table 2 Experimental data of three shift courses Torque converter output ment on the automatic transmission bench-test adopting this shift schedule was made on the automatic transmission ’s test-bed. The experi­ mental results showed that the shift schedule was coηect and that shift quality was controllable. The above research results provide reliable basis for application to ground vehicle and improving shift quality. References Gong, J., Zhao, D.X., 200 la. Study on shift schedule and simulation of automatic transmission . Chinese Journal of Mechanical Engineering , 14:250-253 . Gong，工，Zhao, D.X., 2001b. Study on shift schedule and auto-controlling simulation of automatic transmission . Journal of 刀’an Jiaotong Universi纱，35:930-934 (in Chinese). Gong, J., 2002. Study on Shift Schedule of Automatic Transmission for High Efficiency. Ph.D thesis, Jilin University, China (in Chinese). Lei, Y.L., Ge, A.L., Qin, G.H., 1999. Testing study of improving shift quality of automated mechan