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1、外文文獻翻譯 附錄 A （英文原文）Adaptive Clutch Engaging Process Control Automatic Mechanical Transmission LIU Hai' ou（劉海鷗）,CHEN HUI' yan（陳慧巖）,DING Hua' rong（丁華 榮）,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 o

2、n 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.Ta

3、king 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

4、）; 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

5、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. Jerk—As

6、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. Accordi

7、ng 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

8、 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

9、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 crea

10、ting 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

11、 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 mac

12、hine 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 transmit

13、ted 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 ind

14、ividual 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.Fo

15、r 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

16、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

17、 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 p

18、itch 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

19、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 gear

20、s,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 load

21、s.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 cance

22、l 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 accur

23、ately 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 bear

24、s 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 becau

25、se 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-tr

26、ansmission 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 stati

27、c 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 la

28、teral 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

29、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

30、.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 sys

31、tem,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 ma

32、ny 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 th

33、e change of rotating speed signal. 2 Conclusions ①The 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

34、 demands well.②The 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. ③A large

35、amount of tests that were conducted for along time show that the control 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

36、,Bamberger J,Michan P,et al.Flatness-based clutch control for automated manual transmission[J]. Control Engineering Practice,2003(11):1353-1359. [2] [3] Xi Jun qiang.Research on brushless electric motor driven automatic main clutch and its control strategy[D].Beijing:School of Vehicular and Transpor

37、tation, Beijing Institute of Technology, 2001.(inChinese) [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) [5] Andrew Szadkowski. Shiftability and Shift Quality Issues in Clutch Transmission System

38、s[R]. SAE 912697,1991.附錄 B (譯文)適應(yīng)性離合器在機 械自動傳動中的加工控制 劉海鷗，陳慧巖，丁華榮，何忠波(機械和車輛工程學(xué)校，北京 技術(shù)學(xué)院，北京 100081，中國) 摘要：依靠對離合器運行過程的詳細分析控制目標和適應(yīng) 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(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)

39、的適應(yīng)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。 關(guān)鍵詞：自動機械傳輸(AMT)；傳輸技術(shù)；適應(yīng)性控制；主要齒輪捏合無論潮濕或干燥， 主要離合器的捏合加工控制策略的摩擦力是車輛技術(shù)領(lǐng)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(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。 1.控制對象和適應(yīng)的要求 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。緊縮一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：j=da/dt=d2v/dt2 (1) 式中j為緊縮，v和

40、a分別是車輛行駛速度和加速度根據(jù)車輛動力學(xué)，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：t v D e g gd Gd v A C f G T r i i 2 0 15.21 ) sin ( (2)式中e T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，D C為空氣阻力系數(shù)。機構(gòu)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(gòu) 基本零件的機械裝置有三種類型：1：齒輪裝置。那是在回轉(zhuǎn)軸之間進行接觸傳動的嚙合構(gòu) 件。2：凸輪裝置。把輸入構(gòu)件的均勻運動轉(zhuǎn)換成輸出構(gòu)件的非均勻運動的裝置。3：平面 機

41、構(gòu)和空間機構(gòu)。是能使一個點或一個剛體產(chǎn)生機械運動的有用裝置。機構(gòu)是形成許多機 械裝置的基本幾何結(jié)構(gòu)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(gòu)要設(shè)計成使剛體構(gòu)件相對基準構(gòu)件產(chǎn)生所希望的運動，機構(gòu) 的運動設(shè)計即運動的綜合，把第一步常常是先設(shè)計整部機器。當考慮受力時，要提出動力 學(xué)方面的問題，軸承的載荷，應(yīng)力，潤滑等類似的問題，而較大的問題是機器結(jié)構(gòu)問題。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(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。在各種各樣有

42、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這樣：公法線通過兩齒輪中心連線上的 固定點。有幾種標準齒輪可供選用。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

43、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。 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

44、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(yīng)作選擇，以便產(chǎn)生最小的軸向推力。 直齒錐 齒輪易于設(shè)計且制造簡單，如果他們安裝的精

45、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(shè)計 使用螺旋錐齒輪，實踐證明是切實可行的，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(gòu)，那 是常常所希望的，這樣的齒輪機構(gòu)叫做準雙曲面齒輪機構(gòu)，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。 軸是一轉(zhuǎn)動或靜止桿件。通常有圓形橫

46、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(shè)計的重要依據(jù)。因 為單根軸可以承受靜應(yīng)力， 變應(yīng)力和交變應(yīng)力，所有的應(yīng)力作用都是同時發(fā)生的。 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(yīng)根據(jù)變形來確定，然后 進行應(yīng)力分 析。因此，如果軸做得有足夠的剛度以致?lián)锨惶?，那么合?yīng)力符合安全要 求那是完全 可能的。但決不意味著設(shè)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(shè)計者無論何時，動力傳遞零件， 如齒輪或 皮帶輪

47、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。 根 據(jù)關(guān)于車動力學(xué)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(guān)的變動 率。然 而，扭矩變換裝置在控制系統(tǒng)不可能安裝，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(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 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(yīng)控 制戰(zhàn)略 調(diào)整根據(jù)反射的傳送的扭矩和從轉(zhuǎn)動的速度信號的變動已知的滑倒的工作。 2.結(jié)論 ①依靠 速度信號的適應(yīng)性控制策略的

48、關(guān)鍵技術(shù)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(xué)。 ②參考模式可以用速度改變過程曲線來證 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(yīng)性控制目標可以被認識。 ③一個持續(xù)很久的大型實驗顯示進行速度信號的控制戰(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。 參考： [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. [2] [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 Institute of Technology, 2001.(inChinese)