外文翻譯---關(guān)于自動(dòng)手動(dòng)變速器控制發(fā)展進(jìn)展

1、<p><b>　　中文4030字</b></p><p><b>　　附錄A</b></p><p>　　關(guān)于自動(dòng)手動(dòng)變速器控制發(fā)展進(jìn)展</p><p><b>　　摘要</b></p><p>　　近幾年，AMT控制系統(tǒng)在汽車中應(yīng)用的可持續(xù)發(fā)展的效果是顯著的。這種

2、控制應(yīng)用已經(jīng)快速平穩(wěn)的發(fā)展著，它導(dǎo)致了電子元件，控制軟件的驚人的進(jìn)步。，因吃也提高了交通工具的工作性能的需要。AMT控制策略得到了一個(gè)歸納，使關(guān)于汽車調(diào)檔和離合器開啟階段的啟動(dòng)動(dòng)態(tài)震蕩行為。AMT將來的前途是扭矩傳遞能力的增加，以及發(fā)達(dá)的高效的電子控制系統(tǒng)。這篇文章所關(guān)注的便是AMT在過去、現(xiàn)在、將來的發(fā)展，給出了一個(gè)關(guān)于AMT和其他控制策略中潛在的動(dòng)態(tài)的問題以及解決這些問題的方法。 </p><p>　　關(guān)鍵字

3、：AMT；控制方法；離合器動(dòng)態(tài)響應(yīng)；氣動(dòng)傳輸控制</p><p><b>　　簡介</b></p><p>　　研究被執(zhí)行在過去幾年期間對手動(dòng)傳動(dòng)系統(tǒng)被考慮作為自動(dòng)手動(dòng)傳動(dòng)研究的一個(gè)基礎(chǔ)。老式手工由插入電子設(shè)備和軟件來改進(jìn)換擋質(zhì)量，提高燃料經(jīng)濟(jì)性和開發(fā)更加高效率的可靠系統(tǒng)。在1970 年，Scania 和Daimler Benz開始使用半自動(dòng)化控制模式作為AMT發(fā)展的

4、第一階段。此進(jìn)展中，齒輪換擋進(jìn)程在踩離合器之后，由電器系統(tǒng)管理。電子監(jiān)控程序給出建議，驅(qū)動(dòng)器優(yōu)選齒輪換擋。美國的Eaton 聰明的改進(jìn)了早先設(shè)計(jì)，通過添加控制傳動(dòng)器和引擎的方法。在第二階段充分的自動(dòng)控制系統(tǒng)被生成，并且第一類產(chǎn)品被傳送到市場由鈴木公司在1984 被日產(chǎn)福特和尼桑在使用節(jié)流閥作為一個(gè)控制參數(shù)來控制速度。第三級(jí)是全自動(dòng)智能控制，鈴木和尼桑首先設(shè)計(jì)采摘了調(diào)制解調(diào)器控制的理論，譬如模糊邏輯，包括環(huán)境參數(shù)和通信工具在它們的形式的運(yùn)

5、行條件。當(dāng)前AMTs的智能自動(dòng)控制交通工具集中在顧客需求上改善調(diào)擋質(zhì)量和更有效的傳輸體系以及降低燃料消費(fèi)。歐洲輕型交通市場中，AMT和自動(dòng)傳輸在過去十年進(jìn)一步減少，顧客需求量從8%到14%增長緩慢，因?yàn)橄M(fèi)者勉強(qiáng)選擇自動(dòng)系統(tǒng)。在美國，AMT的需求強(qiáng)烈增長有84%的汽車是自動(dòng)的。日本轉(zhuǎn)型為自動(dòng)化要比美國</p><p>　　中國被登記的自動(dòng)研究在1984年， 并且被辛?元公司修建一個(gè)電子系統(tǒng)包括DC 馬達(dá)為開動(dòng)傳動(dòng)

6、器和轉(zhuǎn)移的部件為選擇和轉(zhuǎn)移。AMT控制方法是非常重要的問題，由使必需減少燃料消費(fèi)和提供光滑的加速度，有不利影響在工作性能的動(dòng)擺減到最小。</p><p>　　1. AMT控制系統(tǒng)結(jié)構(gòu)</p><p>　　汽車上的ATM控制系統(tǒng)主要包括發(fā)動(dòng)機(jī)、離合器、由軟件控制的齒輪組，標(biāo)準(zhǔn)的轎車管理被顯示在傳輸控制上，發(fā)動(dòng)機(jī)控制ECU通過一個(gè)信號(hào)從剎車到加速度傳感器，加速度增大到ECU為止。汽車擋位控制系

7、統(tǒng)和換擋位置的檢測，用齒輪轉(zhuǎn)移點(diǎn)的數(shù)據(jù)確定。</p><p>　　（1）引擎(2) 發(fā)動(dòng)機(jī)速度傳感器(3) 傳動(dòng)器(4) 沖程傳感器(5) 傳動(dòng)器致動(dòng)器(6) 傳輸(7) 齒輪轉(zhuǎn)移的致動(dòng)器(8) 適應(yīng)位置檢測器(9) 驅(qū)動(dòng)輪 (IO) 汽車速度傳感器(11) 傳動(dòng)器控制單元(12) 齒輪轉(zhuǎn)移的控制單元(13) 計(jì)算機(jī)軟件(I4)傳遞控制單元(15) 加速度傳感器(16) 制動(dòng)節(jié)流閥(I7) 發(fā)動(dòng)機(jī)控制部件(18)

8、 節(jié)流閥制動(dòng)器</p><p>　　圖1 AMT 控制系統(tǒng)結(jié)構(gòu)</p><p>　　TCU 或數(shù)據(jù)采集板從模塊傳感器獲得信息調(diào)用它到計(jì)算機(jī)軟件，交換器通過一臺(tái)數(shù)字式編碼器可能被使用為以數(shù)字形式與計(jì)算機(jī)軟件兼容評(píng)定他們，響應(yīng)輸出信號(hào)是反饋傳動(dòng)器的數(shù)據(jù)和齒輪轉(zhuǎn)移的制動(dòng)器。</p><p>　　2. AMT控制系統(tǒng)的分類</p><p>　　根據(jù)

9、運(yùn)行變速桿和傳動(dòng)器AMT 分為以下類別</p><p>　　2.1 氣動(dòng)力學(xué)的傳輸是齒輪傳動(dòng)制動(dòng)器的強(qiáng)制和傳動(dòng)器控制進(jìn)程，由氣動(dòng)力學(xué)系統(tǒng)實(shí)施AMT 氣動(dòng)力學(xué)的控制系統(tǒng)，并被顯示在配置上傳動(dòng)箱的驅(qū)動(dòng)力與氣壓力是按比例為開啟的制動(dòng)器傳輸動(dòng)力。 </p><p>　　杠桿壓力是使用控制氣動(dòng)閥門來調(diào)控壓縮的入庫和出庫的氣流來回應(yīng)控制信號(hào)，根據(jù)調(diào)度程序映射的位置來實(shí)現(xiàn)預(yù)期的位置。</p>

10、<p>　　電磁式傳感器被使用表明氣動(dòng)力的制動(dòng)器的位置轉(zhuǎn)移被驅(qū)動(dòng)到一個(gè)渴望的位置根據(jù)定義開動(dòng)的順序這個(gè)系統(tǒng)用低壓力（0.5Mpa—0.8Mpa）來驅(qū)動(dòng)，然而制動(dòng)器有不利的地方，譬如氣漏，從結(jié)夠大范圍和低安置精確度來考慮，這是只為卡車的調(diào)度程序映射是才行得通。</p><p>　　(i) 位置檢測器信號(hào)(2) 電磁式傳感器(3) 氣動(dòng)閥(4) 流失(5) 垂直磁道</p><p&

11、gt;　　(6) 水平的磁道和(7) 氣動(dòng)閥開動(dòng)的信號(hào)次序裝置</p><p>　　圖2 氣動(dòng)力學(xué)的控制系統(tǒng)裝置</p><p>　　2.2 電子傳輸在這樣系統(tǒng)中制動(dòng)器控制由伺服電驅(qū)動(dòng)器實(shí)施，譬如DC 馬達(dá)，步進(jìn)馬達(dá)或線性電磁式制動(dòng)器同步運(yùn)轉(zhuǎn)達(dá)到渴望的位置這個(gè)系統(tǒng)的好處當(dāng)中，一個(gè)是致動(dòng)器用途能量只在開動(dòng)的期間它是容易對控制驅(qū)動(dòng)器并且費(fèi)用低且有效。這些系數(shù)使系統(tǒng)高效率和可靠性比氣動(dòng)力學(xué)和

12、液壓機(jī)構(gòu)的低。</p><p>　　2 3 水力發(fā)電的傳輸</p><p>　　在1980年水力發(fā)電的AMT控制系統(tǒng)是被合并到動(dòng)力系中。圖3顯示一種液壓機(jī)構(gòu)包括短路和電子管，管中含高壓液壓油（3Mpa—6Mpa），由一個(gè)電磁閥或馬達(dá)運(yùn)行閥在踩離合器或調(diào)擋來達(dá)到必需的位置。閥門由電子元件控制，壓力繼電器控制水力電路的電壓，每當(dāng)壓力被切換更改時(shí)，累加器被使用用來阻止壓力脈動(dòng)下的馬達(dá)和軟化系統(tǒng)壓

13、力，這個(gè)系統(tǒng)發(fā)展是快速的響應(yīng)高精確度的安置制動(dòng)器。不利條件包括被加壓的油通過間隙和排氣管損失掉，使汽缸的體積減少和費(fèi)液引起的腐蝕磨損，而且AMT 液壓機(jī)構(gòu)是價(jià)格高、維護(hù)困難和需要額外用品來開動(dòng)的驅(qū)動(dòng)器。</p><p>　?。?）累加器(2)壓力繼電器(3) 電磁閥(4) 傳動(dòng)器液壓缸(5) 精選液壓缸</p><p>　　(6) 齒輪液壓缸(7) DC馬達(dá)(8) 泵</p>

14、<p>　　圖3 水力發(fā)電的系統(tǒng) </p><p>　　4.1通信工具速度和輸出扭矩控制汽車速度或調(diào)控驅(qū)動(dòng)軸扭矩或電子控制節(jié)流閥ECT 被使用當(dāng)測試階段的控制參數(shù)，幾種汽車控制系統(tǒng)已經(jīng)被開發(fā)出來了，到現(xiàn)在為止開發(fā)自動(dòng)速度控制系統(tǒng)使自動(dòng)調(diào)諧的模糊邏輯規(guī)則有汽車的速度，符合驅(qū)動(dòng)器的單獨(dú)特性，選這個(gè)控制方法變短需時(shí)，確定最佳控制速度，使用一個(gè)線性靈活的驅(qū)動(dòng)器軸設(shè)計(jì)，此設(shè)計(jì)減低了頻率（小于6Hz）適合輛

15、重型卡車。汽車的速度決定了它們的動(dòng)態(tài)模型, 動(dòng)擺頻率應(yīng)該被精確獲取兩個(gè)旋慣量被一個(gè)泵彈性的連接起來。Alexander和Loukianov 建立了一個(gè)健全的穩(wěn)定的控制體系，用于控制內(nèi)燃機(jī)和雙缸結(jié)構(gòu)的發(fā)動(dòng)機(jī)。環(huán)滑模式控制方法被使用在驅(qū)動(dòng)器循環(huán)提供快速并且精確跟蹤節(jié)流孔。一個(gè)可適應(yīng)的控制結(jié)構(gòu)被調(diào)在其他汽車在通行條件下，緩慢的適應(yīng)并且敏感性基于梯度算法PI 管理器，結(jié)果被調(diào)整為一份二次方函數(shù)。Martin Sommer ville提出一份氣動(dòng)

16、的節(jié)流孔制動(dòng)器開關(guān)控制計(jì)劃。由使用控制三螺線管激活閥門獲得他并且開發(fā)兩個(gè)線性模型可以各自地達(dá)到節(jié)流閥制動(dòng)器的預(yù)期速度。為了輸出扭矩控制，Magnus 和Lars提出個(gè)方法，根據(jù)引擎扭矩控制由估計(jì)被傳送的扭矩并且控制它到</p><p>　　4.2 傳動(dòng)器動(dòng)態(tài)回應(yīng)控制</p><p>　　傳動(dòng)器允許引擎力量逐漸被增加當(dāng)汽車起動(dòng)并且力量被中斷或轉(zhuǎn)移避免齒輪嚙合時(shí)。起步階段的關(guān)鍵點(diǎn)在與AMT 的

17、控制。 由于一些作用被生成在這個(gè)階段，譬如扭轉(zhuǎn)力振動(dòng)使傳動(dòng)器的速度差額增加，直線動(dòng)擺增加。小卡車共振磁通常是在1 0 赫茲到20 赫茲之內(nèi)的范圍的柴油引擎。另外相當(dāng)數(shù)量能量被轉(zhuǎn)化為熱與滑行階段時(shí)間是按比例在范圍為0.5秒到2.0秒內(nèi)變化。 </p><p>　　而且被重復(fù)應(yīng)用的負(fù)荷作用生成表面磨損， 減少傳動(dòng)器摩擦板的壽命。圖4 說明可變參數(shù)的傳動(dòng)器滑行階段，傳動(dòng)器扭矩增量取決于應(yīng)用的夾緊力，當(dāng)它到達(dá)最大值時(shí)鎖定

18、引擎和傳動(dòng)器速度與熱能增量取決于扭矩和滑動(dòng)速度的點(diǎn) 研究員的控制方法導(dǎo)致沖擊，例如表面磨損，小摩擦損耗，在滑行時(shí)引擎制動(dòng)的最小時(shí)需求。這些都將引起不期望的線性磨損。</p><p>　　動(dòng)態(tài)模型由Centea開發(fā)，并且學(xué)習(xí)滑動(dòng)差異的作用和摩擦系數(shù)。結(jié)果期間表明，摩擦正梯度系數(shù)各種各樣的摩擦材料所影響。滑動(dòng)速度提供一個(gè)更好的阻止作用和少許摩擦。</p><p>　　佛朗哥和Luigi

19、 開發(fā)了公式化的滑動(dòng)控制技術(shù)如同一個(gè)線性時(shí)間不變的設(shè)計(jì)。傳動(dòng)器根據(jù)閉合回路以反饋控制。目前，模糊邏輯控制有分析傳動(dòng)器動(dòng)態(tài)回應(yīng)特性在滑行階段的特性。AMT 標(biāo)準(zhǔn)是一個(gè)最重大的因素，有對穩(wěn)定狀態(tài)影響的震動(dòng)發(fā)生，當(dāng)插入目標(biāo)齒輪轉(zhuǎn)入驅(qū)動(dòng)器。在傳動(dòng)齒輪之間無法順利地完成歸結(jié)于速度的不同。</p><p>　　標(biāo)準(zhǔn)是汽車的惡化驅(qū)動(dòng)損失由熱量形式被散發(fā)。驅(qū)動(dòng)軸轉(zhuǎn)動(dòng)扭矩在齒輪期間主要介入在震動(dòng)中。齒輪對引擎的震動(dòng)由于慣性扭矩，由

20、速度改變而成，并且這個(gè)進(jìn)程扭矩是重大的，并且更加中意改進(jìn)震動(dòng)的扭矩。是首要執(zhí)行的，是對駕駛性能的一個(gè)重要限制如果不被阻止。此控制策略提供齒輪嚙合的優(yōu)化時(shí)間，尤其是超載駕駛后上坡時(shí)。一個(gè)州控制技術(shù)被kazumi和yasunori提出，它可以不需要連接傳感器便可以檢測路的坡度，無論上坡或下坡，然后選擇恰當(dāng)?shù)臋n位。In Ref〔19〕，一個(gè)控制方式被介紹出來之前，要根據(jù)導(dǎo)航系統(tǒng)所獲得的路面數(shù)據(jù)，和精確的行駛速度，此速度齒輪的傳遞來實(shí)現(xiàn)。Min

21、owa所提出的方式是穩(wěn)定狀態(tài)的條件下，燃料消耗是引擎的速度和扭矩的影響，選擇合理的齒輪，提供最低的消耗率，因此要減小齒輪調(diào)速。</p><p>　　5 AMT 控制未來進(jìn)展</p><p>　　AMT技術(shù)的潛能是要克服動(dòng)力傳遞期間的扭矩的中斷問題，因?yàn)橐岣呦到y(tǒng)的穩(wěn)定可靠性和加速度。2005年之后，AMT攜帶DCT技術(shù)控制時(shí)被期望很高的，年可以提高好的齒輪質(zhì)量和提高燃料的燃燒率，并降低價(jià)格

22、。AMT的將來設(shè)計(jì)集中在增加傳遞速度，使引擎操作趨于最佳運(yùn)行軌跡，從而得到明顯的經(jīng)濟(jì)效益。另外，電路轉(zhuǎn)換技術(shù)的發(fā)展也將被加強(qiáng)重視。發(fā)達(dá)的電子控制儀器將被越來越廣泛的使用，例如空駛工程中的數(shù)字信號(hào)處理器，像在虛擬環(huán)境中迅速還原的可替代的儀器。而且也會(huì)有更多的建議會(huì)出現(xiàn)，關(guān)于適應(yīng)邏輯控制軟件，其中包括車型和駕駛環(huán)境的識(shí)別。圖6所示為關(guān)于2005年運(yùn)輸技術(shù)產(chǎn)業(yè)的預(yù)測數(shù)據(jù)，也顯示了在6檔技術(shù)的AMT需求增加2.5個(gè)百分點(diǎn)的同時(shí)，5檔AMT的需求

23、下降了2.4個(gè)百分點(diǎn)。這要?dú)w于速度比率范圍寬，節(jié)省燃料（5%—6%），減少熱量損耗和提速5%的優(yōu)勢。同樣的，5檔AT系統(tǒng)將隨著6檔AT的增加而減少。</p><p><b>　　6 結(jié)論</b></p><p>　　目前，AMT控制系統(tǒng)的硬件設(shè)備和軟件控制功能的數(shù)量持續(xù)增加，使AMT控制系統(tǒng)在國際化大環(huán)境中起越來越重要的作用。如今，AMT技術(shù)致力于機(jī)電運(yùn)輸體系，而不是

24、液壓或氣壓體系。這種情況要?dú)w終于低的基本成本和低的維修上。另外，電子驅(qū)動(dòng)系統(tǒng)操縱簡單。AMT的控制政策的根本演變要依賴于現(xiàn)代控制理論的應(yīng)用，例如模糊邏輯，二次方優(yōu)化，離合器動(dòng)態(tài)響應(yīng)的網(wǎng)絡(luò)神經(jīng)技術(shù)，提高扭矩和齒輪運(yùn)轉(zhuǎn)的效率高，消耗在電機(jī)響應(yīng)中的時(shí)間少等。所有這些有利因素使得AMT系統(tǒng)在運(yùn)輸領(lǐng)域中占有舉足輕重的地位。</p><p><b>　　附錄B</b></p><p&

25、gt;　　Review on development progress of automatic manual transmissions control</p><p>　　Ibrahim A L I A, Da-tong Q, Abdulla A N</p><p>　　Abstract：ln recenl year ，the sustainable development of au

26、tomatic manual lransmissions(AMTs)control in vehicles is conspicuous．The control applications have grown fast and steadily due to the lremendous progress in power electronics components and the control software that enha

27、nce the requirements for delivering higher vehicles performance．AMTs controI strategies achieve a reduction in the driveline dynamic oscillations behavior during gear shifting and clutch starting up processes.AM-r s futu

28、re</p><p>　　Keywords：AMTs control strategy；clutch dynamic response；pneumatic lransmission control</p><p>　　Introduction </p><p>　　The research carried out during the last few years

29、on manual transmission systems are considered as a foundation for automatic manual transmission research.upgrading the old manual style by inserting electronic equipment and software to improve shift quality，enhance fuel

30、 economy，and develop more efficient and reliable systems．In 1970 Scania and Daimler Benz began to use half automation control mode as the first stage for AMT progress．In their model the gear shifting process was operated

31、 by elect</p><p>　　1 Configurations of AMT control system </p><p>　　An AM T control system of a vehicle consists mainly of the engine，clutch and gear shift control units operated by computer sof

32、tware，as is shown in Fig．1 where the transmission control unit(TCU) communicateswith the engine control unit(ECU) through a standar CAN or a seriaI bus[5]．A signal from the sensor of a acceleration pedal shows the operat

33、ion magnitude othe acceleration pedal，and this signal is fed to the gear shifting control unit and the ECU．In the gear shift in control unit，the vehicle s</p><p>　　(1)Engine；(2)Engine speed sensor；(3)Clutch；

34、(4)Stroke sensor；(5)Clutch actuator；(6)Transmission；(7)Gear shifting actuators；(8)Gear position sensor；(9)Driving whecl mechanism；(IO)Vehicle speed sensor； (I I)Clutch control unit；(12)Gear shifting control unit；(13)Comp

35、uter software；(I4)Transmission control unit；(15)Acceleration 0eaaJ Sensor； (16)Throttle pedal；(I7)Engine control unit and；(18)Throttle actuator． </p><p>　　Fig．1 Configuration of AMT control system</p>

36、<p>　　The TCU or the data acquisition card receives information from analogue sensors and transfer it to a computer software via A/D converters and I/O interface． Also a digital encoder can be used for measuring da

37、ta an d feed them in a digital form compatible with the computer software．The response output signals are fed back bv D/A converters to controI the clutch and gear shifting actuators． </p><p>　　2 Classifica

38、tions of AMTs control system</p><p>　　According to the driving actuator’s forces that operate the gearshift and clutch movements，AMT falls into the following categories． </p><p>　　Pneumatic tran

39、smission </p><p>　　For this type，the gear shifting and clutch control processes are implemented by pneumatic servosystem． The AMT pneumatic control system [6] shown in Fig．2 consists of verticaI and horizont

40、aI shift actuators which are mounted on the tran smission gearbox for the generation of driving forces that are proportional to the cylinders’internal pressure for actuating shift levers．Pressures are controlled by using

41、 pneumatic—activated valves to regulate the compressed inflow and outflow air(drain)in respo</p><p>　　Electromagnetic sensors are used to indicate the position of pneumatic actuators．The shifting mechan ism

42、is driven to a desired position according to a scheduler map that defines actuating sequences．This system uses low pressures(0．5 MPa to 0．8 MPa)for actuators．Nevertheless it has disadvantages such as air leakage from a c

43、learance， large size and low positioning precision for actuators．Moreover, it is feas ible only for trucks．</p><p>　　(1)Position sensor signals；(2)Electromagnetic sensor；(3)Pneumatic valve ；(4)Drain；(5)Verti

44、cal cylinder；(6)Horizontal cylinder；and(7)Pneumatic valve actuating signals order． </p><p>　　Fig．2 AMT pneumatic control system</p><p>　　2．2 Electro—mechanical transmission </p><p>

45、　　In such a system，actuator control is implemented by servo electric drives such as DC motors，stepper motor or linear electromagnetic actuators working synchronously to achieve the desired positions．One of this system’s

46、advantages is that actuators use energy only in actuating period．It is easy to controI the drives．a(chǎn)nd the cost for the electricaI components are low．These factors make the system more efficient and reliable than pneumati

47、c and hydraulic systems． </p><p>　　2．3 Hydroelectric transmission </p><p>　　In 1 980 hydroelectric AMT controI system was inte．grated to a powertrain．Fig．3 shows a hydraulic system consisting of

48、 passages and tubes containing hydraulic oil of high pressure f3 MPa to 6 MPa)controlled by an electric—solenoid valve or motor operated valve to achieve required positions at each time for clutch or gear change．The valv

49、e is under the control of an electronic control unit．A pressure relay controls the pressure in the hydraulic circuit when the pressure is changed by switching t</p><p>　　(I)Accumulator；(2)Pressure relay；(3

50、)Solenoid valve；(4)Clutch hydraulic cylinder；(5)Select hydraulic cylinder；(6)Shift hydraulic cylinder；(7)DC motor；(8)Pump．</p><p>　　Fig．3 AM T hydroelectric system</p><p>　　3 Outlook for AMT con

51、trol strategies</p><p>　　3.1 Vehicle speed and output torque control</p><p>　　In order to control the vehicle speed or regulate the driving shaft torque to a target value，ignition timing adjustm

52、ent or electronic control throttle (ECT)is used as control parameters for the desired task. Several vehicle control systems have been developed up to now．Takahashi[8] developed automatic speed control system employing se

53、lf-tuning fuzzy logic rules to have the speed of the vehicle matching a driver’s individual preference．This control strategy shortens the time required to determine</p><p>　　3.2 Clutch dynamic response cont

54、rol </p><p>　　Clutch allows engine power to be applied gradually when a vehicle is starting up and power is interrupted when shifting to avoid gear crunching．Clutch slipping phase is a crucial point in AMTs

55、contro1．Due to the speed difference of the clutch plates，some effects are generated during this phase such as torsional vibration (judder) that increases the driveline oscillation，particularly on small trucks with diesel

56、 engine．The excitation of this resonant vibration is usually within the range of 1 0 Hz</p><p>　　Researcher’s control strategies lead to conflicting objectives such as small facing wear，small friction losses

57、，minimum time needed for the engagement and regulation of the slip acceleration at the lock up point for reducing the undesirable driveline oscil lation．A non—linear multibody dynamic model was developed by Centea and Ra

58、hnejat to study the effect of the slip variation and the coefficient of friction during the judder．The results indicated that various friction materials of positive gradi</p><p>　　3.3 Shift shockcontrolinAM

59、Ts system </p><p>　　AMTs shift shock criterion is one of the most significant factors，which has influence on the steady state acceleration． The shift shock Occurs when inserting the target gear into the dr

60、ive shaft gear and that can not be accomplished smoothly due to the speed diffefence between the transmission gears during engagement．So the result of this criteria is a deterioration of the vehicle driving comfort，fr

61、iction loss as heat， mechanical wear and noise． Fig．5 iIlustrates the fluctuation of the drive</p><p>　　4. Future progress of AMTs control </p><p>　　The prospect of AM Ts technology is to overco

62、me the torque interruption during power shifting in order to improve the acceleration feeling and the reliability of the system．Beyond 2005，AM T with double clutch transmission(DCT)control techniques is expected to grow

63、up，to provide good shift quality and improve merit in the fue J consumption at a price below that of a conventional AM T．Future researches on AM Ts wilI focus on increasing the number of transmission speeds that Jlas obv

64、ious benefits o</p><p>　　5 Conclusions</p><p>　　Recently，the continuously increasing volume of AMTs control systems’ hardware equipment and software control functions has been leading AMTs to a

65、 great stature in the vehicles transmissions global community．Today，AMTs technology is focusing on the production of electro·mechanical transmission system other than the hydraulic and pneumatic systems． This is d

66、ue to the lower capital cost for the equipments and the operating maintenance．In addition，the control of the system electric drives is easy．</p><p>　　References </p><p>　　1 Ren C．Research on ev

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77、e influence of the interface coefficient of friction upon the propensity to iudder in automotive clutches [J]．IME,l 999，2 l 3(05597)：245-258． </p><p>　　l6 Franco G，Luigi G，Luigi I．Smooth engagement for auto

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