[雙語翻譯]車輛工程外文翻譯--雙離合器變速器動力系中換檔的控制

1、5800 英文單詞， 英文單詞，3 萬英文字符，中文 萬英文字符，中文 9600 字文獻(xiàn)出處： 文獻(xiàn)出處：Walker P D, Zhang N, Tamba R. Control of gear shifts in dual clutch transmission powertrains[J]. Mechanical Systems and Signal Processing, 2011, 25(6): 1923-1936.Contr

2、ol of gear shifts in dual clutch transmission powertrainsPaul D. Walker, Nong Zhang, Richard TambaAbstractTo achieve the best possible responses during shifting in dual clutch transmissions it is commonplace to integrate

3、 clutch and engine control, while the clutch is used to match speeds between the engine and wheels via reduction gears, poor engine control can lead to extended engagement times and rough/harsh shift transients. This pap

4、er proposes a method for combined speed and torque control of vehicle powertrains with dual clutch transmissions for both the engine and clutches. The vehicle powertrain is modelled as a simple four degree of freedom sys

5、tem with reduction gears and two clutches. Including a detailed clutch hydraulic model, comprising of the direct acting solenoids and clutch piston with the hydraulic fluid modelled as a compressible fluid. Powertrain co

6、ntrol is realised through control of clutch solenoids and manipulation of the engine throttle input. Sensitivity study of clutch performance evaluating inaccurate torque estimation demonstrated variance in the response o

7、f the hydraulic system, with an indicative simulation of poor estimation resulting in increased powertrain vibration during and after shifting. Simulations are conducted to demonstrate the capacity for this method of eng

8、ine and clutch control to further reduce shift transients developed in dual clutch transmission powertrains. The obtained results also show that the adoption of torque based control techniques for both the clutch and eng

9、ine, which makes use of the estimated target clutch torque, significantly improves the powertrain response as a result of reduction in the lockup discontinuities.Keywords: Dual clutch transmission; Powertrain; Hydraulics

10、; Control ; Vibration1. IntroductionThe combination of engine and clutch control in modern automated vehicular powertrains aims to deliver tractive driving torque to the road during shift transients in a manner providing

11、 high efficiency and excellent ride quality. While good system design can maximise these requirements for general driving, it is the engine and transmission control systems, including clutch hydraulics, which must provid

12、e ideal control of clutch and engine speeds and torques to achieve the best possible results during the shift period. This is particularly important for stepped transmission systems such as planetary automatics (AT) and

13、dual clutch transmissions where control of both speed and torque control is required to minimise shift transients.These transients are the result of three different discontinuities of speed, torque, and inertia changes p

14、resent in the powertrain during shifting. By minimising each of these three discontinuities the transient response of the powertrain can be reduced. Both the speed and torque of the engine and clutches can be controlled

15、using different methods to satisfy the need for balancing of speed and torque. The nature of the DCT powertrain, however, requires the stepped change in inertia of the powertrain during shifting, which cannot be easily r

16、educed without reducing the differences in consecutive gear ratios. The responses of a vehicle powertrain resulting from the control of both speed and torque are therefore the focus of this work, requiring detailed model

17、s of clutch hydraulics and powertrains for simulations.2.1. Lumped inertia modelThe development of a reasonable 4DOF finite element model of the dual clutch transmission powertrain uses elements provided for the engine,

18、clutch drum, transmission, and vehicle. This is sufficient to identify the first three natural modes of the closed system, including one rigid body mode. The simplified powertrain is schematically shown in Fig. 1 with cl

19、utches in the slip state, consistent with both clutches energised during general shifting conditions. The engine inertia takes input in the form of engine torque and outputs it to the clutch drum via shaft stiffness and

20、damping element. The clutches are coupled to drum so there are two possible torques available as inputs that transmitted from the engine and clutch drum, as well as two outputs that drive the gear set either separately o

21、r simultaneously. The transmission transfers the clutch output torques to the propeller shaft, where it drives the vehicle inertia which is subjected to various loads such as air drag and rolling resistance.The equations