外文翻譯--設計與塑造轉(zhuǎn)矩和速度控制變速器 tsct

1、<p>　　Designing and Modeling a Torque and Speed Control</p><p>　　Transmission (TSCT)</p><p>　　1 Background</p><p>　　The Partnership for a New Generation of Vehicles (PNGV) was

2、formed between the Federal Government, Ford Motor Company, General Motors Corporation, and Chrysler Corporation. The goal of this partnership was to allow the major U.S. automotive manufactures to collaborate with each o

3、ther and produce high fuel efficiency, low emissions vehicles for sale to the general public. The performance objective for these manufacturers was to create mid-sized passenger cars capable of attaining an 80 mpg (gasol

4、</p><p>　　Hybrid vehicle technology has shown great promise in attaining the goals set forth by the PNGV. Hybrid electric vehicles (HEV ) employ technology that helps bridge the gap between the future hope o

5、f an electric vehicle (EV) and today’s current vehicles. Within the past year hybrid electric vehicles have gained an important place in the vehicle market. American Honda Motor Company, Inc. is currently releasing their

6、 first generation HEV, the Insight. The Insight is a compact, two pass engey, paral</p><p>　　1.1 Current Automotive Transmission Technologies</p><p>　　With the advent of the automobile also came

7、 the creation of the automotive transmission. Early vehicles were simple with manual controls for all functions including the transmission. As advances have been made in vehicles over the past several decades, transmissi

8、on technology has also advanced. The automatic transmission has nearly replaced the manual transmission in all but economy and performance cars. This trend can be attributed to ease of use, higher power engines becoming

9、available, and co</p><p>　　These three types of transmissions are all similar in function though their objectives are accomplished in different ways. The capabilities of these transmissions are limited to de

10、coupling the engine speed from the speed of wheels and thereby providing one of several forward or reverse gear ratios. Each transmission is also a single input (engine) and single output (drive device). There are typica

11、lly no provisions for attaching multiple power sources or for extracting power from more than one po</p><p>　　The exception to this is heavy-duty transmissions equipped with provisions for a power take off f

12、or driving auxiliary mechanical equipment. Single input, single output operation limits drive train flexibility for newer systems employing multiple power sources such as those used in the next generation of hybrid vehic

13、les.</p><p>　　1.1.1 Manual Transmission Operation</p><p>　　Manual transmissions are the least complex and oldest design of power transmission available. In simplest form, a manual transmission i

14、s a linear combination of a clutch and a directly geared connection. More sophisticated examples rely on this design but add the ability to select other gear ratios to allow different output speeds for the same input spe

15、ed. Of these types of transmissions, there are two variations: synchronized and unsynchronized. Synchronized manual transmissions are typically u</p><p>　　Unsynchronized manual transmissions are more robust

16、by nature. The operator must double-clutch between shifts to match engine and transmission speed manually. However, this allows a transmission of a given size to handle greater load as space previously occupied by the sy

17、nchronizers can now be dedicated to the use of wider gears. Applications of these types of manual transmissions are for over-the-road trucks and up to larger equipment with total vehicle weights over 100 tons. [1]</p&

18、gt;<p>　　1.1.2 Automatic Transmission Operation</p><p>　　Automatic transmissions are a complex assembly of many components that allow for seamless power transmission. Those currently available in prod

19、uction vehicles use torque converters, clutches, and planetary gear sets for the selection of different output ratios. The engine is connected to the torque converter that acts very much like a clutch under some conditio

20、ns while more like a direct connection in others. The torque converter is a hydraulic coupling that will slip under light load (idle), bu</p><p>　　Basic automatic transmissions are equipped with a single con

21、trol input that is throttle position. The combination of this with the hydraulic pressure created within the transmission allows for mechanical open loop control of all gear selections. Newer variations of the automatic

22、transmission are equipped with electronic feedback controls. Shift logic is dependent on many more variables such as engine speed, temperature, current driving trend, throttle position, vehicle accelerations, etc. This a

23、</p><p>　　1.1.3 Continuously Variable Transmission Operation</p><p>　　Continuously variable transmissions are one of the emerging transmission technologies of the last twenty years. This type of

24、 transmission allows power transmission over a given range of operation with infinitely variable gear ratios between a high and low extreme. These transmissions are constructed using two variable diameter pulleys with a

25、belt connecting the two. As one pulley increases in size, the other decreases. This is accomplished by locating on one shaft a stationary sheave and a movab</p><p>　　There are two variations of this type of

26、transmission: push belt and pull belt Pull belt CVT were the first type to be manufactured due to simplicity. A clutch is attached between the first pulley and the engine while the output of the second pulley was connect

27、ed to a differential and thus the wheels. A hydraulic pump is used to control the diameter of the two different pulleys. As power is applied the first pulley creates a torque that is transmitted through the belt (under t

28、ension) to the seco</p><p>　　Push belt CVT, similar in design to the Van , are much the same as pull belt CVT , except that power is transmitted through the belt while under compression. This provides a high

29、er overall efficiency due to the belt being pushed out of the second pulley and lowering frictional losses. Current work with these transmissions is being focused on creating larger units capable of handling more torque.

30、</p><p>　　Efficiency of the CVT is directly related to how much tension is in the belt between the two pulleys. CVT torque handling capacity increases as tension in the belt increases. However, this increase

31、d tension lowers power transmission efficiency. The belt must slide across the faces of each pulley as it enters and exits upon each half rotation. This sliding of the belt creates frictional losses within the system. In

32、 addition, there may be significant parasitic losses associated with raising the hy</p><p>　　1.1.4 Automatically Shifted Manual Transmission Operation</p><p>　　Automatically shifted manual trans

33、missions are a fairly recent innovation. The benefit of the manual transmission is that (due to the direct mechanical connection through fixed gears) efficiency is very high. The drawback is that there must be some inter

34、action with the user in the selection and changing of gears. Automatically shifted manuals were created to address this issue. These types of transmissions are traditionally synchronized manual transmissions with the add

35、ition of automation of the</p><p>　　1.1.5 Manually Shifted Automatic Transmission Operation</p><p>　　Manually shifted automatic transmissions are a variation on control of the transmission. The

36、user is allowed to select either automatic or manual shifting modes.</p><p>　　During automatic mode, the transmission functions identically to an automatic transmission. While in manual shift mode however, t

37、he transmission controller allows the user full authority over gear changes as long as the gear change will not over speed the engine. This mode of operation traditionally offers the user tighter, more positive shift fee

38、l. The only requirement of an automatic transmission for manual shifting is that shifts must be accomplished rapidly enough to allow the user a feeling</p><p>　　1.1.6 Planetary Gear Drive Transmission Operat

39、ion</p><p>　　Planetary gear sets are unique in that the combination of gears creates a two degree-of-freedom system. The gear sets are comprised of a ring gear, a sun gear in the center, and planetary gears

40、that contact both the ring and the sun gears. Motion of the planetary gears is controlled by the carrier on which each of the planetary gears rotate.</p><p>　　The carrier maintains the position of the planet

41、s in relation to each other but allows rotation of all planets freely. Inputs (or outputs) to the gear train are the ring gear, sun gear, and planetary carrier. By prescribing the motion of any two of these parameters, t

42、he third is fixed in relation to the other two. By employing one planetary gear train, a fixed ratio between input and output is created. Increasing or decreasing the number of teeth on the sun and ring gears can change

43、this ratio. </p><p>　　When combining more than one planetary gear train at one time, braking or allowing the movement of different elements can create a wide range of effective operation in terms of relative

44、 speeds, torque transfer, and direction of rotation. This is the type of system that is used in automatic transmissions described above. These systems are also employed in large stationary power transmission applications

45、. [1]</p><p>　　1.2 Current Hybrid Electric Vehicle Transmission Design</p><p>　　Hybrid vehicles are vehicles that utilize more than one power source. Current propulsion technologies being favore

46、d are compression ignition (CI) engines, spark ignition(SI) engines, hydrogen-fueled engines, fuel cells, gas turbines, and high power electric drives. Energy storage devices include batteries, ultra-capacitors, and flyw

47、heels.</p><p>　　Hybrid power trains can be any combinations of these technologies. The aim of these vehicles is to use cutting edge technology combined with current mass-produced components to achieve much h

48、igher fuel economy combined with lower emissions without raising consumer costs appreciably. These vehicles are targeted to bridge the gap between current technology and the future hope of a Zero Emission Vehicle (ZEV),

49、presumably a hydrogen-fueled fuel cell vehicle. The operation of these systems must also </p><p>　　By combining multiple power sources, overall vehicle efficiency can be improved by the ability to choose the

50、 most efficient power source during the given operating conditions. This is key in improving vehicle efficiency because current battery technology dictates that nearly all total energy used by the vehicle across a reason

51、able range of driving comes from the on-board fuel. Highly adaptive control strategies that may be employed in the next generation of HEV may monitor vehicle speed, desired</p><p>　　1.2.1 The Advantages and

52、Disadvantages of Series Hybrid Vehicles</p><p>　　Series hybrid vehicles typically have an internal combustion engine (ICE) that is coupled directly to an electric alternator. The vehicle final drive is suppl

53、ied entirely by an electric traction motor that is supplied energy by the battery pack or combination of engine and alternator. The benefit of this type of operation is the engine speed and torque are decoupled from the

54、instantaneous vehicle load and the engine needs only to run when battery state of charge (SOC) has dropped below some lowe</p><p>　　1.2.2 The Advantages and Disadvantages of Parallel Hybrid Vehicles</p>

55、;<p>　　Parallel systems also employ two power sources, typically an engine and a traction motor with both directly coupled to the wheels typically through a multi-speed transmission. This requires that the engine

56、see substantial transient operation. However, the motor can act as a load-leveling device allowing the engine to operate in a more efficient operating region. When the vehicle is operating in a low load state the engine

57、 can be decoupled from the drive train and shut off, or the motor can be u</p><p>　　1.2.3 The Advantages and Disadvantages of Combination Hybrid Vehicles</p><p>　　The third variation of hybrid v

58、ehicle drive trains is the combination, which is a system that can function both as a series and parallel hybrid. Complex combinations of engines, alternators, and motors can accomplish this with geared connections and m

59、ultiple clutches. By clutching and declutching different elements, a combination can be designed to function as a series hybrid under low speed transient conditions and then as a parallel hybrid under higher speed and lo

60、ad. This allows for increased</p><p>　　1.3 Combining Two Different Types of Transmissions</p><p>　　All current automotive transmissions in production are single input, single output meaning that

61、 one power source is connected to the wheels. This design is acceptable for most situations, but to achieve the highest possible efficiency in a hybrid vehicle it would be beneficial to combine different types of transmi

62、ssions. Under different conditions some transmissions are more efficient than others are. By using multiple transmissions, it is possible to combine each in a way that the area of opera</p><p>　　1.4 Multiple

63、 Transmission Combinations for Hybrid Vehicle Applications</p><p>　　Hybrid vehicles posses more than one power source such as an engine and one or more motors. These sources can be distinctly different from

64、each other in operating speed, power output, and control strategy. When combining multiple power source inputs into a single transmission, operation is limited by creating a transmission that cannot be optimized for eith

65、er. By utilizing a combination of transmissions with a combination of power sources, the transmission for each source can be optimized for th</p><p>　　1.5 Objectives</p><p>　　West Virginia Unive

66、rsity is proposing the design of the Torque and Speed Control Transmission (TSCT), a multiple input, multiple output transmission. This design will allow for much more freedom in power train configurations. Multiple powe

67、r sources may be connected to the TSCT and power can be removed from the transmission either by a motor (acting as a alternator), an alternator, or the drive wheels of the vehicle. This transmission design also will empl

68、oy a CVT and a planetary gear train. The </p><p>　　2 Literature Review</p><p>　　Automotive manufacturers and private companies alike have created alternative transmission designs as a means to a

69、chieve greater fuel economy and lower vehicle emissions. A brief review of those transmissions and power trains that are similar in design and operation to the TSCT follows.</p><p>　　Results of the ETH Hybri

70、d III-Vehicle Project</p><p>　　The ETH-Hybrid III is a parallel hybrid drive train built by the Swiss Federal Institute of Technology. The ETH-Hybrid III drive train incorporates a spark ignited internal com

71、bustion engine, an asynchronous electric motor, a flywheel, a continuously variable transmission, and a battery pack Under light load conditions, the electric motor is used to power the vehicle with the flywheel providi

72、ng power for peak power demands through the CVT. As energy is lost from the flywheel, the engine is star</p><p>　　A Charge Sustaining Parallel HEV Application of the Trans motor</p><p>　　The tra

73、nsmotor was developed by Texas A&M University. Operation of the Trans motor is characterized as an electromechanical CVT with three degrees of freedom: input, output, and an electronic connection. The transmotor is a

74、n electric motor with the input shaft connected to the stator and the output shaft connected to the rotor. This allows the trans motor to function in the place of a mechanical transmission. To accomplish speed reduction

75、relative to the input speed, electric energy is extracted</p><p>　　This can lead to a loss in efficiency due to the resistance and inefficiencies of the electrical components involved. [5]</p><p&g

76、t;　　Functional Design of a Motor Integrated CVT for a Parallel HEV Nissan Parallel</p><p><b>　　HEV</b></p><p>　　Nissan Motor Company has created a parallel, charge sustaining HEV. Ba

77、sic components of the system are a high power four cylinder spark ignited engine, electronically engaged clutch, low power electric motor, and a continuously variable transmission. This drive train is capable of three ma

78、in modes of operation: conventional vehicle, electric vehicle, and charge while driving. For conventional vehicle operation, the clutch is engaged and power from the engine is sent through the CVT to the wheels</p>

79、<p>　　In electric only operation, EV or ZEV, the clutch between the engine and motor is opened and power from the motor is transmitted to the wheels through the CVT. For parallel HEV operation, the clutch is close

80、d between the engine and motor and all power is sent through the CVT. Under lighter load conditions the motor can act as a load leveling device and create higher load on the engine by charging the batteries.</p>&

81、lt;p>　　The advantages of this system are simplicity and CVT operation allows for the engine to operate in more efficient regimes than possible with an automatic or manual transmission. However, power from the electric

82、 motor must be sent through the CVT during pure electric operation incurring high efficiency losses unnecessarily. The motor could be placed downstream of the transmission taking advantage of the inherent high torque cha

83、racteristics of the motor. [6]</p><p>　　設計與塑造轉(zhuǎn)矩和速度控制變速器（ TSCT ）</p><p><b>　　1、背景</b></p><p>　　新一代的(PNGV)車的合作在聯(lián)邦政府、福特公司，通用汽車公司和克萊斯勒公司之間被結(jié)成了。 這次合作的目標是讓美國各大汽車制造商互相協(xié)作和生產(chǎn)高油耗效

84、率，低排放車輛出售給普通公眾。表現(xiàn)這些制造商的宗旨將創(chuàng)造中型的客車能夠獲得在環(huán)境保護代辦處(EPA)城市和高速公路周期的一個80 英里 (汽油)綜合燃料經(jīng)濟規(guī)定值?；旌蟿恿ζ嚰夹g已經(jīng)表現(xiàn)出極大的承諾，以實現(xiàn)由PNGV規(guī)定的目標。混合動力電動汽車（混合電動汽車）采用的技術，可以幫助彌補今天和未來當前車之間的差距。</p><p>　　在過去的一年里混合動力電動汽車已獲得在汽車市場中占有重要位置。美國本田汽車公司，

85、公司目前正在推出的第一代混合動力汽車，有敏銳的洞察力。敏銳的洞察力是一種緊湊，可坐兩名乘客，其中混合動力汽車實現(xiàn)并行超過在美國環(huán)保局的測試周期65英里（綜合）：任何生產(chǎn)車輛進行最高測試。豐田汽車公司也推出了混合動力汽車出售給普通公眾。豐田普銳斯目前在日本銷售，并將于2000年初在美國銷售。普瑞斯是四個客運組合 混合使用的汽油發(fā)動機，大功率電動機，以及電機連續(xù)可變傳動（無級變速器）組成的行星geartrain和高功率交流發(fā)電機/電動機。正

86、是通過合并的技術，如普銳斯的汽車變速器設計和運行將取得重大新進展。</p><p>　　1.1目前的汽車變速器技術</p><p>　　隨著汽車的出現(xiàn)也建立了汽車傳輸。早期車輛簡單，所有功能的手動控制包括傳輸。由于已經(jīng)取得進展的車輛，在過去幾十年來，傳輸技術也先進。但在所有經(jīng)濟和高性能汽車，自動傳輸幾乎取代了手動變速箱。這一趨勢可以歸結(jié)于它的易用性，高功率的引擎成為可利用在擁擠的城市地

87、區(qū)。另一種新的傳輸技術的應用開始尤其是在國外市場是連續(xù)可變傳動，提供持續(xù)運作不轉(zhuǎn)移之間的高，低傳動比。</p><p>　　這三種類型的傳輸都是相似的功能但其目標是完成以不同的方式。這些傳輸?shù)哪芰Ρ幌拗频椒蛛x從輪子的速度的發(fā)動機速度和從而提供幾個向前或換向齒輪比率之一。每個傳輸也是一個單輸入（引擎）和單輸出（驅(qū)動裝置） 。通常沒有規(guī)定附加多個電源或用于提取從力量超過一點。</p><p>

88、;　　此規(guī)則的例外情況是重型變速箱配備規(guī)定的力量是為駕駛輔助機械設備。單輸入，單輸出操作的靈活性，限制新的動力系統(tǒng)采用多種電源，如所使用的新一代混合動力汽車。</p><p>　　1.1.1手動變速箱操作</p><p>　　手動變速箱是由最復雜和最古老的設計功率傳輸提供。在最簡單的形式中，一個手動變速箱是一個線性組合離合器和直接面向連接。更復雜的例子依靠這種設計，但增加能力，選擇其他傳動

89、比，使不同的輸出速度和同樣的輸入速度。這些類型的傳輸，有兩個變化：同步和不同步的。同步手動變速箱通常用于輕型應用。加上每個齒輪是同步，可讓操作者脫離接觸離合器和選擇什么齒輪必要。選擇不同的齒輪進行了同步器，然后匹配引擎輸入速度和輸出速度傳輸在齒輪接合之前。</p><p>　　同步手動變速箱有更強勁的性質(zhì)。操作員必須在雙離合器之間的轉(zhuǎn)變中，以配合發(fā)動機和傳輸速度手動。 然而，這使得同步器以前被占領的空間能允許特定

90、大小的傳輸，處理更大的負荷，現(xiàn)在可以更專注于廣泛的使用齒輪。應用這些類型的手動變速箱是超道卡車和大型設備最多的總車輛重量超過100噸。 [ 1 ]</p><p>　　1.1.2自動變速器操作</p><p>　　自動變速器是一個復雜的裝配，有許多組成部分，使無縫輸電。目前可在生產(chǎn)的車輛中使用液力變矩器，離合器，和行星齒輪組的選擇不同的輸出比例。發(fā)動機是連接到液力變矩器的行為很象是離合器，

91、而在某些情況下更像是直接連接在其他上。液力變矩器和液力偶合器是將輕負載下支路（空閑） ，但從事高負荷下逐步。雖然變矩器傳遞功率的傳輸速度是減少整個單位在低速運行。這種減少通常是2.5:1到3.5:1之間。一旦有更高的車速達到，液力變矩器輸入和輸出可鎖定在一起，實現(xiàn)直接驅(qū)動傳動。液力變矩器通常是連接到液壓泵產(chǎn)出的，提供必要的壓力，從事不同的離合器的傳動和行星傳動。不同的變速比創(chuàng)建通過使用兩個或兩個以上的行星gearsets 。這些gear

92、sets相結(jié)合離合器的不同要素。由不同要素抓住和脫開離合器，多傳動比是可能的。</p><p>　　自動變速器基本都配備了一個單一的控制裝備節(jié)氣門位置。這與水壓內(nèi)設立傳輸允許機械開環(huán)控制所有設備的選擇的結(jié)合，。更新不同的自動變速器都配有電子反饋控制。</p><p>　　轉(zhuǎn)向邏輯取決于許多變數(shù)，如發(fā)動機轉(zhuǎn)速，溫度， 電流驅(qū)動的趨勢，節(jié)氣門位置，車輛加速度，等這使得傳輸控制器，以監(jiān)測車輛運行

93、和使用以規(guī)則為基礎的控制戰(zhàn)略決定哪個齒輪最適合當前的行車條件。更新系統(tǒng)還集成了引擎控制器，例如，一個汽車控制計算機有權力讓發(fā)動機和變速箱操作同時進行。這些特點可以增加發(fā)動機轉(zhuǎn)速在高速上減速傳動以匹配引擎和傳輸速度的平滑轉(zhuǎn)移和延緩推動和點火正時在高功率加速減少'反射' 。此前，傳輸控制簡單得多，因為超越離合器使用了較高的齒輪，只有允許滑行，以節(jié)約燃料。 [ 1 ]</p><p><b>

94、;　　1.1.3變速運行</b></p><p>　　在過去的二十年，連續(xù)可變變速箱是一種新興的傳播技術。這種類型的傳輸，可提供電源給傳輸特定業(yè)務范圍的無限可變傳動比之間的高，低極端。這些傳輸采用兩個可變直徑滑輪用皮帶連接。當一個滑輪在大小上增加，其他減少。這是通過定位在一個軸固定輪和一個可移動的滑輪。就汽車應用而言，一個液動執(zhí)行機構(gòu)控制滑車輪的運動。然而，離心系統(tǒng)以及高功率電子電磁鐵可使用。第二個軸

95、的無級變速器包含其他固定滑輪和滑動輪也控制液壓。一個靈活的金屬帶圍繞這些裝有兩個滑輪和滑動輪，位于兩側(cè)的安全帶。</p><p>　　有兩種變異的這種類型的傳輸：推帶和拉帶。 拉帶無級變速器是第一類 由于制造簡單。傳動器是附有在第一個滑輪和引擎之間，而第二輪被連接到一個差別和車輪之間。液壓泵是用來控制直徑的兩種不同的滑輪。電源適用于第一輪是通過皮帶（張力）第二輪產(chǎn)生了扭矩?？刂频膫鲃颖韧ǔＳ兄苯拥年P系取決于節(jié)氣門

96、位置。</p><p>　　推帶無級變速器 ，在類似的設計上和拉帶無級變速器是大致相同 ，但動力是通過帶同時壓縮。這提供了一個更高的整體效率是由于第二輪帶被擠出和摩擦損失降低。目前的工作與這些傳輸正集中在創(chuàng)造較大單位上能夠處理更大的扭矩。無級變速器的效率，直接關系到滑輪皮帶之間的張緊。當傳送帶的緊張力增加，無級變速器扭矩處理量增加。 然而，這增加的緊張力降低輸電效率。帶必須必須橫跨每個滑輪的面上滑動自轉(zhuǎn)。這傳送帶

97、在系統(tǒng)之內(nèi)的產(chǎn)生摩擦損失。此外，還有可能有很大的損失與提高液壓需要采取或維持的立場，在每個滑輪上。 [ 2 ]</p><p>　　1.1.4自動轉(zhuǎn)為手動變速箱運行</p><p>　　自動轉(zhuǎn)為手動變速箱是一個相當新的創(chuàng)新。那個受益的手動變速箱是（由于通過固定齒直接的機械連接輪）的效率是非常高的。缺點是必須有與用戶的一些互作用選擇和改變的齒輪。 自動轉(zhuǎn)向手冊的建立是為了解決這一問題。這些類

98、型的傳輸傳統(tǒng)同步手動變速箱，增加了自動化的設備選擇和離合器的控制。邏輯控制器還用來決定何時轉(zhuǎn)變和如何轉(zhuǎn)變。自動轉(zhuǎn)移通常是通過使用電液壓。一個高壓電泵供應壓力 ，液壓電磁鐵用于轉(zhuǎn)移傳播。液壓內(nèi)存也被用來從事和脫離接觸離合器。當前版本的這些變速器還采用了同步齒輪。這使得總體規(guī)模較小的包裝，以完成相同的任務。輸入速度的引擎是監(jiān)測位置軸速度。當換擋發(fā)起，控制器打開離合器，同時轉(zhuǎn)向所需的設備的匹配引擎和位置軸速度，然后再次關閉離合器。這個轉(zhuǎn)變操作