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附 錄
附錄A
適用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
（機械和車輛工程學校，北京技術學院，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的要求，一個主要依靠速度信號而不是依靠離合器的移動信號的控制策略迅速發(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。適應性控制系統(tǒng)和它所涉及到得模式都已經(jīng)被深入的分析。我們所討論的是對不同其實齒輪和不同公路條件的適應性。例如：大多數(shù)已經(jīng)被證實的結果被用于證明初始階段大多數(shù)適應性控制策略，驗證試驗測試數(shù)據(jù)得到一個令人比較滿意的結果。
關鍵詞：自動機械傳輸（AMT）；傳輸技術；適應性控制；主要齒輪嚙合
無論潮濕或干燥，主要離合器的嚙合加工控制策略的摩擦力是車輛技術領域的焦點，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性控制策略已經(jīng)得到法杖，這已經(jīng)被證明有廣泛的適應性。
1. 控制對象和適應的有求
那些普遍用于車輛其實階段的質(zhì)量評估指標是緊密和松弛的工作。
緊密—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：
（1）
式中為緊縮，v和a分別是車輛行駛速度和加速度
根據(jù)車輛動力學，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：
（2）
式中 是發(fā)動機空載時的轉(zhuǎn)矩，G是車輛的總質(zhì)量，r是車輪半徑，f和 分別是道路阻力系數(shù)和坡度阻力， 為空氣阻力系數(shù).
機構的功能是作為機械作用的一個部分從一個剛體傳送即傳遞運動，一般能用作機構基本零件的機械裝置有三類：
1. 齒輪裝置。 那是在回轉(zhuǎn)軸之間進行接觸傳動的嚙合勾結。
2. 凸輪裝置。吧輸入構建的均勻運動轉(zhuǎn)換成輸出構件的飛機械運動的有用裝置。
3. 平面機構和空間機構。是能使一個點或一個剛體產(chǎn)生機械運動的有用裝置。
機構是形成許多機械裝置的基本幾何結構單元，這些機構包括自動包裝機，打印機，機械玩具，紡織機械和其他 等典型的機構要設計成使剛體構件相對基準構件產(chǎn)生所希望的運動，機構的運動設計即運動的綜合，把第一步常常是先設計整部機器，當考慮受力時，要提出動力學方面的問題，軸承的載荷，應力，潤滑等類似的為題，而較大的問題是機器結構的問題。
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以傳動齒輪條，多數(shù)應用中都以恒定角速比（或常定扭矩比）而存在，恒定角速比應用中必定是軸向轉(zhuǎn)動。在各種各樣有用的齒輪類型基礎上，輸入軸和輸出軸在一只想上或需要互相平行都什么限制。由于使用飛圓齒輪，非線性角度比也是很有用的。為了保持恒定的角速度，各個齒輪廓必須服從齒輪嚙合的基本規(guī)律；為了一對齒輪能傳遞定角速比，他們接觸齒廓的形狀必須是這樣：工法線通過兩齒輪中心線上的固定點。
有幾種標注齒輪可供選用。為了在平行軸條件下應用，通常使用直齒圓柱齒輪，平行軸斜齒輪或人字齒輪。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，蝸桿渦輪，端面齒輪，斜齒圓錐齒輪或準雙曲面齒輪的選用。對于直齒圓柱齒輪，相嚙合齒輪的節(jié)圓是彼此相切的。他們互相滾動而無滑動，齒頂高是齒輪伸出超過節(jié)圓的高度（也是節(jié)圓和齒頂圓之間經(jīng)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，而齒間距是沿著結緣圓弧上相鄰兩齒間的空間距離。而齒側(cè)間隙是節(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，傾斜角度每個齒輪度一樣，但一個必須是右旋斜齒，而另一個必須是左旋斜齒，齒的形狀是漸開線螺旋面。若果一張被剪成平行四邊形的紙張包圍在齒輪圓柱體上，紙上印粗齒的角刃變就變成斜線，如果我展開這張紙在斜角刃邊上的每一個點微發(fā)生漸開曲線。斜齒輪輪齒的初始接觸點是一點，當齒進入更多的捏合時，它就變成線。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在高速重載下平穩(wěn)傳遞運動的能力。斜齒輪使軸的軸承承受徑向和軸向力，當軸向推力變的大了或由于別的原因而產(chǎn)生某些影響時，那就可以使用認字齒輪，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斜齒輪被裝在同一軸上時，齒輪的齒向應做選擇，以便產(chǎn)生最小的軸向推力。
之齒錐齒輪易于設計且制造簡單，如果我們暗轉(zhuǎn)的緊密而確定，在運轉(zhuǎn)中會產(chǎn)生良好的效果，然而在支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，螺旋錐齒輪比直齒齒輪能產(chǎn)生平穩(wěn)地多的捏合作用，因此碰到告訴運轉(zhuǎn)的場合那是很有用的，當在汽車的各種不同用途中，有一個帶偏心輪的類似錐齒輪的機構，那是常常所希望的，這樣的齒輪機構叫做準雙曲面齒輪機構，因為他們的節(jié)面是雙曲回轉(zhuǎn)面，這種齒輪之間的齒輪作用是沿著一根直線滾動與滑動組合的運動并和渦輪蝸桿的齒輪作用有著更多的共同之處。
軸是一轉(zhuǎn)動或靜止的桿件，通常有圓形橫截面，在軸上安裝想齒輪，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，這些力相結合時，人們期望找到靜強度和疲勞強度作為設計的重要依據(jù)，因為單根軸可以承受靜應力，變應力和交變應力，所有的應力作用都是同時發(fā)生的。
當軸的彎曲或扭轉(zhuǎn)變形鼻血限制與很小范圍時，其尺寸應很據(jù)變形來確定，然后進行分析。因此，如果軸做的有做夠的剛度以致?lián)锨惶?，那么和應力符合安全要求那是完全有可能的。但絕不意味著誰記者要保證：他們是安全的，軸幾乎總是要進行計算的，知道他們是處于可以接受的允許的極限以內(nèi)，因此，設計者無論何時，動力的傳遞零件，如齒輪或皮帶輪都應該設置在靠近支撐軸承附近，這就見減低了彎矩，因而減小變形和彎曲應力。
根據(jù)關于動力學的討論，反射和滑倒工作控制與主要傳動器傳送的扭矩有關的變動率。然而，扭矩變換裝置在控制系統(tǒng)不可能安裝，如果瞬變扭矩信號不可能直接得到。有些調(diào)查員使用的方法將通過控制主要傳動器參與的唯一控制產(chǎn)品扭矩。單位一可能間接的只反射扭矩變動。他們對應的關系是受很多因素影響的。并且，一旦安裝位置改變或信號漂泊，準確地控制傳送的扭矩價值是很難的。根據(jù)速遞信號的主要傳動器自適應控制戰(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. 結論
1. 依靠速度信號的適應性控制策略的關鍵是參考模式，不同于主要離合器移動信號的策略，她可以反映車輛在運動中的動力學。
2. 參考模式可以用速度改變過程曲線來證明，根據(jù)平滑和耐久度的動力性要求，給每個部分以恰當?shù)膮?shù)，通過PWM/PFM控制模式，適應性控制目標可以被認識。
3. 一個持續(xù)根久地大型試驗顯示進行速度信號的控制策略具有好的伸縮性，并且能夠適應不同齒輪的很多測試，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] Toshimichi Minowa,Tatsuya Ochi,Hiroshi Kuroiwa, et al. Smooth gear shift control
technology for clutch-to-clutch shifting[R].SAE199120121054,1991.
[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)
[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 Systems[R].
SAE 912697,1991.
附錄B
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 on 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.Taking 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); 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 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 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
(1)
where j is the jerk;v and a are the vehicle running speed and acceleration respectively.
According 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
（2）
Where is the engine out put hicle total weight; r is the driving wheel radius;f and are the road resistance coefficient and ram p way angle respectively; DC 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 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 creating 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 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 machine 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 transmitted 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 angula velocity tratios are also available by using noncircccuar gear,In order to maintain a constant angular velocity,the individual 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.For 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 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 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 pitch 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 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 gears,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 loads.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 cancel 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 accurately 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 bears 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 because 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-transmission lements. Shationary subjeted 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 static 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 lateral 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 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.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 system,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 many 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 the 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 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 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,Bamberger J,Michan P,et al.Flatness-based clutch control for automated manual transmission[J]. Control Engineering Practice,2003(11):1353-1359.
[2] Toshimichi Minowa,Tatsuya Ochi,Hiroshi Kuroiwa, et al. Smooth gear shift control technology for clutch-to-clutch shifting[R].SAE199120121054,1991.
[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)
[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 Systems[R]. SAE 912697,1991. www.docin.combearings.This reduces the bending`
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