轎車三軸變速器系統(tǒng)設計【轎車中間軸式五檔變速器】

轎車三軸變速器系統(tǒng)設計【轎車中間軸式五檔變速器】,轎車中間軸式五檔變速器,轎車三軸變速器系統(tǒng)設計【轎車中間軸式五檔變速器】,轎車,變速器,系統(tǒng),設計,中間,五檔 附錄 A: 在目前的環(huán)境和政治框架下，廢氣排放是制定任何動力總成控制戰(zhàn)略的基本考慮因素。盡管如此，相對來說很少發(fā)表關于優(yōu)化廢氣排放的工作。此外，燃油經濟性不能被忽視，因為它仍將是衡量車輛效率的一個關鍵措施。伸耳報告稱，經濟線概念包括對廢氣排放的評價。經濟路線法的主要缺陷是未能優(yōu)化類似 t 的排放性能。理想操作線(IOL)入路。當對單個結果進行優(yōu)化時，例如最小的油耗，就會產生真正的最優(yōu)線路。如果每次投票都重復此過程說一句不同的話，每一種情況都是由于它們的形成機制不同而產生的。因此，不可能達到全球最佳線。為了解決這一難題，受管制的廢氣排放是 com。與燃油經濟性在一個加權和，這是最小化的整個發(fā)動機的操作功率范圍[1-3]。 隨著探索改善車輛性能、經濟和排放的范圍，車輛動力系統(tǒng)變得越來越復雜。經營英語可能會帶來相當大的好處。INE 和傳動一體化，使用單個控制器來解釋駕駛員的愿望，并相應地指示發(fā)動機和傳動控制器。對于這種成功至關重要系統(tǒng)是主要部件的基本規(guī)格，是動力總成控制策略的設計。無級變速傳動(Cvt)可以提供更好的車輛傳動性能。調整燃料消耗和駕駛性能[4-5]。迪肯等[6]實現(xiàn)了人工智能和更傳統(tǒng)和直觀的方法，以集成的柴油 CVT 動力系統(tǒng)和比較?，F(xiàn)有控制器和等效手動變速器(MT)動力系統(tǒng)。底盤測功機的結果表明，新設計的控制器策略對汽車尾氣有顯著的影響。排放，而該軟件的結構允許控制器的行動是高度可調和靈活的，以平衡車輛的駕駛要求與經濟和排放目標。 整體式傳動系統(tǒng)控制的基本概念之一是理想工作點(IOP)，它被定義為發(fā)動機的速度和負荷。每個控制器使用不同的 IOL 進行三次測試，以獲得最佳的制動比燃油經濟性(B 證 監(jiān)會)、最小氮氧化物(NOx)和最低碳氫化合物(HC)的混合線[7]。Carbone 等人 8 利用無級比 CVT 自動換擋，不需要摩擦離合器。帶有無級變速器(IVT)的中型客車的性能被研究過。采用假設的仿真模型，對汽車油耗進行了評價，并考慮了 IVT 比轉速的取值，使比油耗降至最低。我將 VT 的性能與傳統(tǒng)的 VT 進行了比較。在 340 輛輕型車輛上收集了二次接一秒的發(fā)動機排放和尾管排放數(shù)據(jù)，并在“現(xiàn)有”條件下進行了測試。觀測到 CO2、CO、HC 和 NOx 排放的變異性。各種駕駛模式?？偨Y了利用引導驗證方法進行初始統(tǒng)計分析和模型驗證的方法。引導方法在模型 d 中被證明是一個很有價值的工具。 本文在測量的基礎上，研究了不同行駛周期對汽油中型轎車汽車排放和油耗率的影響。通過在標準底盤測功機上駕駛它。試驗是在歐洲標準駕駛周期(ecc-15)的城市部分進行的，該車輛配備了綜合汽油發(fā)動機。與 MT，自動變速器(AT)和 CVT 動力系統(tǒng)。摘要根據(jù) 53 已有的計算公式，給出了廢氣排放指數(shù)(EI)和 FCR 的估算方法及其效果。S 是通過測試驗證的。 采用中型轎車三菱蘭瑟進行了試驗研究.其最大功率為 122 馬力在 4800 轉/分，最大扭矩 167 納米在 3600 轉/分。原始配置車輛有 MT 動力系統(tǒng)。MT 由 AT 或 CVT 替代，并配以必要的固定附件。試驗是在標準駕駛周期內進行的，在底盤測功機上執(zhí)行。第四 e 變速箱的規(guī)格列于表 1。這輛車在新歐洲駕駛周期(NEDC)上進行了測試。這個循環(huán)是在城市周期之后立即進行的，包括 f 半穩(wěn)態(tài)駕駛，加速，減速和一些空轉。NEDC 由 ECE 15 和 EUDC 組 成，按順序對應于城市和公路的行駛條件。ECE 15 模擬 AveRAGE 速度為 18.9km/h，最高速度為 60 km/h。整個周期包括 4 個重復 780 秒的低速城市自行車，以獲得足夠的駕駛距離，如圖 1 所示。 圖 1：歐洲駕駛周期歐洲經委會-15 Fig. 1: European driving cycle ECE-15 薩克森 TL-80 型底盤測功機模擬車輛車輪上施加的阻力功率。它由一個通過變速箱連接的測功機組成，驅動線路直接 c。連接到一組滾輪上，把車輛放在上面?？梢哉{整滾子以模擬所需的驅動電阻[15]。因為試驗是在底盤測功機上進行的對于車輛的單軸，它能夠模擬車輛的道路荷載功率需求作為車速和慣性的函數(shù)。在使用驅動循環(huán)時，負載是相對的。由氣動系統(tǒng)來驅動，該氣動系統(tǒng)控制帶有側躺渦流制動器的軸負載到輥上，該輥在磨損測量系統(tǒng)上用作功率調查的信息資源。 AH 根據(jù)不同的控制參數(shù)，包括車輪轉速，設置控制裝置對水流進行監(jiān)測和改變。該試 54 驗臺配有自動過載保護裝置。輪胎沒有損壞。 實驗中使用了便攜式紅外氣體分析儀。采用帶有氣體取樣探頭的 Homans 氣體分析儀，從消聲器中采集廢氣。氣體是然后過濾和干燥，然后進入分析器。磁感應拾取換能器以公里/小時為單位測量車速。圖 2 顯示了實驗室底盤動力的原理圖。和儀器系統(tǒng)。為了進行排放試驗，收集了稀釋后的排氣混合物和稀釋空氣的連續(xù)比例樣品。氣體分析儀是用來測量稀釋后的廢氣 CO，O2，HC 和 CO2 的濃度。 圖 2 試驗裝置和儀表系統(tǒng)示意圖 Fig.2: Schematic of test setup and instrumentation system 對 MT、AT 和 CVT 動力系統(tǒng)進行了 100 km/h 的車輛試驗，分別給出了實測道路功率(P) 和道路扭矩(M)的響應。的功率和扭矩值增加的時間(加速模式)高達 32 秒，值 259 納米和 21 千瓦為 MT，對應值為 40 s，AT 值為 130 nm，12 kW；AT 值為 40.5 s，值為 150 Nm 。 40.5 千瓦用于無級變速器。減速模式描述了性能值的下降，MT 為 75s，AT 為 54s，CVT 為52.5s。路面扭矩對 MT 有一定的波動。圖 3 至 5 展示的是測量時間(T)和距離(S)，從這兩個測量中分別計算加速度(A)對所考慮的傳輸。對于 MT，大約 18.34 秒，r 可以獲得 145 米的距離。瞬時速度為 105 km/h，加速度為 5.73m/s2，在 22.5 s 內可獲得 360 m，瞬時速度為 4.49m/s2。對于 CVT，在 19.17 s 內可獲得 100 m 的距離，瞬時速度為 101 km/h 時，加速度為 5.27m/s2。 55 圖 3 車輛行駛速度和距離 Fig. 3: Vehicle speed and distance for MT 圖 4 AT 的車速和距離 Fig. 4: Vehicle speed and distance for AT 56 圖 5 無級變速器的車速和距離 Fig. 5: Vehicle speed and distance for CVT 電子控制和系統(tǒng)集成等關鍵技術近年來取得了重大進展，并為自動機械傳動基礎 (AMT)。形成了扎實的技術。AMT 是來自傳統(tǒng)的手動變速器，結構緊湊，響應速度快且高機械效率。但質量差是制約其應用的主要因素。目前關于改進 AMT 變換質量的研究主要集中在選擇不同形式的移位驅動裝置，優(yōu)化同步器的結構，制定更好的位移控制策略等。 目前，自動機械傳動的位移驅動裝置可分為電子氣動移位、電子液壓移位、全電位移和直接驅動轉換等，而這些形式的移位驅動裝置已經實現(xiàn)了一些應用。同步器的性能是影響換擋質量的因素之一，同步器的結構優(yōu)化是提高自動機械傳動換擋質量的有效途徑。研究小組研究了伺服同步器，其功能是自我激勵，提高了系統(tǒng)的魯棒性。初步實驗表明，該方法能夠降低控制系統(tǒng)的設計難度。以此為參考發(fā)明了防止移位二次沖擊的同步器結構，在同步器套筒上有調整齒輪，防止同步器套筒內樣條和目標齒輪的關節(jié)環(huán)齒輪之間的二次沖擊。為了獲得更好的轉移控制策略，國內外研究機構完成了許多研究。另一方面，對變速箱、發(fā)動機和離合器協(xié)調控制的質量控制策略進行了調整和提出。并在參考文獻中完成了基于模糊算法的系列齒輪過程控制器。應指出，該研究促進了 AMT 轉移質量的提高，但仍有一定的改進空間。為了提高位移控制的精度，減少自動機械傳動的位移沖擊，因此提出了基于位移位移補償?shù)?AMT 位移控制策略。研究對象為國產 5 檔手動變速箱，建立了基于 ABAQUS 的有限元分析模型，確定了平移驅動力與位移叉的變形之間的關系，并在制定 57 了相應的位移控制策略后，在系統(tǒng)原型上完成了相關研究。 速度差信號是確定同步相位是否結束的條件之一，它可以防止位移驅動力的誤差輸 出，但在試驗研究中發(fā)現(xiàn)，移位裝置的驅動力需要一定的響應時間。這將導致一個大輸出 功率損失的速度控制系統(tǒng)在等待的過程中速度差信號為零和擴展電源中斷時,由于傳動軸 的扭轉振動,保證速度差信號的準確性是很困難的。 為了更好地解決移叉變形對位移控制精度的影響，提出了一種基于位移位移的移位控 制策略。試驗所用的試驗臺如圖 1 所示，利用慣性模擬裝置模擬不同車輛模型的同步部分 的轉動慣量，采用變頻電機模擬不同位移條件下的輸入和輸出軸速度差。 圖 6 試驗臺 Figure 6 Test bed 慣性值和輸出軸,輸入軸速度區(qū)別在同步設置在于測試之前,驅動變頻電機的輸入軸通過控制器,當速度傳感器的反饋信號達到預定值時,關閉變頻電機直接驅動設備開放。沒有軸向位移改變執(zhí)行機構的同步階段,輸入電流的閉環(huán)控制策略轉變驅動裝置,和控制致動器的輸出力的波動,所以同步力法是獲得滿足的轉變的需求沖擊和同步器的生活。改變執(zhí)行機構的軸向位移,控制策略在閉環(huán) PID 控制算法的基礎上,加快轉變行政機制的最大加速度性能,緩沖和速度,當它達到最大速度,位移傳感器的控制器接收反饋信號,并在兩端的電壓值的變化驅動裝置是通過操作,實現(xiàn)實時控制的過程中轉變。 由于位移叉的變形，控制器接收到的位移傳感器反饋信號不反映實際位移(同步器套位移)，而非同步相位移控制中閉環(huán) PID 控制策略的精度降低。因此，在位移叉分析的基礎上，提出了基于位移位移的位移控制策略，如圖 2 所示。 58 圖 7 位移控制策略 Fig.7 displacement control strategy 實時位移信號接收的控制器是由變速叉變形補償?shù)?反映了實際的位移,然后轉變驅動 裝置的控制精度提高,實現(xiàn)一個精確的和轉移過程的實時控制和所有的傳感器信號傳輸?shù)? 主機通過 can 總線計算機分析處理 59 附錄 B： In the current environmental and political framework, exhaust emissions are fundamental considerations in the development of any powertrain control strategy. Despite this there has been comparatively little published work concerning the optimization of exhaust emissions. Additionally, fuel economy must not be neglected as it will remain as a crucial measure of vehicle efficiency. Extending the earlier work reported, the economy line concept includes an evaluation of exhaust emissions. The major flaw of the economy line approach is the failure to optimize exhaust emissions performance similar to ideal operating line (IOL) approach. When optimizing for a single outcome, such as minimum fuel consumption, a true optimum line is simply generated. If this process is repeated for each of the pollutants a different line will be generated in each case owing to their differing formation mechanisms. Thus, it is not possible to arrive at a globally optimum line. To resolve this difficulty the regulated exhaust emissions are combined with fuel economy in a weighted sum, which is minimized across the operating power range of the engine [1-3]. Vehicle powertrains are becoming increasingly complex as the scope offered to improve vehicle performance, economy and emissions is explored. Considerable benefit may be derived from operating the engine and transmission in an integrated manner, using a single controller to interpret the driver’s wish and accordingly instruct the engine and transmission controllers. Crucial to the success of such system are the basic specification of major components and the design of overall powertrain control strategy. Continuously variable transmission (CVT) can provide a better performance of vehicle concerning the fuel consumption and driveability [4-5]. Deacon et al [6] implemented artificial intelligence and more traditional and intuitive methods for an integrated diesel CVT powertrain and compared with an existing controller and equivalent manual transmission (MT) powertrain. Chassis dynamometer results show the newly designed controller strategies to have significant impact on vehicle exhaust emissions, while the structure of the software allows the controller action to be highly tuneable and flexible to balance the vehicle driveability requirements with economy and emissions targets. One of the fundamental concepts in the integrated driveline control is the ideal operating point (IOP) which is defined as the engine speed and load which delivers.Each controller was tested three times using different IOLs for best brake specific fuel economy (BSFC), minimum Nitrogen Oxide (NOx) and a mixed line for minimum Hydrocarbon (HC) [7]. Carbone et al [8] utilized CVT with infinite ratio range for automatic gear change without the need of the friction 60 clutch. The performance of a mid passenger car provided with infinitely variable transmission (IVT) was studied. Vehicle’s fuel consumption was evaluated by means of a simulation model with the hypothesis to consider the value of IVT’s ratio speed that minimizes the specific fuel consumption.Second-by-second engine-out and tail pipe emissions data were collected on 340 light duty vehicles, tested under “as is” conditions. Variability in emissions of CO2, CO, HC and NOx were observed over various driving modes. An initial statistical analysis and model validation using bootstrap validation methods were summarized. The bootstrap methodology was shown to be a valuable tool during model. In this work, the influence of various driving cycles on vehicle exhaust emissions and fuel consumption rate (FCR) of a gasoline midsize saloon vehicle was investigated based on the measurements obtained by driving it on a standard chassis dynamometer. The tests were carried out for urban part of the European standard driving cycle (ECE-15) for the vehicle equipped with an integrated gasoline engine with MT, automatic transmission (AT) and CVT powertrains. An estimation of emission index (EI) and FCR from the exhaust emissions based on well established formulae is provided and its effectiveness is verified through tests. The experimental tests were carried out using in-use midsize saloon vehicle Mitsubishi Lancer. Its maximum power is 122 HP at 4800 rpm and maximum torque 167 Nm at 3600 rpm. The original configuration of vehicle had MT powertrain. The MT was replaced by either AT or CVT with the necessary fixation accessories. The tests were performed over standard driving cycle executed on chassis dynamometer. The specifications of the transmissions are listed in Table 1. The vehicle was tested over the New European Driving Cycle (NEDC). This cycle is conducted immediately after the urban cycle and consists of half steady-speed driving with accelerations, decelerations and some idling. NEDC consists of ECE15 and EUDC which correspond to urban and highway driving conditions in order. ECE15 simulates an average speed of 18.9 km/h and a maximum speed of 60 km/h. The entire cycle includes 4 repeats of 780 seconds low speed urban cycle to obtain an adequate driving distance as shown in Fig. 1. 61 Fig. 1: European driving cycle ECE-15 The chassis dynamometer type SAXON TL-80 simulates the resistive power imposed on the wheels of a vehicle. It consists of a dynamometer that is coupled via gearboxes to drive lines that are directly connected to a set of rollers upon which the vehicle is placed. The rollers can be adjusted to simulate the required driving resistance [15]. As the tests were conducted on chassis dynamometer connected to a single-axle of the vehicle, it is able to simulate the vehicle road load power demand as a function of speed and the inertia of vehicle. During application of a driving cycle, the load is controlled by a pneumatic system that controls axle load with the side lying eddy current brake to the roll, which is used on a wear-measuring system as an information resource for power investigation. A handheld controller was set to monitor and change the water flow based on a variety of control parameters including wheel speed. The test rig is equipped with an automatic overload protection to prevent damage to the tire. Portable version of infrared gas analyzer is used during the experimental tests. A HOMANS gas analyzer equipped with gas sampling probe is used to collect the exhaust gas from the muffler. The gas is then filtered and dried before entering the analyzer. Magnetic inductivepickup transducer is used to measure the vehicle speed in km/h. Fig. 3 shows a schematic view of the laboratory chassis dynamometer and the instrumentation system. For emissions test continuously proportioned samples of diluted exhaust mixture and diluted air are collected. A gas analyzer is used to measure diluted exhaust contents of CO, O2, HC and CO2. 62 Fig. 2: Schematic of test setup and instrumentation system Figs. 3 to5 depict responses of measured road power (P) and road torque (M) from vehicle tests at 100 km/h for MT, AT and CVT powertrains respectively. The values of power and torque increases for an increase in the time (acceleration mode) up to 32 s with values of 259 Nm and 21 kW for MT. The corresponding values of 40 s with values of 130 Nm and 12 kW for AT; and 40.5 s with values of 150 Nm and 40.5 kW for CVT. The deceleration mode depicted a decrease in performance values till 75 s for MT, 54 s for AT and 52.5 s for CVT. The road torque exhibited some fluctuations for MT. show the measurements of time (T) and distance (S) from which acceleration (A) is calculated for the considered transmissions respectively. For MT, a distance of 145 m can be gained in about 18.34 s, resulting in an acceleration of 5.73 m/s2 at instantaneous speed of 105 km/h. For AT, a distance of 360 m can be gained in about 22.5 s resulting in an acceleration of 4.49 m/s2 at instantaneous speed of 101 km/h. For CVT, a distance of 100 m can be gained in about 19.17 s resulting in acceleration of 5.27 m/s2 at instantaneous speed of 101 km/h. 63 Fig.3: Vehicle speed and distance for MT Fig. 4: Vehicle speed and distance for AT 64 Fig.5: Vehicle speed and distance for CVT The key technologies such as electronic control and systems integration have made significant progress in recent years, and they have established a solid technological foundation for Automated Mechanical Transmission (AMT). AMT is derived from the traditional manual transmission, it has compact structure, fast response speed and high mechanical efficiency. But the poor shift quality is the main factor forrestricting its application. The current research about improving the shift quality of AMT is focused on selecting different forms of shift drive device, optimizing the structure of synchroniser and formulating the better shift control strategy, etc. At the present stage, the shift drive devices of automated mechanical transmission can be divided into electronic pneumatic shift, electronic hydraulic shift, all-electrical shift and direct-drive shift, and these forms of shift drive devices have achieved some applications. Synchronizer’s capability is one of the factors to affect the shift quality, and the structure optimisation of synchronizer is an effective approach to improve the shift quality of automated mechanical transmission. Studying team invited a servo synchronizer with the function of self-energizing and improved the shifting system robustness of the previous research.Preliminary experiments have shown that it can reduce the design difficulty of the control system. Reference invented a synchronizer structure of preventing shift secondary shock, and there is alignment gear on the synchronizer sleeve to prevent shift secondary shock between internal spline of synchronizer sleeve and the joint ring gear of target gear.In order to obtain a better shift control strategy, many studies were completed by domestic and foreign research institutions.On the other hand, Refs and put forward shift quality control strategy about transmission, engine and clutch 65 coordination control. And the series gear process controller based on fuzzy algorithm was completed in Ref. It should be pointed out that the study promotes the improvement of the AMT shift quality, but still have some room to improve.To improve the shift control accuracy and reduce the shift shock of Automated Mechanical Transmission, AMT shift control strategy based on shift displacement following compensation is proposed. The research object is a domestic type 5-speed manual transmission, establish the finite element analysis model based on ABAQUS, determine the relationship between shift driving force and the deformation of shift fork, and after formulating a appropriate shift control strategy,related research is completed on the system prototype. The speed difference signal is one of the conditions to determine whether the synchronization phase is over and it can prevent the error output of the shift driving force, but in test study, it is found that the driving force of the shift device needs a certain response time. So it will cause a great output power loss for the speed control system in the process of waiting for the speed difference signal to zero and extend the time of the power interruption, and because of the torsional vibration of the transmission shaft, the accuracy of the speed difference signal is difficult to guarantee. In order to solve the influence of shift fork deformation on shift control accuracy better, a shift control strategy based on shift displacement following compensation considering shift fork stiffness is proposed. The test bench used in the test is shown in Fig. 1, the inertia simulation device is used to simulate the rotating inertia of the synchronous part of different vehicle models, the variable frequency motor is used to simulate the input and output shaft speed difference under different shift conditions. 66 Figure 6 Test bed The inertia value and the speed difference between the output shaft and the input shaft before the synchronous are set before testing, drive the input shaft of the variable frequency motor through the controller, when the feedback signal of the speed sensor reaches a predetermined value, turn off the variable frequency motor and open the direct drive device. There is no axial displacement of the shift executive mechanism in synchronous phase, closed loop control strategy for input current of shift drive device is used, and controlling the fluctuation of the output force of the actuator, so the synchronous force law is obtained to meet the requirements of the shift shock and the synchronizer life. Non-synchronous phase is the general name of shift phase that there is axial displacement of the shift executive mechanism, the control strategy based on the closed-loop PID control algorithm is used, which speed up the shift executive mechanism in maximum acceleration performance at first, and speed down cushion, when it reaches the maximal speed, the controller receives the feedback signal of displacement sensor, and the voltage value at the two ends of the shift drive device is obtained by operation, achieving real time control in the process of shift. Due to the deformation of shift fork, the displacement sensor feedback signal received by the controller does not reflect the actual displacement (the synchronizer sleeve displacement), and the accuracy of the closed-loop PID control strategy in the control of the displacement of the non-synchronous phase is decreased. Therefore shift control strategy based on shift displacement following compensation under the analysis of shift fork is proposed, as it is shown in Fig. 2. 67 Fig. 7 displacement control strategy The real-time displacement signal received by the controller is compensated by the shifting fork deformation, reflecting the actual displacement, and then the control accuracy of the shift drive device can be improved, to achieve an exact and real-time control of the shifting process and all of the sensor signals are transmitted to the host computer analysis processing through the CAN bus 68