畢業(yè)設(shè)計資料 變速器電力轉(zhuǎn)動系統(tǒng)的更新-中英文翻譯

英文原文：Transmission/drivelinesystemsupdateTorqueconverterwithlock-upclutchBorg-WarnerAutomotivehasdevelopedanewtorqueconverter,thePowerFlow250mm.Itisbuilttoaccommodatenew-generationhighspeedautomotiveengines.Powertrainefficiencyisenhancedbyalockingclutchfeature;thismaximizesdurabilitywhilereducingaxlelength.Maximuminputtorquesof110-340Nmarecateredfor,withtorqueratiosof1.6-2.7andoperatingspeedsupto7500rev/min.Operatinginputoiltemperatureof120oCapplies,atpressuresof3.9-9.5bar,whilelock-upclutchpressuresare5.6bar(min)and8.4bar(max)atWOT.Circle192ElectricdrivesystemSteyr-Daimler-PuchareworkingonthedevelopmentofanelectricdriveforpassengercarsandLCVs.Thecompleteelectricdriveunitconsistsofanelectricmotor,transmissionandelectriccontrolincludingbatterychargingcircuitry.Thecostofthiscompletepackagewillbeaboutthesameasthecostofthedriveunitwithacombustionenginewhichistobereplaced.Objectivesforfurtheroptimizationofthesystem,developedfortheFiatPandaElettra,are:costreductionthroughintegrationofmotor,electroniccharger,DC-DCconverter/readout—withassociatedweightreduction;adapationofthevehicletoenableproblem-freeinstallationoftheelectricunitdirectlyontheassemblylinesasareplacementforthestandardseriescombustionengine.Aseparatechargingfunction.ThesystemcomprisesDCmotor(three-phaseACmotorplannedinfuture)ofnomina,voltage100V,25KW(80Nmtorque)withaspeedrange:0-8000rev/min(limitedto7200electronically).AdvancesintruckgearshiftingGearchanginginaheavytruckcanbephysicallydemandingonthedriver.Changelevereffort,atleastinasynchromeshgearbox,isdirectlyrelatedtoistorquecapacity,thoughitmustbesaidthattheriseandriseoftruckdieseloutputsinthelastyearortwo,bringingtorquelevelsupto2100Nmormore,hasbeencounteredbydesignrefinementsaimedatreducingshiftlevereffortand/ormovement,reportsAsianBuntinginthisreviewofautomated-shiftgearboxes.Torque-converterbasedfully-orsemi-automaticboxeswereandarewidelyavailablefortheheaviesttrucksfromZFandAllison.Buttheyareunacceptablyheavy,costlyandfueldemandingforrun-of-the-millgoodsvehicleperation.Developmentthereforetumedinnewdirectioninthe1980s.Frequencyofshifting,asameasureofexpendeddrivereffort,isofcoursefargreateronlightercommercialvehicles,thoseusuallyengagedonstop-starturbandeliverywork,thanonheavies.Butsimplecostconstraintshavedirectedeasiershiftingdevelopmentsironicallytowardstheheavysector,wheremosttrucksspendahighproportionoftheirworkingmileageonmotorways,andgearchangesarefewandfarbetween.Heavy-dutygearboxmakers,bothverticallyintegratedtruckproducerslikeScania,Mercedes-BenzandVolvo,andtherivalproprietarytransmissionsuppliers,EatonandZF,haveneverthelessassignedsubstantialR&Dresourcestomakinggearchangeseasierandsimplerfordriversoflong-haultrucksgrossing88or40tonnes.Thosesamemanufactureshavebeenabletodefraythecostsomewhatbyapplyingthesameshiftbythesystemstorearandmid-enginedcoaches,wherethetechnicalmotivationreinforcedbytheabilityalsotoeliminate？andcomplexmechanicalshiftlinkagesMercedes,Scania,Volvo,MAN,KassbohrerandAuwartercoachesarenowcommerciallyavailablewithremote,electronically-controlled,airpressureassistedgearchangesystemsfitted.Mercedes,inabold,evencontroversial,marketingmove,backin1988,madeitsEPSfinger-tipgearshiftsystemstandardonallitsroadgoingtruckswithenginesabove195kW.Scania,whichpioneeredtheassistedgearshiftpinciple,continuestolistitsCAGsystemasanextra-costoption,onwhichthetruckcustomertake-uphasbeenminimal.MeanwhileEaton’sSAMTsystem(alreadyinproductioninsmallnumbersasoptionalequipmentonGermanMAN,ItalianIvecoandBritishERFchasis)istechnicallyprovenandestablished.ButScanniaandEatonarebothdeniedtheopportunityofrducingunit-costbyhighvolumes.Europe’slargestcommercialvehicletransmissionproducer,theGermanZFcompany,hasbeenequallyactiveindevelopingassistedshiftingsystemsfrommechanicalgearboxesfortrucks,buthasyettomakea‘production’break-through.MANandIveco(levco)haveZFsystems—allofwhichareapplied,fortruckapplication,totheGermangearboxe-underactiveevaluation.DespitetheapparentreluctanceonthepartoftruckOEMs,primarilyforcostreasonstoannounceavailabilityofitsassisted-shiftsystems,ZFhasgoneaheadwithitsR&Dprogramme,developingversionsprogressivelymoresophisticatedthantheoriginalEasl-shiftequipmentfirstshowninthemid-80s.ACS,likethefunctionallysimilarCAGsystemfromScaniatetainsfulldrivercontroloverthetimingofgearchanges,allshiftsbothupanddown,beingtriggeredbytheclutchpedal.Amicroprocessor,fedwithengineandroadspeed,andacceleratorpedalpositiondata,continuouslycalculatesthebestratiofortheconditions.Asmallliquidcrystaldisplaypanelshowsthedriverthatinformation,intheformofarecommendation,tochangeupordownbyone,twoormoreratiosteps.Withwhichto‘a(chǎn)diust’Thenumberofstepstolessormorethanthecomputer-determinedbetweenCAGandZF’smorerecently-developedAVSsystem,isthattheAVSdriverismadeaware,afterhehaspressedtheclutchpedal,whentheshifthasbeencompleted,byapressurepulsefeltthroughthepedal.ScaniaemploysanaudiblesignalwhichZFengineersfeelisalesspositivemeansofpreventingdriversbeing‘stranded’betweenthetwogears—thuslosingdrive.AnotherrefinementwithAVSisthatuseoftheengineexhaustbrakeissensedbythesystem,automaticallytriggeringadownshifttoraiseenginespeedandhencetheretardationeffect.Onmoteflexiblehigh-torqueengines,whereitisagreedwiththeOEMthattheEcosplitboxcanfunctionformostofthetimeasaneight-speedunit,AVSimplementsfull(tworatio)changesonly.Onsuchaninstallationthedrivercan,however,makesplit(oneratio)changes,effectivelyoverridingtheblackboxbybrieflyflooringtheacceleratorpeda.Thekick-downpreselectsaone-stepchangeinthedirection(upordown)oftheLCDdisplayrecommendationClutchpedalapplicationthencompletesthechange.AutomatedgearshiftingandelectronicclutchsystemsFurthertechnicalsophistication,makingthedriver’sjobevenlessonerous,isembodiedbyZFinitsnewclutchpedal-lessdrivelinewhichintroducescompetionofsortsforFichtel&SachsECSsystem(AE,April/May1991)andforEaton’sAMT.Interestingly,electronicclutchcontrolsarebeingbuilderlevel,byMercedes;bytheclutchmakerF&S;andnowbyanintermediatetransmissionsystemsupplier,namelyZF.InallcasesthecontrolsareappliedtostandardF&Sdry-plateclutches.Notsurprisingly,ZFarguesthatanautomatedpedal-lessclutchcanshowitsfullpotentialonlyinconjunctionwithanelectronically-interfacedgearchangesystem.Accordingly,thesemi-automaticSESandfully-automaticASsystemseachuseasinglecontrolbox,achievingoptimuminteractionoftheclutchrelease/re-engagementfunctionsandgearchangeimplementation.WhileF&Susesanelectricmotordrivenscrewjacktoachievetheextremeprecisioninclutchreleasetravelnecessarytoensuresmoothgetaways,especiallyonvaryinggradientsatwidelydifferingvehicleweights,ZFhasoptedforwhollypneumaticactuation.ClutchwithdrawalmovementintheSESandASsystemsissensedbyZFusingcomprisedaircontroltechnologyborrowedfromthelatestABSantiskidbrakesystems.SESretainsgearratioselectionbythedriver.AnumberofalternativeselectorconfigurationsarebeingofferedtoOEMs.Inwhatislikelytobethemostpopularversion,thedriverisconfrontedwiththesametypeofLCDdisplayrecommendation,whichheimplementswhenheisreadytochangebysimplypushingthelever-switchtooneside.Foreandaftmovementoftheleveroverridesthesystemallowingthedrivertoskip-shift(missingoutratios)whereroad/trafficconditionspermit.ZF’smostfully-automatedmechanicaltrucktransmissionisdubbedASandisstillunderdevelopment,thoughprototypevehiclesarerunningatFried-richshafenandtheauthorhadtheopportunitytodriveanAS-equippedMAN4*2rigidtruckwitha483kWengine—intendedfordrawbartrailerworking—ladento17tonnesgvw.Shiftsareprogrammedtooccuratengineloadsandspeedswhichoptimizeenginecharacteristics.Fueleconomyconsiderationsarepredominant,thoughZFconcedesthatinthefuture,performance-orientedprogrammescouldapply.Asimpleswitchinthecab,ofthekindnowwidelyfittedinautomaticpassengercars,allowingthedrivertoselect‘performance’or‘economy’,isnotseenaspracticalinafleet,wheresalarieddriverswouldstaypermanentlyin‘performance’.Rathera‘smartcard’programmeswitchingarrangementisenvisaged,typicallyunderthecontrolofthetransportmanager.Theappropriateprogrammeforaday’soperationscouldbeselectedeachmorning,takingintoaccountvehicleweight(withorwithouttrailer),terrain(hillyorflat)andthetimefactor(urgencyofdeliveriesorlegaldrivinghourscompliance)allagainstfuelcost.SystemperformancescomparedAswillbeadirectcompetitortoEaton’sAMT,offeringalltheease-of-drivingattractionsofatorqueconverterautomatic,whilelackingthesmoothnessofshiftingdemandedincitybusapplications(forpassengercomfortreason).CabcontrolsarethesameasforSES,althoughAS’sLCDdisplaysimplyshowsthegearengagedatthetime—‘5H’or‘6L’.Nodisplayatallwouldbenecessary,butfortheneedtoconfirmforthedriverthatheisstartingawayintherightgearfortheconditions(gradientandGVW).Thesystemautomaticallyselects2L(thatis3rdiftheEcosplitboxistakenasa16-speedunit)forstarting.Butonanupgradeand/orwherethetruckisheavilyladen,thedrivercanmanuallyselect1Lor1Hbypullingbackthelever.Oncethestart-awaygearisengaged,depressionoftheacceleratorpedal(aswithSES,F&S’spedal-lessclutchandindeedAMT)signalstheclutchtostartbiting.Onthe17tonnetestvehicle,evenwastakenupassmoothlyas,andwithnomorefussthan;atorqueconverterautomatic.ZFhasdevisedahill-holdfacilityforitsclutchpedal-lessheavytrucktransmissionsystems.ItwasinstalledontheAS-equippedMAN;iteliminatesthedriverskillfactornormallyneededtoensurecleanhillstartswithnorollingback.Whenevertheservicebrakepedalispressedwiththevehiclestationary,whetheronagradientornot,andagearisengaged,theparkingbrake(viaorthodoxspringactuators)isautomaticallyappliedaswell.Thesamemicroprocessorsignalwhich,duringarestart,triggersclutchengagementtobegin,simultaneouslyadmitsairtothespringchamberstoreleasetheparkingbrake.AswithSES,exhaustbrakeefficiencyonAS-equippedchassisisautomaticallyboostedbyraisingenginespeedthroughatransmissiondownshift.ButbecausethesensitivityofASisgreater,downshiftsareonlytriggeredifthefootbrakeandexhaustbrakeareappliedtogether.AlthoughZF’sEcosplittransmissionisfullysynchronized,thecompany,indevelopingitsautomatedshiftsystems,didnotwantrapidshiftingtobeachievedattheexpenseofsynchronizerwear.Accordingly,enginespeedisraisedduringdownshiftstoachievenearspeedsynchronizationofthegearscomingintomesh-asagooddriverwoulddobyblippingtheaccelerator.Onmostoftoday’sengines,forthesystemtoincreaseenginerevs,fuelpumprackinterventionisimplied.ZFreplacestheexistingmechanicalpedal-to-rackconnectionwiththeelectricmotorandpotentiometerset-upnewfamiliarlyknownasE-gas.Futureengineswithelectronically-controlledinjectionsystemswillmakeenginespeedcontrolfordownshiftsinsystemslikeASmuchsimpler.Circle217

中文翻譯：變速器/電力轉(zhuǎn)動系統(tǒng)的更新以Borg-Warner汽車為標(biāo)志的閉鎖扭矩轉(zhuǎn)換器已經(jīng)發(fā)展成為了一種電力流量為250毫米的新扭矩轉(zhuǎn)換器。它的出現(xiàn)適應(yīng)了新一代高速機(jī)車發(fā)動機(jī)。電力火車的效率提高了閉鎖離合器特色;降低了軸長也增加了持久性。扭矩投入最多的時候達(dá)到110-340Nm，扭矩比例1.6－2.7，運行速度達(dá)每分鐘7500轉(zhuǎn)。在3.9－9.5bar壓力下，操作使用油溫度120度，而閉鎖壓力最小為5.6bar，最大為8.4bar。電力操作系統(tǒng)Steyr-Daimler-Puch正在發(fā)展動力電動轎車和輕型戰(zhàn)車。完全由電子股帶動了電機(jī)、電力傳輸、控制電路包括電池充電.。這一攬子費用大約和要替換的燃燒發(fā)動機(jī)一樣。為進(jìn)一步優(yōu)化目標(biāo)體系，制定了菲亞特熊貓Elettra，它是：通過降低成本結(jié)合汽車、電子監(jiān)控，DC-DC扭矩/顯示器(用于減肥的)；作為燃燒發(fā)動機(jī)系列的直接替代品，為汽車解決了安裝電力線問題。單獨收費功能.該系統(tǒng)由汽車區(qū)(今后的三相空調(diào)車)刊登，電壓100伏特，功率25千瓦（80Nm扭矩）,速度范圍：0-8000轉(zhuǎn)/分鐘(限于電子7200)?？ㄜ囯x合器的進(jìn)步重型卡車司機(jī)確實需要離合器。至少在同步合變速器方面，改變杠桿的動力，直接關(guān)系到扭矩的能力，但必須指出的是，在過去一兩年內(nèi)，柴油機(jī)和卡車柴油機(jī)的產(chǎn)出，將扭矩水平提到2100Nm甚至更高的問題，已經(jīng)通過減少杠桿動力的精美設(shè)計給解決了，也說明了在變速器自動化方面亞洲旗幟性。在扭矩上安裝全面自動或半自動箱,已被廣泛用于重卡車及ZFAllison。但是不能接受，因為重量大，成本高，需要不是一般貨車的燃料。因此，在80年代，新的發(fā)展方向就停止了。重型卡車的頻繁轉(zhuǎn)移費用當(dāng)然遠(yuǎn)遠(yuǎn)超過哪些只是“出發(fā)和停止”的城市商用車輛。但單純從成本考慮，更具有發(fā)展指導(dǎo)意義的是重型卡車部分，它們的大部分行程主要靠發(fā)動機(jī)，離合器并不多見。重型變速器的制造，縱向一體化的卡車生產(chǎn)像Scania、奔馳、沃爾沃以及其競爭對手運輸供應(yīng)商，Eaton和ZF，為了讓重量88或40噸的長途卡車轉(zhuǎn)換齒輪更容易和簡單，他們指派了大量的研發(fā)資源。通過使用中、后方引擎系統(tǒng)的轉(zhuǎn)換方法，這些制品的成本已經(jīng)得到了降低，動力增強(qiáng)的同時，能力也減弱了。復(fù)雜的機(jī)械轉(zhuǎn)動連接像奔馳、Scania、沃爾沃、MAN、Auwarter、Kassbohrer，現(xiàn)在已經(jīng)可以同遠(yuǎn)程電子控制、系統(tǒng)安裝氣壓和齒輪轉(zhuǎn)換一起供商業(yè)使用了。奔馳大膽甚至有爭議銷售舉動，早在1988年，就制定了發(fā)動機(jī)功率在195千瓦以上卡車的EPS手動離合器系統(tǒng)標(biāo)準(zhǔn)。Scania率先協(xié)助離合器原理，作為額外費用選擇，繼續(xù)提供CAG系統(tǒng)，而客貨車銷售量一直很小。同時Eaton的SAMT系統(tǒng)(德國MAN，意大利Iveco，和英國ERF已經(jīng)生產(chǎn)了少量這樣的設(shè)備)建立了行之有效的技術(shù)。但是Scannia和Eaton都沒有選擇高容量，低成本。歐洲最大的運輸車輛生產(chǎn)商德國ZF公司也同樣積極為卡車發(fā)展醫(yī)療機(jī)械變速器系統(tǒng)卡車，但尚未得到生產(chǎn)許可認(rèn)證。積極來說，德國變速器已經(jīng)使用了MAN和Iveco(levco)的ZF系統(tǒng)。雖然卡車的OEM生產(chǎn)有了明顯的減少，從成本到輔助轉(zhuǎn)換系統(tǒng)的供應(yīng)，ZF已經(jīng)使它的研發(fā)流程走在了前沿，并且比最早出現(xiàn)在80年代中期的Easl轉(zhuǎn)換設(shè)備更復(fù)雜。加勒比國家聯(lián)盟，如Scania的類似CAG系統(tǒng)，限制所有駕駛員的操控時間超過了離合器，所有的起伏變化都被踩腳引起的.一個有發(fā)動機(jī)、最高車速、油門踏板位置數(shù)據(jù)的微處理器，不斷的計算出最佳比例。小型液晶平板顯示器向司機(jī)顯示信息：提出建議，上下波動的比例范圍。司機(jī)可以參考它進(jìn)行調(diào)整。步驟的數(shù)量和在CAG和ZF間最近開發(fā)的AVS系統(tǒng)差不多，在AVS司機(jī)踩了踏板后，他就會知道這個數(shù)量，而這時轉(zhuǎn)換已經(jīng)通過壓力脈沖踏板完成。Scania利用發(fā)聲信號，ZF工程師認(rèn)為它不是很好的方式，因為司機(jī)對兩個齒輪的操作變得極為不便——因此操作失控。另外，對Avs的完善，是利用發(fā)動機(jī)排氣制動系統(tǒng)，由遙感、自動放下引發(fā)速度，從而提高發(fā)動機(jī)的速度，和反應(yīng)速度。