雙離合器變速器系統(tǒng)外文文獻(xiàn)翻譯

黑龍江工程學(xué)院本科生畢業(yè)設(shè)計1附錄A外文文獻(xiàn)原文ABSTRACT:Withits7-speeddualclutchtransmission,ZFhasintroducedaninnovativetransmissionforsportyapplications.Thecloseratioscombinedwithextremelyspontaneousdrivebehaviormakesitanidealtransmissionforsportyapplications.Thisarticledescribesthecompactgearsetwithlubricationbyinjectionforimprovingthelevelofefficiencyandincreasingtheengine-speed-strength,thedualclutchunitaswellasthehydrauliccontrolunit,whichisbasedonthepre-controlprinciple,arealsodescribedindetail.Thehy-drauliccontrolprincipleprovidestheoptionofahydrauliccruisemodeintheeventofanelectronicsfailure.Inadditiontothetransmissiondesign,functionalfeaturesthatalsohighlightthesportycharacterofthetransmissionaredescribedindetail.Keywords:Automatictransmission;Dualclutch;Vehicleconnection;EfficiencyWhenitcomestothefieldofautomatictransmissions,dualclutchsystemscurrentlyrepresentthebenchmarkintermsofspontaneityandsportiness.Inthistypeoftransmission,whichisbasedonacountershafttransmission,theseadvantagesarecombinedwithaverydirect"vehicleconnection",highrpmperformance,andexcellenttransmissionefficiency.The7-speeddualclutchtransmissionforthestandarddrivelinepresentedhereisdesignedforatorquecapacityofupto520Nmandrotationalspeedsofupto9250rpms.Inordertobeabletoachievetheseperformancedataintheexistinginstallationspace,aconceptwasdevelopedinwhichanoilchamberaswellaslubricationbyinjectionareused.Beforeintroducingthetransmission'sseveraluniquefeaturesinmoredetailbelow,anoverviewofthebasictransmissiondesignwillbepresented,Fig.1.Theenginetorqueisintroducedtothedualclutchviaatorsiondamper(notshowninFig.1).Themultidiskclutchesinthedualclutchareradiallynestedinoneanotherandtransferthetorquetobothinputshaftsinthecountershafttransmissiongearset.Inthiscase,duetotheinstallationspace,thecountershaftisnotlocatedunderthemainshaft,butistiltedlaterally.Thisbecomespossiblebecausetheconceptisbasedonlubricationbyinjectionwithadrysump.2Ontheonehand,lubricationbyinjectionimprovesheatremoval,ontheother,therearenonoticeablelossesduetothegearssplashingintheoilpan.Theoilissuppliedtothetransmissionviaaninternalgearpumpwhichisdrivenbyaspurgeartrainbehindthedualclutch.Withthehelpofaspurgeartrain,thedriveunithastheadvantagethat,viadifferentgearratiophasesanddependingontheintendeduse,theflowrateandthemax.speedofthepumpcanbeadapted.AnadditionaladvantageisthatbasedontheresultingIprovedinstallationspace,anoptimalratiobetweenthepumpwidthandthepumpdiametercanbeachievedforthepump'slevelofefficiency.Thehydrauliccontrolunitisarrangedunderthegearset.Thehydraulicunitsuppliestheclutch,basedonneed,withpressureandcoolingoilaswellasshiftaworkwithdouble-actingcylinders.Thesensorfordetectingthepositionofthegearshiftsisattacheddirectlyontothefourgearshifts.Thetransmissionhasanexternalcontrolunit.2Sevenspeedswithsophisticatedstepping-aconceptforextrmesporti-nessThegearsetconceptofthedualclutchtransmissionintroducedherewasdevelopedinhousetakingintoconsiderationthefollowingrequirements:Highspeedendurancestrengthupto9250rpmVariabilityandmodulardesignRepresentationoftransmission-ratiospreadsofabout4.7and6.8with7speedsUseofexistingsynergiesformanualtransmissionsAfterextensivesystematicdevelopmentofthegearsetinwhichmanythousandsofvariantswereproducedandcompared,thegearsetconceptthatisillustratedinFig.2isthefinalvariantandtheidealconceptforachievingthegoalsspecified.Thegearsetselectedisbasedontheconstantdriveconceptandconsistsoftwoconcentricdriveshaftseachofwhicharedrivenbyoneofthetwomultidiskclutchesinthe黑龍江工程學(xué)院本科生畢業(yè)設(shè)計3Fig.2Gearsetschemeof7Dvariantdualclutch,twocountershaftsalsoconcentrictooneanother,amainshafshaft.ThegearratiosareengagedbythefoursynchronizerunitsA/B,C/D,E/F,andG/H,whicharearrangedonthemainshaftandonthehollowcountershaftandtheseareconnectedtotheloosewheelsortheadjacentshafts.AnimportantfeaturtheconnectabilityofbothcountershaftsthroughtheC/Dsynchronizerunit.IntheDshiftposition,thegearratiosselectedinthiswaycanbedoublyusedwhichreducesconstructioncostscomparedtoconventionaldualclutchgearsets.Similarly,thisfeatureisusedinfirstgearbecausethenthevehicleisstartedupusingthemorepowerfulK1clutch.Becauseofthisdualuseofthelastgearlevelinthetransmissionforthefirstandsecodesiredratiostep1-2isachievedthroughthetransmissionratiosofbothconstantdrivephases.TheuseoftheK1clutchforstartingupinfirstgearresultsinevitablyinthedirectgearalsobeingassignedtotheoddsubsection.Inthiscase,thefifthandseventselectedasadirectdrive.Withthisfeature,itwaspossibletodevelopamodulawhich,onjustafewchanges,containstwodifferenttransmissiongearratiovariantswithfundamentallydifferentcharacters.Forthefirstversion,withanoverallspreadofabout4.7,theseventhgearisselectedasadirectgear(calledthe7Dvariant).Fig.2showstherelevantgearsetdiagramwiththeperformanceflowsinallspeeds.Duetoitssophisticatedgearsteps,thistransmissionishighlysuitableforverysportyvehiclesthatneedonlya"little"transmissionsteppingduetothehighrotatingengine.Optimaltractivepowercanbeprovidedatanytimeduring黑龍江工程學(xué)院本科生畢業(yè)設(shè)計4Thesecondversionisbasedonthe7Dvariant,however,fifthgearwasselectedasthedirectdrive.Whenmaintainingthetorquemultiplicationratioandinadaptingthetransmissionratioofseverallowergearlevels,yougetthe5Dvariantwithaconsiderablyhighertransmission-ratiospreadforvehicleswithincreasedcomfortdemandsandsimultaneouslyreducedconsumption.Fig.3illustratesthedesignofthe7Dvariant.Themainsimilaritywithexistingmanualtransmissionsforstandardtransmissionsisnoticeable.Duetothecompactgearsetdesign,thesufficientshaftdimensioningandthefavorablearrangementinproximityofthebearingofthehightransmittingratios,centralbearingglasseswerenotnecessarydespitetheproportionallylargebearingclearance.Overall,onlytwohousingbearinglevelsarenecessarywherethefrontlevelislocatedbehindbothconstantgears.Inaddition,averycompactandinexpensivetransmissiondesigncouldbeimplementedbasedonthebearingconceptselected,especiallyintheareaofthehollowshaft.Fig.3SectionalDrawingof7DvariantThecentralmoduleofthishighlytopicaltransmissionconceptisthewetdualclutch.Withabroadspectrumoftechnicalfeatures,itimplementsthefunctionalprovisionsofthetransmissioncontrolunitandthusdistinguishesthespecialcharacterofthistransmissionconcept.Veryfastdelaytimes,lowinertiaandgood,comfortablefrictionvalueprogressionsfacilitate,verysportyhandlingwithhighlydynamicgearshiftingandcomfortablecruisingatahighlevelofefficiency.Thedualclutchplaceddirectlyonthetransmissioninputacceptstheenginetorquefromthtorsiondamperandfeedsittooneofthetwosubsections,dependingonthesituation.Safetyconsiderationshaveledtoa"normallop 5Theradialarrangementofthemultidiskpackagerepresentsthebestcombinationofperformancandinstallationspaceneed,Fig.4.systemaretherequirehighthermaloadingcapacity.Aspartoftheprocess,theliningtype,dimensioning,andgroovingaswellasequaldistributionofthermalloadandoilflowinthemultidiskpackageLowtorquedragevenwithlowtemperaturesaswellashighspeedsupportcomfortandahighlevelofsportiness,butarealsoimportantsafetyrequirements.Rotating,centrifugalforce-compensatingclutchcylinderswithhysteresisoptimizedofthesynchronizerunits.Inthepresentdualclutchtransmission,thehydrauliccontrolunitfulfillsthefollowingShiftingthegearshifts,i黑龍江工程學(xué)院本科生畢業(yè)設(shè)計6GearlubricationEmergencystopfunctionincaseofcompletefailureoftransmissionelectronicsSeveralfeaturesinthehydrauliccontrolunitaswellascriteriafortheselectionofthecontrolconceptaregoingtobedescribedinmoredetailbelow.Theuseofthedualclutchtransmissioninsportyvehiclesdemandshighperformancefromthehydrauliccontrolunit,especiallywithregardtothefirsttwotasksbecausethetimely"handling"ofthesetaskscomeintoplayingearshiftingandgearshiftingtimes.Thatiswhyparticularvalueisplacedontheselectionoftherightcontrolunitconceptaspartofthesystemdesign.Duringthedecisionprocess,thechoicewasmade,inprinciple,betweentwoconcepts,Fig.5.DirvoDirvocontrolPrvexmtrolCEpm:surerncgulatorφ2ban(850mA)Pnpuyoienoid④38mm(160mA)PreikurerelucingvalveXperconolurit)Clutctivalve占ClutehvaluDamperDampetPcinhPomePrecontroloftheyalvesDirectcontrolofthevalves(so-calledcartridgevalves)Incaseofdirectcontrol,thevalvethatisusedforpressurecontrol,e.g.aclutch,isdirectlyconnectedtothepower-generatingproportionalsolenoidsandprovidesthemainpressuretothecorrespondingclutchpressureTheprecontrolusesthepressurethatissuppliedbyapressurecontroller,forexample,toactuateanadditionalvalvethatsuppliestheclutchpressurefromthemainpressure.Toassesstheperformanceofbothconcepts,alargernumberofcomparedmeasurementswereperformedwithdifferentsystems,ofwhichtwosystemsshallbeconsideredhere:ZFhydrauliccontrolunitwithprecontrolforDCTstandarddrive 7ComparativehydrauliccontrolunitwithdirectcontrolAreferenceclutchwasusedastheclutchtoengage.CriteriaforassessingtheCompurisanhydranlicswithcontrZFHydraulicswithACEpressureregulators,precantrolFig.6Delay,increase/rise,andfalltimes.Redcurve:Power/Electriccurrent.Greencurve:ClutchpressureTimeofstepresponseuntilclutchinflationpressure,1to2Timeofthestepresponseupto90%ofthemainpressure1to3Timeofpressuredrop(emptyingtimes),5to6bereached.OnenoticesthatthedirectcontrolcomparedtotheprecontForincreasetoclutchinflationpressureorto90%ofthemainpressureshows,however,theadvantageoftheprecontrolledsystem(seealsosummarizingtab1).Emptyingtimes,alsopresentadisadvantagefordtemperatureof-20℃alsoshowcomparableresultsforstepresponsesandfawithsmalloilvolumes.However,iflargeoilvolumeshavetobetransported,precontrolvalvesaretobepreferredduetolargeropeningcross-sections.黑龍江工程學(xué)院本科生畢業(yè)設(shè)計8so-calledsiltingcanleadtothevalvesgettingjammed.Provocationtestswithtransmission-specificenvironmentalconditions(dirtyoil)demonstratedsoilingonthecharacteristiccurves.Technical,trouble-freecharacteristiccurvewhichleads,inturn,toincreasedvalvewecauses.Theincreasedtendencytowardsoilingcanresultneedingafinefilter.thecostswererelevantforafinalevaluation.Thecomparisonwithregardtothehydraulicandelectro-magneticcomponentsshowsthataprecontrolsystemhascostbenefitsofdirectcontrolvalves,which,inturn,resultinamoreexpensiveTCU.Furthermore,inbecausethese,too,areusedintheautomaticZFplanetarygearset.4.4EmergencystopfunctionIncasethereisacompleteoemergencystopfunctionisactuatedinthetransmission.Theclutchthatispressurizedwithalargeramountofpressureintheeventofasystemoutagewillcontinuetobepressurizedcombinethecomfortofasteppedautomatictransmissionwiththedynamicsandsportinessofacountershafttransmission.Connected,therefore,aretypical"catalogvalues,"suchaswantstofeelthatjoltofacceleration"racestart"function.Therac9standstill,ie.intheshortesttimefrom0to100km/h.TheTheengineisbroughttoasuitablyhighrpmwiththeclutchengagedinfirstdriversimultaneouslyactuatesthebrakeswiththeleffootsothattheclutchcanalreadybelightlyengagedandthegaspedal(fullthrottle)inordertobringthevehicleuptothetargetspeed.Bysimultaneouslypressingandholdinganoperatingelement,suchastheselectorleverorapushbuttononthesteeringwheel,theracestartintentionisconveyedtothesystem,theenginespeedadjustedandthestartuppreventeduntilthedriverreleasesthebrake.Duringtheracestart,theclutchisclosedunderthecontrolofthewheelslipwithwhichtheoptimalaccelerationisachievedandbyexploitingthedynamicenginetorque(inertiatorque).Theentireprocedureprogressesautomaticallyoncethedriverreleasessothatevenaninexperienceddrivercanachievethebestpossibledriveperformancefigures.Obviously,thedrivercancanceltheprocedurebyremovinghis/herfootfromthegaspedalortouchingthebrakes.Also,thesystemrecognizeswhenthestreetconditionsdonotpermitaracestart,suchaswetroads,forexample.Duetotheoptimalstart-upandashiftingsequenceintotractioninterruption(seealsosportsshifting),theracestartfunctionenablestheaccelerationtimeof0to100km/htobeimprovedbyanaverageof0.2seccocarwithamanualtransmission.Atthesametime,thisfunctionalityhelpsavoidimproperuseandresultingclutchoverload.ThetopchartinFig.7illustratestheengineandtransmissioninputshaftspeed,thelowerchartshowsthevehicle'slongitudinalacceleration.Startingwithacrankingspeedof6,800rpm,theclutchbeginstoclose,whichleadstoanenginepressureuptoabout4,000rpm.Thedynamicenginetorqueusedtoachievethisresultsinanaccelerationof0.7-0.9g.Intheprocess,noticeablevibrationsinthetransmissioninputshaftspeedsignaldevelopduetothewheelslipregulation.Afterabout1.2sec,tbytheenginetorquewithapprox.0.5g.Itmustbementionedherethatthistestwasperformedusingavehiclewithveryhightraction.Inmostcases,astartingspeedofonlyuptoabout4,000rpmisreasonable.Afurtherfunctiondevelopedforthedualclutchtransmissionisso-calledsportsshifting.Thisisdescribedinmoredetailbelow.Ingeneral,agear-shiftchangebythedriverisonlyperceivedacousticallybythechangeintheenginespeed.Thetransitionfromtheaccelerationleveloftheoriginalgearto黑龍江工程學(xué)院本科生畢業(yè)設(shè)計gearboximputspeed-enginespeedacceleratioe[see]Fig.7Measurementofaracestarthenewgearshouldbemadesmoothlyandcontinuously.Thisalsocorrespondstothestandardshiftingsequencesinauto-maticanddualclutchtransmissions.However,manydriversofsportycarswishthattheyhadtheoptionofbothdistinctivecomfortshiftingsequencesaswellassportyshiftingsequences,which,besidesthehapticresponse(accelerationjolt),alsohaveanaccelerationadvantageasaresult.Tothisend,thedynamicenginetorquecanalsobeusedagain.Therequirementforthisisthetorquecapacityofthedualclutchwhichhastobeabletotransmitthistorqueincrease.Asthepossibletorqueincreasedependsonthegradientsoftheenginespeed,thiscanbeusedparticularlyeffectivelyinshiftinggearswithalargespeeddifferencewiththetargetgear(largeratiospread/ratiostep),whichiswhythegearchanges1-2,2process,sportsshiftingfromthefstartforimprovingtheaccelerationtimefromto100km/h.Astheuseofthedynamictorqueispureapplicationtopic,wedistinguish,asarule,betweenthreeshiftingsystems.Fig.8illustrateshestylizeddifferencesandfeaturesbetweenthehiftingsystems,Fig.9showsanoriginalmeasurementfromaprototypevehicle.Thetopchartshowstherespectiveengineandransmissionspeed,thebottomchartshowstheorquesfrombothclutches.Thebottomlineinthehartrepresentstheclutchfromthetargetgearthatisusedtoachievethetorqueincreaseduringenginespeedadjustmentandtherebyaccelerationgains.黑龍江工程學(xué)院本科生畢業(yè)設(shè)計system/vehiclefeedbackTypicallyat:Approx.80msec.Fig.8SimplifieddepictionofaccelerationprocedureswithTorqueincreasethruughuseofdynamicenginetorqueFig.9Measurementofsportsshift2-3inthe運動型7速雙離合器變速器系統(tǒng)摘要：ZF公司的7速雙離合器變速器是一款創(chuàng)新型的、適用于運動型車輛的變速器。精密的速比和自然擁有的極佳駕駛性能使得它成為運動型車輛理想的變速裝本文介紹的用于標(biāo)準(zhǔn)型傳動系統(tǒng)的7速雙離合器變速器的最大轉(zhuǎn)矩可達(dá)520Nm、油泵換檔軸潤滑發(fā)動機轉(zhuǎn)矩經(jīng)過扭轉(zhuǎn)減振器(未在圖1中表示)傳遞給雙離合器。雙離合器中的多高達(dá)9250rpm的高速耐久強度；可變性和模塊化設(shè)計；齒輪機構(gòu)的一個主要特征是兩中間軸通過C/D同步器連接。在D位置可兩次選輪上，因此當(dāng)車輛起步時可利用更強有力的K1離合器。由于變速器1檔和2檔均使用利用K1離合器和1檔起步不可避免的會導(dǎo)致直接檔齒輪設(shè)定成奇數(shù)。這時，5檔第一種結(jié)構(gòu)的總速比是4.7,7檔齒輪作為直接檔(稱為7D型)。圖2給出了齒輪機圖3是7D變速器的設(shè)計圖。和現(xiàn)有標(biāo)準(zhǔn)的手動變速器的相似之處是顯見的。由于齒輪機構(gòu)設(shè)計緊湊，各軸具有足夠的尺寸并且有利于在大速比處布置軸承，中央軸承罩無需顧及大的軸承間隙。由于前軸承座位于兩常嚙合齒輪后部，因此僅需兩個軸承座即可。另外，非常緊湊和廉價的變速器設(shè)計也是基于對軸承的選擇，特別在空心軸方面。該變速器的核心模塊是濕式雙離合器。該離合器具有一個寬型譜的技術(shù)特征，能實現(xiàn)變速器控制單元的功能和辨別該變速器的專有特征。離合器延遲時間短、慣量小、動作過程中具有良好和舒適的摩擦系數(shù)、極具運動性的高動態(tài)換檔特性、行駛舒適以及高效率。雙離合器直接安裝在變速器的輸入端，發(fā)動機轉(zhuǎn)矩經(jīng)扭轉(zhuǎn)減振器后根據(jù)具體情況傳遞給兩離合器中的任一個。出于安全考慮，離合器設(shè)計成“常開”狀態(tài)。沿徑向布置的多片離合器具有最佳的性能和安裝空間，見圖4。黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(1)性能黑龍江工程學(xué)院本科生畢業(yè)設(shè)計直接控制預(yù)光控制(E壓力調(diào)節(jié)*2hmm(850mA)如果采用直接控制，閥門采用壓力控制即離合器直接與產(chǎn)生動力的比例電磁線圈連接并提供主壓力至相應(yīng)的離合器壓力。預(yù)先控制采用的壓力由壓力控制器提供例如利用一個附加的閥門從主壓力處提供離合器壓力。為評價兩概念的性能，用不同系統(tǒng)進(jìn)行了大量的對比測試，以下內(nèi)容是兩系統(tǒng)必須被考慮到的：ZF標(biāo)準(zhǔn)的DCT液壓控制單元采用預(yù)先控制與直接控制相比用一個參考離合器進(jìn)行結(jié)合試驗。性能評定標(biāo)準(zhǔn)是(見圖6)離合器充滿壓力的瞬態(tài)響應(yīng)時間，1-2;達(dá)到90%主壓力的瞬態(tài)響應(yīng)時間，1-3;壓力下降時間(排空