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辽宁工程技术大学毕业设计 (论文 ) 1 附录 A Review on development progress of automatic manual transmissions control Abstract: ln recenl year , the sustainable development of automatic manual lransmissions(AMTs)control in vehicles is conspicuous The control applications have grown fast and steadily due to the lremendous progress in power electronics components and the control software that enhance the requirements for delivering higher vehicles performance AMTs controI strategies achieve a reduction in the driveline dynamic oscillations behavior during gear shifting and clutch starting up processes.AM-r s future expectations are an increase of torque capacity, more speed ratios and lhe development of advanced and efficienl electronic control systems This paper concerns with lhe progressing view of AMTs in the past, today and future, gives an overview oflhe potential dynamic problems concerned with AMTs and some control strategies used to solve lhose problems    Keywords: AMTs control strategy; clutch dynamic response; pneumatic lransmission control Introduction  The research carried out during the last few years on manual transmission systems are considered as a foundation for automatic manual transmission research.upgrading the old manual style by inserting electronic equipment and software to improve shift quality, enhance fuel economy, and develop more efficient and reliable systems In 1970 Scania and Daimler Benz began to use half automation control mode as the first stage for AMT progress In their model the gear shifting process was operated by electro pneumatic system after pressing the clutch peda1 An electronic monitor gave suggestion to the driver for optimal gear shifting 1 American Eatons Smart improved the previous model by adding control strategies for both the clutch and the engine In the second stage, a full automatic control system was generated and the 高拯铎:轻型货车变速器设计   2 first product was delivered to the market by Isuzu in 1984 followed by Nissan, Ford and Renault, using throttle pedal as a controlling parameter for speed contro1 The third stage was an intelligent automatic control, in which Isuzu and Nissan promoted the preceding models, picking up modem control theory such as Fuzzy logic,including environmental parameters and vehicle running conditions in their models2 Currently, vehicle manufactures of AMTs are focusing on the customers demand that means better shift quality and more efficient transmission system,  in addition to further reduction of fuel consumption  European light vehicle market has low penetration of AMTs and automatic transmission in the past ten years It has grown slowly from 8% to just over 14% because consumers are reluctant to choose automatics In the US, AM T demand has grown strongly and steadily so that 84% of cars are automatic currently In Japan, the move to automatics came later than in the US mainly due to heavy traffic congestion that limits the opportunity to achieve maximum acceleration or high speed. Anyway, AMTs have come to dominate the market3 China enrolled in AMTs researches in 1984 and Xin Yuan Sheng company is currently constructing an electrolnechanical system consists of DC motor for actuating the clutch and shifting unit for selecting and shifting processes4 AMT control strategies are very important issues required to reduce fuel consumption and deliver smooth acceleration by minimizing unwanted oscillations which have adverse effects on vehicle performance  1 Configurations of AMT control system  An AM T control system of a vehicle consists mainly of the engine, clutch and gear shift control units operated by computer software, as is shown in Fig 1 where the transmission control unit(TCU) communicateswith the engine control unit(ECU) through a standar CAN or a seriaI bus5 A signal from the sensor of a acceleration pedal shows the operation magnitude othe acceleration pedal, and this signal is fed to the gear shifting control unit and the ECU In the gear shift in control unit, the vehicle speed and the data of gear position sensors are used to determine the gear shifting point. 辽宁工程技术大学毕业设计 (论文 ) 3 (1)Engine; (2)Engine speed sensor; (3)Clutch; (4)Stroke sensor; (5)Clutch actuator;(6)Transmission; (7)Gear shifting actuators; (8)Gear position sensor; (9)Driving whecl mechanism; (IO)Vehicle speed sensor;  (I I)Clutch control unit; (12)Gear shifting control unit; (13)Computer software; (I4)Transmission control unit; (15)Acceleration 0eaaJ Sensor;  (16)Throttle pedal; (I7)Engine control unit and; (18)Throttle actuator   Fig 1 Configuration of AMT control system The TCU or the data acquisition card receives information from analogue sensors and transfer it to a computer software via A/D converters and I/O interface  Also a digital encoder can be used for measuring data an d feed them in a digital form  compatible with the computer software The response output signals are fed back bv D/A converters to controI the clutch and gear shifting actuators   2 Classifications of AMTs control system According to the driving actuators forces that operate the gearshift and clutch movements, AMT falls into the following categories   2.1 Pneumatic transmission  For this type, the gear shifting and clutch control processes are implemented by pneumatic servosystem  The AMT pneumatic control system 6 shown in Fig 2 consists of verticaI and horizontaI shift actuators which are mounted on the tran smission gearbox for the generation of driving forces that are proportional to the cylinders internal pressure for actuating shift levers Pressures are controlled by using pneumatic activated valves to regulate the compressed inflow and outflow 高拯铎:轻型货车变速器设计   4 air(drain)in response to control signals to give the esired position depending on a scheduler map  Electromagnetic sensors are used to indicate the position of pneumatic actuators The shifting mechan ism is driven to a desired position according to a scheduler map that defines actuating sequences This system uses low pressures(0 5 MPa to 0 8 MPa)for actuators Nevertheless it has disadvantages such as air leakage from a clearance,  large size and low positioning precision for actuators Moreover, it is feas ible only for trucks   (1)Position sensor signals; (2)Electromagnetic sensor; (3)Pneumatic valve ; (4)Drain;(5)Vertical cylinder; (6)Horizontal cylinder; and(7)Pneumatic valve actuating signals order   Fig 2 AMT pneumatic control system 2 2 Electro mechanical transmission  In such a system, actuator control is implemented by servo electric drives such as DC motors, stepper motor or linear electromagnetic actuators working synchronously to achieve the desired positions One of this system s advantages is that actuators use energy only in actuating period It is easy to controI the drives and the cost for the electricaI components are low These factors make the system more efficient and reliable than pneumatic and hydraulic systems   2 3 Hydroelectric transmission  In 1 980 hydroelectric AMT controI system was inte grated to a powertrain Fig 3 shows a hydraulic system consisting of passages and tubes containing hydraulic oil of 辽宁工程技术大学毕业设计 (论文 ) 5 high pressure f3 MPa to 6 MPa)controlled by an electric solenoid valve or motor operated valve to achieve required positions at each time for clutch or gear change The valve is under the control of an electronic control unit A pressure relay controls the pressure in the hydraulic circuit when the pressure is changed  by  switching the pump s motor. An accumulator is used to damp down pressure pulsation and soften the system pressure transient The advantages of this system are fast response movement an high precision in positioning the actuator The disadvantages include  pressurized oil leakages through clearances, gaseous cavities generated in the working fluid leading to reduction of bulk modulus (cavitation),  and  corrosive wear of components caused by contaminated fluid 7 Moreover, AMT hydraulic system is high in price and difficult in maintenance,  and needs extra supply power to actuate the drives   (I)Accumulator; (2)Pressure relay; (3)Solenoid valve; (4)Clutch hydraulic cylinder;(5)Select hydraulic cylinder; (6)Shift hydraulic cylinder; (7)DC motor; (8)Pump  Fig 3 AM T hydroelectric system 3 Outlook for AMT control strategies 3.1 Vehicle speed and output torque control In order to control the vehicle speed or regulate the driving shaft torque to a target value, ignition timing adjustment or electronic control throttle (ECT)is used as control parameters for the desired task. Several vehicle control systems have been developed up to now Takahashi8 developed automatic speed control system employing self-tuning fuzzy logic rules to have the speed of the vehicle matching a drivers 高拯铎:轻型货车变速器设计   6 individual preference This control strategy shortens the time required to determine optimum control para- meters for speed contro1 Pettersson and Nielsen used a linear flexible drive shafts model to design a vehicle speed controller that reduced the low frequency(1ess than 6 Hz) powertrain oscillations for a heavy truck9  They suggested for their dynamic model that the oscillation should be captured suftciently with a simple powertrain model that consists of two rotational inertias connected to each other with a damped torsional flexibility Alexander and Loukianov l 0presented a robust stabilizing controller for internalcombustion engine and the model structure comprises of two loops, the engine and the driving loops Sliding mode control strategy is used in the drive loop to provide fast and precise tracking of the throttle plate angle In Ref1 1, an adaptive control structure was investigated under different vehicle running conditions by using slow adaptation and sensitivity based gradient algorithms; the gains of a PI controller was adjusted to minimize a quadratic cost function formulated from experimental and simulation studies Martin Sommer  ville1 2presented a switching control scheme for pneumatic throttle actuator controlled by using three solenoid activated valves to attain the desired speed; he also developed two linear models respectively for throttle actuator and throttle plate system  For output torque control, Magnus and Lars1 3,  proposed a method based on engine torque control by estimating the transmitted torque and controlling it to zero during different phases of gear shifting using a feedback controller  The system has to wait until satisfactory gearshift conditions are reached and neutral gear can be engaged Minowa and Kurata 1 4presented a control technique based on PID controller and the characteristics of the torque converter for engine torque compensation, adjusting the throttle valve to attain the larget driven shaft torque When an electronic throttle is used as the control parameter in speed or torque control, it should be controlled to give a fast response,  smooth movement and zero steady state error,  so accurate control of the opening is essential to maintain a desired speed or torque at varying road conditions   3.2  Clutch dynamic response control  Clutch allows engine power to be applied gradually when a vehicle is starting up and 辽宁工程技术大学毕业设计 (论文 ) 7 power is interrupted when shifting to avoid gear crunching Clutch slipping phase is a crucial point in AMTs contro1 Due to the speed difference of the clutch plates, some effects are generated during this phase such as torsional vibration (judder) that increases the driveline oscillation, particularly on small trucks with diesel engine The excitation of this resonant vibration is usually within the range of 1 0 Hz to 20 Hz In addition the amount of energy dissipated into heat is proportional to the slipping phase time that ranges within 0 5 s to 2 0 s Moreover, the effect of repeated applied load generates surface wear, which reduces the lifetime of the clutch frictional plates materia1  Fig 4 illustrates the variable parametersduring clutch slipping phase  The clutch torque increase that depends on the rate of the applied clamping force till it reaches the maximum value at the lock up point, where the engine and the clutch speeds are equa1 The increase of heat energy depends on the torque and the slip speed   Researchers control strategies lead to conflicting objectives such as small facing wear, small friction losses, minimum time needed for the engagement and regulation of the slip acceleration at the lock up point for reducing the undesirable driveline oscil lation A non linear multibody dynamic model was developed by Centea and Rahnejat to study the effect of the slip variation and the coefficient of friction during the judder The results indicated that various friction materials of positive gradient efficient of friction with respect to the slip speed provide a better damping effect and little self-excited vibrations1 5 Franco and Luigi developed a slip control technique which was formulated as a piecewise linear time invariant model for the dry clutch based on closed loop with feedback controllerI 6 Recently, Fuzzy logic control has 高拯铎:轻型货车变速器设计   8 been proposed for analyzing clutch dynamic response characteristics during slipping phase1 7  3.3  Shift shockcontrolinAMTs system   AMTs shift shock criterion is one of the most significant factors, which has influence on the steady state  acceleration  The shift shock Occurs when inserting the target gear into the drive shaft gear and that can not be accomplished smoothly due to the speed diffefence  between the transmission  gears  during engagement So the result of this criteria is a deterioration of the vehicle driving comfort, friction loss as heat,  mechanical wear and noise  Fig 5 iIlustrates the fluctuation of the driven shaft torque during gears shifting This mainly involves under shock at the initial stage when gears start to engage (the torque phase), overshoot shock due to the inertia torque generated by the speed change and the torque step shock Today, control of this process is significant and more desirable to improve the fluctuating torque, which is all important perform ance limiting factor for drivability,  if it is not damped down The control strategies offer to optimize the time needed for a gearshift,especially in the drive situation like overtaking or driving uphill with heavy loads A shift control technique was proposed by Kazumi and Yasunori1 8, which detects the road gradient for either uphill or downhill roads without adding sensors  and  chooses the  appropriate gear position in Ref 1 9, a control method was introduced to perform shift control using the road data obtained from a navigation system and the current vehicle speed to determine the optimal gear for shifting Minowa proposed a method based on engine steady state map where  the fuel flow rate is a function of the engine speed and torque, to choose the desired gear, which gives the lowest fuel flow rate, in addition to a reducetion in the gear shift timing20   辽宁工程技术大学毕业设计 (论文 ) 9 4. Future progress of AMTs control  The prospect of AM Ts technology is to overcome the torque interruption during power shifting in order to improve the acceleration feeling and the reliability of the system Beyond 2005, AM T with double clutch transmission(DCT)control techniques is expected to grow up, to provide good shift quality and improve merit in the fue J consumption at a price below that of a conventional AM T Future researches on AM Ts wilI focus on increasing the number of transmission speeds that Jlas obvious benefits of allowing the engine to operate closer to its optimum operation line In addition,  the development of shift-by-wire technologies will be enforeed There will be an increasing use of advanced electronic control equipments such as digital signal processing for control engineering (despace), as a viable alternative in virtual environment for rapid control prototype testing Also,  much progress will appear in the adaptive logic control software that includes more identification functions for the drive style and driving conditions Fig 6 gives some forecasted data for transmissions technologies up to 2005 and shows that the five speed AMTs demand will faIl bv 2 4 units while the six speed will grow up by 2 5 units  This is due to desirable advantages in the wide range of speed ratios, saving in fuel consumption(5% to 6%),a reduction in emissions and 5% beaer acceleration.Likewise, the five speed automatic transmission(AT) system will decline while the sixspeed grows by I unit3   5  Conclusions Recently, the continuously increasing volume of AMTs control systems hardware equipment and software control functions has been leading AMTs to a great stature in 高拯铎:轻型货车变速器设计   10 the vehicles transmissions global community Today, AMTs technology is focusing on the  production of electromechanical  transmission system other than the hydraulic and pneumatic systems  This is due to the lower capital cost for the equipments and the operating maintenance In addition, the control of the system electric drives is easy The fundamental prospective evolution of AMT control strategies lies on the application of the modern control theory such as Fuzzy logic, linear quadratic optimization and neural network techniques for improving the clutch dynamic response, reducing the torque shift shock and more efficient gear shifting control mechanism An AMTs system has merits over other transmission systems in its high delivery torque, small time consuming for operating the actuators in response to the electronic control units All these factors enable AMTs systems outweigh in the transmissions environment  References  1  Ren C Research on evaluating method of shift schedule for AMT vehicleD Jilin: College of Mechanical Engineering, Jilin University, 200 1 fin Chinese)   2  Ye M Model building and simulation on automatic mechanical tran smission and development of test software D Chongqing: College of Mechanical Engineering,  Chongqing University, 2003 (in Chinese)   3  Knibb G The future for European transmission developmentA In: Knibb G Automotive online news technical notesC London: London Publication House,2o02: l一 8   4  Xin Y Design of AMT device P CN Patent: 99206l23,  Mav l999   5  Ohtsuka M Satoh Y Automatic tran smission system for vehiclesP JP Patent:4977992, Dec 1 990   6  Hyeoun D, Seung K, Han S Advanced gear shifting and clutching strategy for a parallel hybrid vehicle fEEE IndustryApplicationsMagazine, 2002, 1077(2618):26 32   7  Peter D, Balakrishnan A, Thoma M Lecture notes in control and information 辽宁工程技术大学毕业设计 (论文 ) 11 sciencesM Vol 33 Berlin:  Springer Verlag 198l: l44 一  l50   8  Takahashi H Automatic speed control device using self-tuning fuzzy logicJ,EWorkshop, 1998, 88(0065): 65 71   9  Mattias A Kristerr A literature survey on jntegrated powertrain controlJ Journal of Chalmers Univers Technology Sweden, l998, (41296): 6 10   l0 Alexan der G, Loukian ov S A robust automotive controller designA In International Conference Applications E Hartford, USA, l 997  11  Liubakka M , W inkelman J Adaptive automotive speed controls J1,  Transactions on Automatic Control, l 993,  38(7): l0ll l020   l2  M artin S  Switching control of a pneumatic throttle actuatorJ IEEE Control Systems, l 997, l 8(4): l 23 l 29   13  Maguns P, Lars N Gear shifting by engine control J  IEEE Transactions on Control Systems Technology ,2002,  8(3): 495 507   14  M inowa r Kurata K Smooth torque control using differenttial value ofshaft speed J SAE 1997(960431): 317 321   15  Centea D Rahnejat I-I The influence of the interface coefficient of friction upon the propensity to iudder in automotive clutches J IME,l 999, 2 l 3(05597): 245-258   l6  Franco G, Luigi G, Luigi I Smooth engagement for auto- motive dry clutch IA、 The 40th|EEE Conference on Decision and Control E, Italy, 200 l: 529 534   l7  Ercole G Mattiazzo G Cooperating clutch and engine control for servo actuated shifting through fuzzy supervisorJ SEA Technical Papers, l999, 0l(0746): l0ll09   18  Kazumi H Yasunori N A new automatic transmission shift control method reflecting the road conditions  lE Review, l 995(9533569): 307 309   l9  Kawai M Aruga H, 1watsuki K Development of a shift control system for automatic transmissions using informationtion from a vehicle navigation system J JS E 1999, 0l(1095) : 299 306   20 inowa T Kirmura H Improvement of fuel consumption for a vechile with automatic tran smission using driven power control with a powertrain mode J E 高拯铎:轻型货车变速器设计   12 Review,  l996, l7 f9635674): 3l l一 3l6辽宁工程技术大学毕业设计 (论文 ) 13 附录 B 关于自动手动变速器控制发展进展  摘要      近几年, AMT 控制系统在汽车中应用的可持续发展的效果是显著的。这种控制应用已经快速平稳的发展着,它导致了电子元件,控制软件的惊人的进步。,因吃也提高了交通工具的工作性能的需要。 AMT 控制策略得到了一个归纳,使关于汽车调档和离合器开启阶段的启动动态震荡行为。 AMT 将来的前途是扭矩传递能力的增加,以及发达的高效的电子控制系统。这篇文章所关注的便是 AMT在过去 、 现在 、 将来的发展,给 出了一个关于 AMT和其他控制策略中潜在的动态的问题以及解决这些问题的方法。   关键字: AMT;控制方法;离合器动态响应;气动传输控制  简介  研究被执行在过去几年期间对手动传动系统被考虑作为自动手动传动研究的一个基础。老式手工由插入电子设备和软件来改进换挡质量,提高燃料经济性和开发更加高效率的可靠系统。在 1970 年, Scania 和 Daimler Benz开始使用半自动化控制模式作为 AMT发展的第一阶段。此进展中,齿轮换挡进程在踩离合器之后,由电器系统管理。电子监控程序给出建议,驱动器优选齿轮换挡。美国的 Eaton 聪明的改进了早先设计,通过添加控制传动器和引擎的方法。在第二阶段充分的自动控制系统被生成,并且第一类产品被传送到市场由铃木公司在1984 被日产福特和尼桑在使用节流阀作为一个控制参数来控制速度。第三级是全自动智能控制,铃木和尼桑首先设计采摘了调制解调器控制的理论,譬如模糊逻辑,包括环境参数和通信工具在它们的形式的运行条件。当前 AMTs 的智能自动控制交通工具集中在顾客需求上改善调挡质量和更有效的传输体系以及降低燃料消费。欧洲轻型交通市场中, AMT 和自动传输在过去十年进一步减少,顾客需求量从 8%到 14%增长缓慢,因为消费者勉强选择自动系统。在美国, AMT的需求强烈增长有 84%的汽车是自动的。日本转型为自动化要比美国晚一些,由于交通拥塞汽车的最高速度受到限制,但不管怎样,自动系统已经进入市场。  中国被登记的自动研究在 1984 年,  并且被辛 元公司修建一个 电子系统包括 DC 马达为开动传动器和转移的部件为选择和转移。 AMT控制方法是非常重要的问题,由使必需减少燃料消费和提供光滑的加速度,有不利影响在工作性能的动摆减到最小。  1. AMT控制系统结构  汽车上的 ATM 控制系统主要包括发动机、离合器、由软件控制的齿 轮组,标准的轿车管理被显示在传输控制上,发动机控制 ECU 通过一个信号从刹车到加速度传感器,加速度增大到 ECU 为止。汽车挡位控制系统和换挡位置的检测,用齿轮转移点的数据确定。  高拯铎:轻型货车变速器设计   14 ( 1)引擎 (2) 发动机速度传感器 (3) 传动器 (4) 冲程传感器 (5) 传动器致动器(6) 传输 (7) 齿轮转移的致动器 (8) 适应位置检测器 (9) 驱动轮  (IO) 汽车速度传感器 (11) 传动器控制单元 (12) 齿轮转移的控制单元 (13) 计算机软件 (I4)传递控制单元 (15) 加速度传感器 (16) 制动节流阀 (I7) 发动机 控制部件 (18) 节流阀制动器  图 1  AMT 控制系统结构  TCU 或数据采集板从模块传感器获得信息调用它到计算机软件,交换器通过一台数字式编码器可能被使用为以数字形式与计算机软件兼容评定他们,响应输出信号是反馈传动器的数据和齿轮转移的制动器。  2. AMT控制系统的分类  根据运行变速杆和传动器 AMT 分为以下类别  2.1 气动力学的传输是齿轮传动制动器的强制和传动器控制进程,由气动力学系统实施 AMT 气动力学的控制系统,并被显示在配置上传动箱的驱动力与气压力是按比例为开启的制动器传输动力。   杠杆压力是 使用控制气动阀门来调控压缩的入库和出库的气流来回应控制信号,根据调度程序映射的位置来实现预期的位置。  电磁式传感器被使用表明气动力的制动器的位置转移被驱动到一个渴望的位置根据定义开动的顺序这个系统用低压力( 0.5Mpa 0.8Mpa)来驱动,然而制动器有不利的地方,譬如气漏,从结够大范围和低安置精确度来考虑,这是只为卡车的调度程序映射是才行得通。   辽宁工程技术大学毕业设计 (论文 ) 15 (i) 位置检测器信号 (2) 电磁式传感器 (3) 气动阀 (4) 流失 (5) 垂直磁道  (6) 水平的磁道和 (7) 气动阀开动的信号次序装置   图 2  气动力学 的控制系统装置  2.2 电子传输在这样系统中制动器控制由伺服电驱动器实施,譬如 DC 马达,步进马达或线性电磁式制动器同步运转达到渴望的位置这个系统的好处当中,一个是致动器用途能量只在开动的期间它是容易对控制驱动器并且费用低且有效。这些系数使系统高效率和可靠性比气动力学和液压机构的低。  2 3 水力发电的传输  在 1980 年水力发电的 AMT控制系统是被合并到动力系中。图 3 显示一种液压机构包括短路和电子管,管中含高压液压油( 3Mpa 6Mpa),由一个电磁阀或马达运行阀在踩离合器或调挡来达到必需的位置。阀门由电子 元件控制,压力继电器控制水力电路的电压,每当压力被切换更改时,累加器被使用用来阻止压力脉动下的马达和软化系统压力,这个系统发展是快速的响应高精确度的安置制动器。不利条件包括被加压的油通过间隙和排气管损失掉,使汽缸的体积减少和费液引起的腐蚀磨损,而且 AMT 液压

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