关于自动手动变速器控制发展进展外文文献翻译、中英文翻译、外文翻译

关于自动手动变速器控制发展进展外文文献翻译、中英文翻译、外文翻译附录AREVIEWONDEVELOPMENTPROGRESSOFAUTOMATICMANUALTRANSMISSIONSCONTROLABSTRACTLNRECENLYEAR，THESUSTAINABLEDEVELOPMENTOFAUTOMATICMANUALLRANSMISSIONSAMTSCONTROLINVEHICLESISCONSPICUOUSTHECONTROLAPPLICATIONSHAVEGROWNFASTANDSTEADILYDUETOTHELREMENDOUSPROGRESSINPOWERELECTRONICSCOMPONENTSANDTHECONTROLSOFTWARETHATENHANCETHEREQUIREMENTSFORDELIVERINGHIGHERVEHICLESPERFORMANCEAMTSCONTROISTRATEGIESACHIEVEAREDUCTIONINTHEDRIVELINEDYNAMICOSCILLATIONSBEHAVIORDURINGGEARSHIFTINGANDCLUTCHSTARTINGUPPROCESSESAMRSFUTUREEXPECTATIONSAREANINCREASEOFTORQUECAPACITY，MORESPEEDRATIOSANDLHEDEVELOPMENTOFADVANCEDANDEFFICIENLELECTRONICCONTROLSYSTEMSTHISPAPERCONCERNSWITHLHEPROGRESSINGVIEWOFAMTSINTHEPAST，TODAYANDFUTURE，GIVESANOVERVIEWOFLHEPOTENTIALDYNAMICPROBLEMSCONCERNEDWITHAMTSANDSOMECONTROLSTRATEGIESUSEDTOSOLVELHOSEPROBLEMSKEYWORDSAMTSCONTROLSTRATEGY；CLUTCHDYNAMICRESPONSE；PNEUMATICLRANSMISSIONCONTROLINTRODUCTIONTHERESEARCHCARRIEDOUTDURINGTHELASTFEWYEARSONMANUALTRANSMISSIONSYSTEMSARECONSIDEREDASAFOUNDATIONFORAUTOMATICMANUALTRANSMISSIONRESEARCHUPGRADINGTHEOLDMANUALSTYLEBYINSERTINGELECTRONICEQUIPMENTANDSOFTWARETOIMPROVESHIFTQUALITY，ENHANCEFUELECONOMY，ANDDEVELOPMOREEFFICIENTANDRELIABLESYSTEMSIN1970SCANIAANDDAIMLERBENZBEGANTOUSEHALFAUTOMATIONCONTROLMODEASTHEFIRSTSTAGEFORAMTPROGRESSINTHEIRMODELTHEGEARSHIFTINGPROCESSWASOPERATEDBYELECTROPNEUMATICSYSTEMAFTERPRESSINGTHECLUTCHPEDA1ANELECTRONICMONITORGAVESUGGESTIONTOTHEDRIVERFOROPTIMALGEARSHIFTING1AMERICANEATONSSMARTIMPROVEDTHEPREVIOUSMODELBYADDINGCONTROLSTRATEGIESFORBOTHTHECLUTCHANDTHEENGINEINTHESECONDSTAGE，AFULLAUTOMATICCONTROLSYSTEMWASGENERATEDANDTHEFIRSTPRODUCTWASDELIVEREDTOTHEMARKETBYISUZUIN1984FOLLOWEDBYNISSAN，FORDANDRENAULT，USINGTHROTTLEPEDALASACONTROLLINGPARAMETERFORSPEEDCONTRO1THETHIRDSTAGEWASANINTELLIGENTAUTOMATICCONTROL，INWHICHISUZUANDNISSANPROMOTEDTHEPRECEDINGMODELS，PICKINGUPMODEMCONTROLTHEORYSUCHASFUZZYLOGIC，INCLUDINGENVIRONMENTALPARAMETERSANDVEHICLERUNNINGCONDITIONSINTHEIRMODELS2CURRENTLY，VEHICLEMANUFACTURESOFAMTSAREFOCUSINGONTHECUSTOMERSDEMANDTHATMEANSBETTERSHIFTQUALITYANDMOREEFFICIENTTRANSMISSIONSYSTEM，INADDITIONTOFURTHERREDUCTIONOFFUELCONSUMPTIONEUROPEANLIGHTVEHICLEMARKETHASLOWPENETRATIONOFAMTSANDAUTOMATICTRANSMISSIONINTHEPASTTENYEARSITHASGROWNSLOWLYFROM8TOJUSTOVER14BECAUSECONSUMERSARERELUCTANTTOCHOOSEAUTOMATICSINTHEUS，AMTDEMANDHASGROWNSTRONGLYANDSTEADILYSOTHAT84OFCARSAREAUTOMATICCURRENTLYINJAPAN，THEMOVETOAUTOMATICSCAMELATERTHANINTHEUSMAINLYDUETOHEAVYTRAFFICCONGESTIONTHATLIMITSTHEOPPORTUNITYTOACHIEVEIMUMACCELERATIONORHIGHSPEEDANYWAY，AMTSHAVECOMETODOMINATETHEMARKET3CHINAENROLLEDINAMTSRESEARCHESIN1984ANDXINYUANSHENGCOMPANYISCURRENTLYCONSTRUCTINGANELECTROLNECHANICALSYSTEMCONSISTSOFDCMOTORFORACTUATINGTHECLUTCHANDSHIFTINGUNITFORSELECTINGANDSHIFTINGPROCESSES4AMTCONTROLSTRATEGIESAREVERYIMPORTANTISSUESREQUIREDTOREDUCEFUELCONSUMPTIONANDDELIVERSMOOTHACCELERATIONBYMINIMIZINGUNWANTEDOSCILLATIONSWHICHHAVEADVERSEEFFECTSONVEHICLEPERFORMANCE1CONFIGURATIONSOFAMTCONTROLSYSTEMANAMTCONTROLSYSTEMOFAVEHICLECONSISTSMAINLYOFTHEENGINE，CLUTCHANDGEARSHIFTCONTROLUNITSOPERATEDBYCOMPUTERSOFTWARE，ASISSHOWNINFIG1WHERETHETRANSMISSIONCONTROLUNITTCUCOMMUNICATESWITHTHEENGINECONTROLUNITECUTHROUGHASTANDARCANORASERIAIBUS5ASIGNALFROMTHESENSOROFAACCELERATIONPEDALSHOWSTHEOPERATIONMAGNITUDEOTHEACCELERATIONPEDAL，ANDTHISSIGNALISFEDTOTHEGEARSHIFTINGCONTROLUNITANDTHEECUINTHEGEARSHIFTINCONTROLUNIT，POSITIONSENSORSAREUSEDTODETERMINETHEGEARSHIFTINGPOINT1ENGINE；2ENGINESPEEDSENSOR；3CLUTCH；4STROKESENSOR；5CLUTCHACTUATOR；6TRANSMISSION；7GEARSHIFTINGACTUATORS；8GEARPOSITIONSENSOR；9DRIVINGWHECLMECHANISM；IOVEHICLESPEEDSENSOR；IICLUTCHCONTROLUNIT；12GEARSHIFTINGCONTROLUNIT；13COMPUTERSOFTWARE；I4TRANSMISSIONCONTROLUNIT；15ACCELERATION0EAAJSENSOR；16THROTTLEPEDAL；I7ENGINECONTROLUNITAND18THROTTLEACTUATORFIG1CONFIGURATIONOFAMTCONTROLSYSTEMTHETCUORTHEDATAACQUISITIONCARDRECEIVESINFORMATIONFROMANALOGUESENSORSANDTRANSFERITTOAA/DCONVERTERSANDI/OINTERFACEALSOADIGITALENCODERCANBEUSEDFORMEASURINGDATAANDFEEDTHEMINADIGITALFORMCOMPATIBLEWITHTHECOMPUTERSOFTWARETHERESPONSEOUTPUTSIGNALSAREFEDBACKBVD/ACONVERTERSTOCONTROITHECLUTCHANDGEARSHIFTINGACTUATORS2CLASSIFICATIONSOFAMTSCONTROLSYSTEMACCORDINGTOTHEDRIVINGACTUATORSFORCESTHATOPERATETHEGEARSHIFTANDCLUTCHMOVEMENTS，AMTFALLSINTOTHEFOLLOWINGCATEGORIESPNEUMATICTRANSMISSIONFORTHISTYPE，THEGEARSHIFTINGANDCLUTCHCONTROLPROCESSESAREIMPLEMENTEDBYPNEUMATICSERVOSYSTEMTHEAMTPNEUMATICCONTROLSYSTEM6SHOWNINFIG2CONSISTSOFVERTICAIANDHORIZONTAISHIFTACTUATORSWHICHAREMOUNTEDONTHETRANSMISSIONGEARBOXFORTHEGENERATIONOFDRIVINGFORCESTHATAREPROPORTIONALTOTHECYLINDERSINTERNALPRESSUREFORACTUATINGSHIFTLEVERSPRESSURESARECONTROLLEDBYUSINGPNEUMATICACTIVATEDVALVESTOREGULATETHECOMPRESSEDINFLOWANDOUTFLOWAIRDRAININRESPONSETOCONTROLSIGNALSTOGIVETHEESIREDPOSITIONDEPENDINGONASCHEDULERMAPELECTROMAGNETICSENSORSAREUSEDTOINDICATETHEPOSITIONOFPNEUMATICACTUATORSTHESHIFTINGMECHANISMISDRIVENTOADESIREDPOSITIONACCORDINGTOASCHEDULERMAPTHATDEFINESACTUATINGSEQUENCESTHISSYSTEMUSESLOWPRESSURES05MPATO08MPAFORACTUATORSNEVERTHELESSITHASDISADVANTAGESSUCHASAIRLEAKAGEFROMACLEARANCE，LARGESIZEANDLOWPOSITIONINGPRECISIONFORACTUATORSMOREOVER,ITISFEASIBLEONLYFORTRUCKS1POSITIONSENSORSIGNALS；2ELECTROMAGNETICSENSOR；3PNEUMATICVALVE；4DRAIN；5VERTICALCYLINDER；6HORIZONTALCYLINDER；AND7PNEUMATICVALVEACTUATINGSIGNALSORDERFIG2AMTPNEUMATICCONTROLSYSTEM22ELECTROMECHANICALTRANSMISSIONINSUCHASYSTEM，ACTUATORCONTROLISIMPLEMENTEDBYSERVOELECTRICDRIVESSUCHASDCMOTORS，STEPPERMOTORORLINEARELECTROMAGNETICACTUATORSWORKINGSYNCHRONOUSLYTOACHIEVETHEDESIREDPOSITIONSONEOFTHISSYSTEMSADVANTAGESISTHATACTUATORSUSEENERGYONLYINACTUATINGPERIODITISEASYTOCONTROITHEDRIVESANDTHECOSTFORTHEELECTRICAICOMPONENTSARELOWTHESEFACTORSMAKETHESYSTEMMOREEFFICIENTANDRELIABLETHANPNEUMATICANDHYDRAULICSYSTEMS23HYDROELECTRICTRANSMISSIONIN1980HYDROELECTRICAMTCONTROISYSTEMWASINTEGRATEDTOAPOWERTRAINFIG3SHOWSAHYDRAULICSYSTEMCONSISTINGOFPASSAGESANDTUBESCONTAININGHYDRAULICOILOFHIGHPRESSUREF3MPATO6MPACONTROLLEDBYANELECTRICSOLENOIDVALVEORMOTOROPERATEDVALVETOACHIEVEREQUIREDPOSITIONSATEACHTIMEFORCLUTCHORGEARCHANGETHEVALVEISUNDERTHECONTROLOFANELECTRONICCONTROLUNITAPRESSURERELAYCONTROLSTHEPRESSUREINTHEHYDRAULICCIRCUITWHENTHEPRESSUREISCHANGEDBYSWITCHINGTHEPUMPSMOTORANACCUMULATORISUSEDTODAMPDOWNPRESSUREPULSATIONANDSOFTENTHESYSTEMPRESSURETRANSIENTTHEADVANTAGESOFTHISSYSTEMAREFASTRESPONSEMOVEMENTANHIGHPRECISIONINPOSITIONINGTHEACTUATORTHEDISADVANTAGESINCLUDEPRESSURIZEDOILLEAKAGESTHROUGHCLEARANCES，GASEOUSCAVITIESGENERATEDINTHEWORKINGFLUIDLEADINGTOREDUCTIONOFBULKMODULUSCAVITATION，ANDCORROSIVEWEAROFCOMPONENTSCAUSEDBYCONTAMINATEDFLUID7MOREOVER，AMTHYDRAULICSYSTEMISHIGHINPRICEANDDIFFICULTINMAINTENANCE，ANDNEEDSEXTRASUPPLYPOWERTOACTUATETHEDRIVESIACCUMULATOR；2PRESSURERELAY；3SOLENOIDVALVE；4CLUTCHHYDRAULICCYLINDER；5SELECTHYDRAULICCYLINDER；6SHIFTHYDRAULICCYLINDER；7DCMOTOR；8PUMPFIG3AMTHYDROELECTRICSYSTEM3OUTLOOKFORAMTCONTROLSTRATEGIES31VEHICLESPEEDANDOUTPUTTORQUECONTROLINORDERTOCONTROLTHEVEHICLESPEEDORREGULATETHEDRIVINGSHAFTTORQUETOATARGETVALUE，IGNITIONTIMINGADJUSTMENTORELECTRONICCONTROLTHROTTLEECTISUSEDASCONTROLPARAMETERSFORTHEDESIREDTASKSEVERALVEHICLECONTROLSYSTEMSHAVEBEENDEVELOPEDUPTONOWTAKAHASHI8DEVELOPEDAUTOMATICSPEEDCONTROLSYSTEMEMPLOYINGSELFTUNINGFUZZYLOGICRULESTOHAVETHESPEEDOFTHEVEHICLEMATCHINGADRIVERSINDIVIDUALPREFERENCETHISCONTROLSTRATEGYSHORTENSTHETIMEREQUIREDTODETERMINEOPTIMUMCONTROLPARAMETERSFORSPEEDCONTRO1PETTERSSONANDNIELSENUSEDALINEARFLEXIBLEDRIVESHAFTSMODELTODESIGNAVEHICLESPEEDCONTROLLERTHATREDUCEDTHELOWFREQUENCY1ESSTHAN6HZPOWERTRAINOSCILLATIONSFORAHEAVYTRUCK9THEYSUGGESTEDFORTHEIRDYNAMICMODELTHATTHEOSCILLATIONSHOULDBECAPTUREDSUFTCIENTLYWITHASIMPLEPOWERTRAINMODELTHATCONSISTSOFTWOROTATIONALINERTIASCONNECTEDTOEACHOTHERWITHADAMPEDTORSIONALFLEXIBILITYALEXANDERANDLOUKIANOVL0PRESENTEDAROBUSTSTABILIZINGCONTROLLERFORINTERNALCOMBUSTIONENGINEANDTHEMODELSTRUCTURECOMPRISESOFTWOLOOPS，THEENGINEANDTHEDRIVINGLOOPSSLIDINGMODECONTROLSTRATEGYISUSEDINTHEDRIVELOOPTOPROVIDEFASTANDPRECISETRACKINGOFTHETHROTTLEPLATEANGLEINREF11，ANADAPTIVECONTROLSTRUCTUREWASINVESTIGATEDUNDERDIFFERENTVEHICLERUNNINGCONDITIONSBYUSINGSLOWADAPTATIONANDSENSITIVITYBASEDGRADIENTALGORITHMS；THEGAINSOFAPICONTROLLERWASADJUSTEDTOMINIMIZEAQUADRATICCOSTFUNCTIONFORMULATEDFROMEXPERIMENTALANDSIMULATIONSTUDIESMARTINSOMMERVILLE12PRESENTEDASWITCHINGCONTROLSCHEMEFORPNEUMATICTHROTTLEACTUATORCONTROLLEDBYUSINGTHREESOLENOIDACTIVATEDVALVESTOATTAINTHEDESIREDSPEED；HEALSODEVELOPEDTWOLINEARMODELSRESPECTIVELYFORTHROTTLEACTUATORANDTHROTTLEPLATESYSTEMFOROUTPUTTORQUECONTROL，MAGNUSANDLARS13，PROPOSEDAMETHODBASEDONENGINETORQUECONTROLBYESTIMATINGTHETRANSMITTEDTORQUEANDCONTROLLINGITTOZERODURINGDIFFERENTPHASESOFGEARSHIFTINGUSINGAFEEDBACKCONTROLLERTHESYSTEMHASTOWAITUNTILSATISFACTORYGEARSHIFTCONDITIONSAREREACHEDANDNEUTRALGEARCANBEENGAGEDMINOWAANDKURATA14PRESENTEDACONTROLTECHNIQUEBASEDONPIDCONTROLLERANDTHECHARACTERISTICSOFTHETORQUECONVERTERFORENGINETORQUECOMPENSATION，ADJUSTINGTHETHROTTLEVALVETOATTAINTHELARGETDRIVENSHAFTTORQUEWHENANELECTRONICTHROTTLEISUSEDASTHECONTROLPARAMETERINSPEEDORTORQUECONTROL，ITSHOULDBECONTROLLEDTOGIVEAFASTRESPONSE，SMOOTHMOVEMENTANDZEROSTEADYSTATEERROR，SOACCURATECONTROLOFTHEOPENINGISESSENTIALTOMAINTAINADESIREDSPEEDORTORQUEATVARYINGROADCONDITIONS32CLUTCHDYNAMICRESPONSECONTROLCLUTCHALLOWSENGINEPOWERTOBEAPPLIEDGRADUALLYWHENAVEHICLEISSTARTINGUPANDPOWERISINTERRUPTEDWHENSHIFTINGTOAVOIDGEARCRUNCHINGCLUTCHSLIPPINGPHASEISACRUCIALPOINTINAMTSCONTRO1DUETOTHESPEEDDIFFERENCEOFTHECLUTCHPLATES，SOMEEFFECTSAREGENERATEDDURINGTHISPHASESUCHASTORSIONALVIBRATIONJUDDERTHATINCREASESTHEDRIVELINEOSCILLATION，PARTICULARLYONSMALLTRUCKSWITHDIESELENGINETHEEXCITATIONOFTHISRESONANTVIBRATIONISUSUALLYWITHINTHERANGEOF10HZTO20HZINADDITIONTHEAMOUNTOFENERGYDISSIPATEDINTOHEATISPROPORTIONALTOTHESLIPPINGPHASETIMETHATRANGESWITHIN05STO20SMOREOVER，THEEFFECTOFREPEATEDAPPLIEDLOADGENERATESSURFACEWEAR,WHICHREDUCESTHELIFETIMEOFTHECLUTCHFRICTIONALPLATESMATERIA1FIG4ILLUSTRATESTHEVARIABLEPARAMETERSDURINGCLUTCHSLIPPINGPHASETHECLUTCHTORQUEINCREASETHATDEPENDSONTHERATEOFTHEAPPLIEDCLAMPINGFORCETILLITREACHESTHEIMUMVALUEATTHELOCKUPPOINT，WHERETHEENGINEANDTHECL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99206L23，MAVL9995OHTSUKAMSATOHYAUTOMATICTRANSMISSIONSYSTEMFORVEHICLESPJPPATENT4977992，DEC19906HYEOUND，SEUNGK，HANSADVANCEDGEARSHIFTINGANDCLUTCHINGSTRATEGYFORAPARALLELHYBRIDVEHICLEFEEEINDUSTRYAPPLICATIONSMAGAZINE，2002，1077261826327PETERD，BALAKRISHNANA，THOMAMLECTURENOTESINCONTROLANDINFORMATIONSCIENCESMVOL33BERLINSPRINGERVERLAG198LL44一L508TAKAHASHIHAUTOMATICSPEEDCONTROLDEVICEUSINGSELFTUNINGFUZZYLOGICJ，EWORKSHOP，1998，88006565719MATTIASAKRISTERRALITERATURESURVEYONJNTEGRATEDPOWERTRAINCONTROLJJOURNALOFCHALMERSUNIVERSTECHNOLOGYSWEDEN，L998，41296610L0ALEXANDERG，LOUKIANOVSAROBUSTAUTOMOTIVECONTROLLERDESIGNAININTERNATIONALCONFERENCEAPPLICATIONSEHARTFORD，USA，L99711LIUBAKKAM，WINKELMANJADAPTIVEAUTOMOTIVESPEEDCONTROLSJ1，TRANSACTIONSONAUTOMATICCONTROL，L993，387L0LLL020L2MARTINSSWITCHINGCONTROLOFAPNEUMATICTHROTTLEACTUATORJIEEECONTROLSYSTEMS，L997，L84L23L2913MAGUNSP，LARSNGEARSHIFTINGBYENGINECONTROLJIEEETRANSACTIONSONCONTROLSYSTEMSTECHNOLOGY,2002，8349550714MINOWARKURATAKSMOOTHTORQUECONTROLUSINGDIFFERENTTIALVALUEOFSHAFTSPEEDJSAE199796043131732115CENTEADRAHNEJATIITHEINFLUENCEOFTHEINTERFACECOEFFICIENTOFFRICTIONUPONTHEPROPENSITYTOIUDDERINAUTOMOTIVECLUTCHESJIME,L999，2L305597245258L6FRANCOG，LUIGIG，LUIGIISMOOTHENGAGEMENTFORAUTOMOTIVEDRYCLUTCHIA、THE40TH|EEECONFERENCEONDECISIONANDCONTROLE，ITALY，200L529534L7ERCOLEGMATTIAZZOGCOOPERATINGCLUTCHANDENGINECONTROLFORSERVOACTUATEDSHIFTINGTHROUGHFUZZYSUPERVISORJSEATECHNICALPAPERS，L999，0L0746L0LL0918KAZUMIHYASUNORINANEWAUTOMATICTRANSMISSIONSHIFTCONTROLMETHODREFLECTINGTHEROADCONDITIONSLEREVIEW，L9959533569307309L9KAWAIMARUGAH，1WATSUKIKDEVELOPMENTOFASHIFTCONTROLSYSTEMFORAUTOMATICTRANSMISSIONSUSINGINFORMATIONTIONFROMAVEHICLENAVIGATIONSYSTEMJJSE1999，0L109529930620INOWATKIRMURAHIMPROVEMENTOFFUELCONSUMPTIONFORAVECHILEWITHAUTOMATICTRANSMISSIONUSINGDRIVENPOWERCONTROLWITHAPOWERTRAINMODEJEREVIEW，L996，L7F96356743LL一3L6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DAIMLERBENZ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。1AMT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