吉林大学机械学院本科毕业设计外文翻译格式样本

本科生毕业设计（论文）翻译资料中文题目：配合新一代液力变矩器柴油动力线某些特性英文题目：somepropertiesofadieseldrivelinewithhydrodynamictorqueconvertersofthelastestgeneration学生姓名：学号：班级：专业：机械工程及自动化指引教师：Somepropertiesofadieseldrivelinewithhydrodynamictorqueconvertersofthelatestgeneration

AbstractDynamicpropertiesofadrivelinewithacontrolledDieselengine，hydrodynamictransmissionmechanism，additionalgearingandaloading-workingmachineproducingcommonmonoharmonicloadingareinvestigated.Solutionofthedynamicproblemisbasedonphenomenologicalexperimentaldata：drivingtorque-speedcharacteristicinthepartoftheprimemoverandso-calledexternalstaticcharacteristicinthehydrotransmissionpart.Thenon-lineartaskissolvedbyamodifiedharmonicbalancemethodthatwasdescribedinprecedingpublicationsbytheauthor.Keywords：Machinedriveline；ControlledDieseldrive；Hydrodynamictorqueconverter；Workingmachine；Periodicloading；StationarydynamicstateNomenclatureandabbreviationsa，b---------Coulombandviscousnon-dimensionalfrictionlossesAi，Bi-------coefficientsinmathematicalexpressionoftorque-speedcharacteristici，im----------kinematictransmission，supplementarygearingtransmissionratioI，Iz-------meanreducedmomentofinertiaindrivingandloadingpartkλ，kK---------tangentslopesofλ(i)andK(i)curvesrespectivelyK-------------momenttransmissionM------------Diesel-enginemomentMD(ω,

z)----controlledtorque-speeddrivingcharacteristicMDmax(ω)，MDmin(ω)---torque-speedcharacteristicformaximalandminimalfuelsupplyM1，()，M2，()---pumploadingmomentandturbinedrivingmomentMT1，MT2----frictionlossmomentindrivingandloadingpartMz，Mza----meanvalueandamplitudeofloadingmoment-------------hydrodynamicconvertercharacteristicradiust-------------timeT，TD------------WattregulatorandDiesel-enginetimeconstantu，z---------gasleverandregulatordisplacementw-----------commondynamicvariableε-----------regulatorstructuralparameterζ-----------regulatordampingratioλ-----------coefficientofrotationmomentν-----------loadingangularvelocity，π-------indexdenotingmeanvalueandperiodicalcomponent---------hydraulicmediumdensity----------rotationangleω1，()，ω2---pumpandturbineangularvelocityDM------Diesel-engineG，GD---additionalandWatt-regulatorgearingHdPT---hydrodynamicpowertransmissionIJ--------InjectorLM------loadingmechanism(workingmachine)P，R，T---pump，reactor，turbineArticleOutlineNomenclature1.Introduction2.Mathematicalmodelofthesystem3.Stationarydynamicsolutionatmonoharmonicloading4.Resultsevaluationandconcludingremarks1.IntroductionDynamicpropertiesofadriveline(actuatingunit)consistingofacontrolledDieselengine(DM)，hydrodynamicpowertransmissionsystem(HdPT)，additionalgearing(G)andaloadingmechanism(LM)orworkingmachineareinvestigated.Theworkingmachineloadstheprimemoverandthetransmissionswithaprescribedmoment.AsimpleidealisedschematiclayoutofthecompletesystemisgiveninFig.1.TheconsideredDieselengineisastandardproduction：ZETOR8002.1controlledbyamechanical(Watt’s)orelectronicregulatorRDgoverningfuelinjectorIJ.IntheplaceofthehydrodynamicpowertransmissiontherearegraduallyappliedhydrodynamictorqueconvertersofthelatestgenerationthathavebeenprojectedandtestedinWUSAM(ResearchandProjectingInstituteofMachinesandMechanisms)，j.s.c.Zvolen，Slovakia.Theseconvertersrepresentathreecomponentassemblycomposedofarotationalpump(P)，turbine(T)andareactor(R)thatmayrevolveinonedirectionasafreewheel.Advantageoftheseconvertersisthefactthattheirexternaldimensionsandthedimensionsoftheirindividualcomponentsareidenticalandtheymaybemutuallychangedandarbitrarilycombinedinordertoreachdemandedproperties.Theydifferonlybyinternalconfigurationandbladegeometry.Accordingto[1]uptonowmorethan70varioustypeshavebeenexperimentallytestedandfromthemtheoneshavebeenchosenthatoptimallyfulfilledrequiredproperties.Themechanicalsystemunderconsiderationrepresentsasophisticatedenergytransferchainfromasource––primemovertoworkingmechanism.Becauseeveryrealdriveisoffinitepower，anyperiodicloadingalwaysevokesvibrationsofallthedynamicvariableseventhoughwesupposealltheconnectingshaftsandgearingsrigidandbacklashfree.Theinfluenceofdynamicloadingontheprimemovermaybejustcontrolledbyasuitablechoiceofthetorqueconverter.

Fig.1.

SchematiclayoutoftheDieseldriveline.Inthepaperinfluenceofconstantandperiodicloadingontimecourseofallthedynamicvariablesofthesystem(andparticularlyonthevariablesoftheprimemover)isinvestigatedatapplicationofsomeselectedtypesofhydrodynamictorqueconvertersofthelatestgeneration.Forfulfillingthistaskitisnecessarytocreateasuitablemathematicalmodelofthewholecombinedsystemandthenfinditsstationarysolutioncorrespondingtoarequiredloading.2.MathematicalmodelofthesystemAtthebeginningitisnecessarytoemphasizethatmathematicalmodellingofthedrivelineinquestionisbased，inourapproach，onknowledgeofthepublishedphenomenologicaldata：stationarytorque-speedcharacteristicoftheprimemoverandso-calledexternalstaticcharacteristicoftheappliedhydrodynamictorqueconverter.ItisamuchsimplerprocessthanmodellingbasedonthermodynamicequationsofburningfuelmixtureintheDieselengineandonhydrodynamicequationsofrealstreamingworkingmediuminverycomplicatedcavitiesofthetorqueconverter.Thecharacteristicsareusuallygivenbymanufactureroftheindividualsystemcomponents.Thisisdifferentandsimplerapproachtosolutionoftheproblemthanonemayfinde.g.atIshihara[2]，HrovatandTobler[3]，KesyandKesy[4]，Laptev[5]andsomeothers.Thederiveddimensionalandnon-dimensionalmathematicalmodelsofthemechanicalsystemareintroducedin[6].Thenon-dimensional，reduced，so-calledsingle-shaftmodel(inthedrivingandloadingpart)，wasderivedintheformofcombinedsystemofthefollowingdifferentialandalgebraicequations:(1)(2)(3)(4)\o"ClicktoviewtheMathMLsource"M2=KM1,(5)\o"ClicktoviewtheMathMLsource"λ=λ(i),(6)\o"ClicktoviewtheMathMLsource"K=K(i),(7)(8)(9)wherethemeaningoftheindividualsymbolsisexplainedinnomenclature.Inthenon-dimensionalmodelallthedynamicvariablesandparametersareexpressedbymeansofproperlychosenrelativestandardquantitiessothatthemodelofthesystemmightbethemostsimple.Transformationoftheoriginalequationssystemtothenon-dimensionalformFigs.(1)，(2)，(3)，(4)，(5)，(6)，(7)，(8)and(9)isdescribedindetailin[6].Asforthiscitedpaper，itisnecessarytosaythattherelativestandardvalueofloadingangularfrequencyhasbeensettledaccordingtotherelation，whereindenominatorisrelativestandardvalueoftime.Forthisvalue，thetimeconstantoftheregulatorhasbeenjustchosen，i.e.，wheretherelateddimensionaldynamicvariablesaredistinguishedbyupperbars.Theintroducedmathematicalmodelhasninevariables：M，M1，ω1，z，λ，K，i，M2，ω2andtheirmeaningisexplainedinnomenclature.ThefirstthreeequationsrepresentmathematicmodeloftheprimemoverwhereininertiamomentIthereisincludedinertiamomentofthepumpandequivalentpartoftheworkingmediumbecausedrivingandpumpshaftsareconnectedbyarigidclutch.TherightsideofEq.(3)representsthecontrolledstationarytorque-speedcharacteristicforwhichitholds:\o"ClicktoviewtheMathMLsource"MD(ω1,z)=MDmax(ω1)-[MDmax(ω1)-MDmin(ω1)]z,(10)whereMDmax(ω1)，MDmin(ω1)representitsnon-dimensionalextremebranchesformaximalandminimalfuelsupplyandzisthenon-dimensionalregulatordeviation.IftheexperimentallymeasureddependencesMDmax(ω1)，MDmin(ω1)areexpressedbyseconddegreepolynomialsthenthecontrollednon-dimensionaltorque-speedcharacteristichastheform:(11)Fromtheintroducedmodelitisevidentthatatchosenparametervalueudrivingspeedgrowthcausesregulatordisplacementtoincreaseandfuelsupplytodecrease.Theidealisedcontrolledtorque-speedcharacteristicforachosenparametervalueu(gasleverdisplacement)isschematicallydepictedinFig.2.FromEq.(2)itisevidentthatthestructuralparameterεmustbechoseninsuchawaythatregulatorself-oscillationsshouldnotoccur.Eqs.Figs.(4)，(5)，(6)，(7)and(8)，inthesenseofconsiderationsin[6]，representthedynamicequationsofthetorqueconverter.Eq.(9)representssimplifiedmotionequationoftheloadingmechanismunderassumptionthatthereducedinertiamomentIzdoesnotdependonrotationangle.Inthisreducedinertiamomentthereisinvolvedinertiamomentoftheturbinewithequivalentpartoftheworkingmediumtoo.Itisobviousthatinthisinertiamomentandinallmomentsoftheloadingmechanismthereisconsideredgearratioimofthesupplementarygearingoftheoriginallynon-reducedsystem.Eqs.Figs.(6)and(7)representtheexternalstaticcharacteristicofthehydrodynamictransmission，i.e.formaldependencesofλandKonthekinematicratioiandthedependencesaregivenforeveryconvertertypeingraphicalform.ThedynamicvariablesλandKaredefinedinnon-dimensionalformverysimplybynon-linearrelationsFigs.(4)and(5).Inageneralwaythesenon-dimensionalvariablesaredefinedbymeansofdimensionalvalues(distinguishedbyupperbars)asfollows:(12)whereindividualsymbolmeaningmaybefoundinnomenclature.Aswehavechosen(accordingtoFig.2)fortherelativestandardvalueofangularvelocitytheidlemotionangularvelocityoftheDieselengineatmaximalfuelsupply，i.e.atz

=

0，thenfromFigs.(4)and(12)itisevidentthattherelativestandardmomentvalueis(13)Itmeansthatiffortheapplieddrives−1andalltheappliedconvertertypeshaveequalcharacteristicradiusmandifweconsidermeanvaluekg

m−3atstationarythermicregimethentherelativestandardvalueofthemomentisN

mforalltheconsideredconvertertypes.Theexternalstaticcharacteristicsoftheappliedconverterswithinternallabelling：M350.222，M350.623M，M350.675，M350.72M3M，are(accordingtothemeasuringrecords[7])successivelyintroducedinFig.3(a)–(d).Whenthetorque-speedcharacteristicisknownandthemeasureddependencesFigs.(6)and(7)areatdisposal，itispossibletosolvethecombinedsystemofdifferentialandalgebraicequationsFigs.(1)，(2)，(3)，(4)，(5)，(6)，(7)，(8)and(9).Thisisalittlecomplicatedtaskbecausethedifferentialandalgebraicequationsintheacceptedmathematicalmodelarenon-linear.Stationarydynamicstateofthesystemwascalculatedbyamodifiedharmonicbalancemethodthatisfullydescribedin[8].

Fig.2.

Idealiseddiagramofthedrivingtorque-speedcharacteristic.

Fig.3.

Externalstaticcharacteristicsofthehydrodynamicpowertransmissions：M350.222，M350.623M，M350.675，M350.72M33.StationarydynamicsolutionatmonoharmonicloadingInthissectionstationarysolutionofthesystemFigs.(1)，(2)，(3)，(4)，(5)，(6)，(7)，(8)and(9)willbelookedforalwayswiththesameprimemoverandsuccessivelyconsideringalltheconverterstypeswhoseexternalstaticcharacteristicsareintroducedinFig.3(a)–(d).Ifeachoftheninedynamicvariablesisdenotedbyacommonsymbolw

≡

M，M1，ω1，z，λ，K，i，M2，ω2then，inaccordancewithappliedmethod，everydynamicvariablemaybeformallyexpressedasasumofitsmeananditscentredperiodiccomponent，i.e.:\o"ClicktoviewtheMathMLsource"w=w+wπ.(14)Followingthementionedmethod，onrestrictivepresumptionthatitholds:\o"ClicktoviewtheMathMLsource"MzaMz→wπw,(15)thesystemFigs.(1)，(2)，(3)，(4)，(5)，(6)，(7)，(8)and(9)splitsintotwoindependentsystemsofequations：asystemofnon-linearalgebraicequationsforcalculationwandacombinedsystemoflineariseddifferentialandalgebraicequationsforcalculationwπ.Ifoneconsidersthatfrictionlossesinthedrivingpartareimplicitlyexpressedalreadyinthetorque-speedcharacteristicofthedriveandintheexternalstaticcharacteristicoftheappliedhydrodynamictorqueconverterandfrictionlossesintheloadingpartaresupposedasacombinationofCoulombandviscousfriction，i.e.:\o"ClicktoviewtheMathMLsource"MT2=a+bω2,(16)thenthenon-linearalgebraicsystemhastheform:(17)Thecombinedsystemofthelineariseddifferentialandalgebraicequationsis(18)whereforwritingabbreviationitisdenoted:(19)ThesolutionprocessofbothequationsystemsFigs.(17)and(18)isintroducedin[8].Thesystemofnon-linearequations(17)wascalculatedforthreeparameterlevelsu(u

=

0.3,

0.4,

0.6)thatrespondto30%，40%，and60%ofthemaximalgasleverdisplacement.Toeachchosenparametervalueu，acertaindrivingangularvelocityintervalresponds.FromFig.2andfromEq.(2)itisevidentthatforachosenvalueuthecorrespondingmeandrivingangularvelocityvaluemustlieininterval:\o"ClicktoviewtheMathMLsource"ω1aω1ω1b,(20)whereforbordervaluesoftheintervalitholds:(21)Forthechosenparametervalueu

=

0.3andfordifferentmeanvaluesMz，thecalculatedmeanvaluesw(forthedrivelinewithgivendriveandalltheconsideredconvertertypes)areintroducedindiagramsinFig.4(a)–(d).Analogicalmeanvalueswofthesamevariablescorrespondingwiththeparameteru

=

0.4areinFig.5(a)–(d).Finally，thecalculatedmeanvalueswcorrespondingwithparameteru

=

0.6andidenticaltorqueconvertertypesaredepictedinFig.6(a)–(d).Hereitisimportanttoremindthatx-coordinatesinFig.4，Fig.5andFig.6representthemeanangularvelocityinterval(20)graduallyforparametersu

=

0.3,

0.4,

0.6andthedecimalfractionsonthissectiondenoteonlyitsdecimaldivision.FromthecalculatedmeanvalueswinFig.4，Fig.5andFig.6andfromtheintroducedexternalstaticcharacteristicsinFig.3acompletenineofthemeanvalueswcanbedeterminedforanymeanloadingvalueMzandestimatedlossmomentvalueMT2intheloadingpart.Whenthiscompleteninewisknownthenitispossible，inthesenseoftheappliedmethod，toconstructalltheconstantcoefficientsofthecombineddifferentialandalgebraicsystem(18)forcalculationwπ.Thissystemisalreadylinearandmaybesolvedbyknownclassicalmethods.Firstofall，wetakeinterestinstationarydynamicsolution.Insenseoftheprocedureonemayexpressthecentredperiodiccomponentofeverydynamicvariableintheform:\o"ClicktoviewtheMathMLsource"wπ=Mza(Wccosνt+Wssinνt),(22)wherenotationsWc，Wsrepresentcosineandsinecomponentsofthedynamicfactor(transmissibility)ofcorrespondingdynamicvariable.Detailedcomputingprocedureisintroducedin[8].Fortransmissibilityofthecentredperiodiccomponentofeverydynamicvariableitholds:(23)AsanexampleinFig.7，Fig.8，Fig.9，Fig.10andFig.11therearesuccessivelyintroduceddynamiccharacteristicsofthecentredperiodiccomponentsofdynamicvariables：moment(M)andangularvelocityofthedrive(ω1)，loadingmomentofthepump(M1)，moment(M2)andangularvelocityoftheturbine(ω2)forthesystemwithhydrodynamicconverterM350.222andforchosenparametervalueu

=

0.4.Resultsaregivenintwoformsofdynamiccharacteristics，namelyasclassicfrequencyresponsefunctions(upperparts)andasNyquistdiagrams(lowerparts).Bothtypesofdynamiccharacteristicsarecalculatedforfourvaluesoftheloadingmechanisminertiamoment：kg

m2andforsupplementarygearratioim

=

1.EqualsectionsofloadingangularvelocityΔνwithvalueπcorrespondingtoequalsectionsonfrequencyresponsefunctionx-coordinatesareintheNyquistdiagramsseparatedbyboldpointsaswell.Indynamiccalculations，theDiesel-enginetimeconstants，regulatortimeconstantsandtheregulatordampingratioζ

=

0.55wereconsidered.TheleftpartsofthedynamiccharacteristicsinFig.7，Fig.8，Fig.9，Fig.10andFig.11correspondtothedynamicregimewithmeanvalues：λ

=

0.111，K

=

3.12,

i

=

0.127，whicharequantifiedbyboldpointsontheleftthinverticalintheexternalstaticcharacteristicinFig.3(a)，whentheconverterworksinso-calledfrictionclutchregime.Meanvaluesofdynamicvariables，correspondingtothisdynamicregime，are：M

=

0.0506，M2

=

0.158，ω1

=

0.673，ω2

=

0.0855，Mz

=

0.152，z

=

0.0849.ThesevaluesarealsoaccentuatedinFig.5(a)byboldpointsonthinverticalline.Inthisdynamicregimetheconverterworkswithmeantransferenergyefficiencyη

≈

0.405.TherightpartsofthedynamiccharacteristicsintroducedinFig.7，Fig.8，Fig.9，Fig.10andFig.11correspondtodynamicregimewithmeanvalues：λ

=

0.111,

K

=

1.1，i

=

0.74，representedbyboldpointsontherightthinverticalontheexternalstaticcharacteristicinFig.3(a)whentheconverterworksinso-calledmomentconverterregimewithmeanenergytransferefficiencyhigherthan0.8.Themeanvaluesofdynamicvariablescorrespondingtothisdynamicstateare：M

=

0.0506，M2

=

0.0557，ω1

=

0.673，ω2

=

0.4986，Mz

=

0.0466，z

=

0.0849andaremarkedoutinFig.5(a)aswellonthinverticallinebyboldpoints.Non-dimensionalfrictionlossesatdynamiccalculationwereconsideredaccordingto(16)asfollows：，，whereisdimensionalrelativemomentstandardvalue(13).

Fig.4.

Meanvaluesofthechosendynamicvariableswofthesystemwithconverters：M350.222，M350.623M，M350.675，M350.72M3Mforoptionalparameteru

=

0.3.

Fig.5.

Meanvaluesofthechosendynamicvariableswofthesystemwithconverters：M350.222，M350.623M，M350.675，M350.72M3Mforoptionalparameteru

=

0.4.

Fig.6.

Meanvaluesofthechosendynamicvariableswofthesystemwithconverters：M350.222，M350.623M，M350.675，M350.72M3Mforoptionalparameteru

=

0.6.Fig.7.

Dynamicfactor(transmissibility)ofthecentredperiodiccomponentofthesystemdrivingmomentwiththeconverterM350.222infrettingclutchandmomentconverterregimeforoptionalparameteru

=

0.4

Fig.8.

Dynamicfactor(transmissibility)ofcentredperiodiccomponentofthedrivingangularvelocityofthesystemwiththeconverterM350.222infrettingclutchandmomentconverterregimeforoptionalparameteru

=

0.4

Fig.9.

Dynamicfactor(transmissibility)ofcentredperiodiccomponentofthepumpmomentoftheconverterM350.222infrettingclutchandmomentconverterregimeforparameteru

=

0.4.

Fig.10.

Dynamicfactor(transmissibility)ofcentredperiodiccomponentoftheturbinemomentoftheconverterM350.222infrettingclutchandmomentconverterregimeforparameteru

=

0.4.

Fig.11.

Dynamicfactor(transmissibility)ofcentredperiodiccomponentoftheturbineangularvelocityofthesystemconverterM350.222atfrettingclutchandmomentconverterregimeforparameteru

=

0.4.4.ResultsevaluationandconcludingremarksInthepapersomedynamicpropertiesofaDieseldrivelinewithsomethelatestgenerationtorqueconvertertypeswereinquiredandstationaryresponsetocommonmonoharmonicloadingwascalculated.Meanvaluesofalldynamicvariableswerecalculatedforthesystemwiththesamecontrolleddriveandsuccessivelyfourchosentorqueconvertertypes.Inordertosavespace，completedynamiccalculationsareperformedonlyforthesystemwithconverterM350.222andresultsareintroducedinformoffrequencyresponsefunctionsandNyquistdiagrams.AlreadyfromthecalculatedmeanvaluesinFig.4，Fig.5andFig.6onemayjudgetechnicalpossibilitiesandcollaborationaptnessoftheapplieddrivewiththeconsideredconvertertype.EvenfromthesediagramsitisevidentthatatapplicationM350.222thisconvertercanworkinarbitraryhydrodynamicregimewhenoptionalparametervalueu

0.6.Workingregimeofthesystemadjustsautomaticallyanddependsonlyonexternalloadingandparametervaluesu.Atmaximalloadingandlowervaluesualltheconsideredhydrodynamicconverterworkinhydrodynamicfrictionclutchregimewhenturbinerotationmayevenextremelydecreasetozerovalue.Atmeanloadingtheconverterworksinthesystemashydrodynamicmomentconverterwithaverageenergytransferefficiencyabove0.8.Atlowsystemloadingandhighervaluesu，theconverterbehavesasquasi-hydrodynamicfixclutchwhenrelativeworkingmediumvelocityislowandcreatesimpressionofstiffenedsubstance.Inthisworkingregimeangularvelocitiesofalltheconverterrotatingcomponentsareclosetoeachotherandmeanenergytransferefficiencyapproachestheoreticallyto1.FromcalculatedmeanvaluesinFig.5andFig.6itisevidentthatthetorqueconverters：M350.623M，M350.675，M350.72M3Mcanatoptionalparameteru

0.4cooperatewithgivendriveonlyinmomentconverterandhydrodynamicfixclutchregimerespectively.ThedynamicalresponsesofthedrivelinewiththetorqueconverterM350.222aredepictedinFig.7，Fig.8，Fig.9，Fig.10andFig.11.InFig.7andFig.8dynamicfactors(transmissibility)ofmomentandangularvelocityofthedriveareintroduced.Itisevidentthatatchosenvalueofdampingratioζ

=

0.55onlyonesignificantresonanceofthesevariablesoccurswhichliesalwaysinloadingfrequencyinterval()，regardlessofthefactinwhatregimetheappliedconverterworks.Resonancevaluesofmomentandangularvelocityofthedrivearesignificantlyinfluencedbytotalinertiamomentoftheloadingmechanism.ThehigherIzvalueis，thelowerresonantvaluesare.VerysimplyonecaninquireinfluenceofthesupplementarygearingratioimbecausereducedinertiamomentIzchangeswithitssecondpower.Itisinterestingthatchangeoftheloadingmechanisminertiamomentdoesnotshiftresonantpeakofdynamiccharacteristicsthatremainpracticallyatthesameloadingangularfrequencyν.RemarkableresultsmaybeobservedinFig.9(a)and(b)wherethedynamicfactorsofthepumploadingmomentcorrespondingtoresonantvaluesofmomentandangularvelocityofthedriveareminimalandexpresssmallsensibilitytoIzmagnitudeinbothinquiredconverterregimes.InFig.10andFig.11，thedynamicfactorsofdrivingmomentandangularvelocityoftheturbinearedrawnforthecasewhentheappliedconverterworksinfrictionclutchandmomentconverterregime.Wholerangeofdynamiccalculationshasbeenmadefordifferentvaluesofthetimeconstantandregulatordampingratioζ.ItturnedoutthatthedrivelinewithalltheappliedconvertertypeshassmallsensibilitytotimeconstantmagnitudeoftheWattregulator.Timeconstantchangesinrange(0.01–0.1s)didnotvisiblyrevealincalculateddynamicfactorswhatiscertaindifferenceincomparisonwithhydrostatictransmissionmechanisms(seee.g.[9]).Ontheotherpart，dynamiccalculationsprovethatdampingratioζinfluencesnoticeablyresonantvaluesofalldynamicvariables.TheresonanttransmissibilitypeaksofthedrivingmomentMrandangularvelocityωrindependenceondampingratioζ，forthesystemwithconverterM350.222andforfourdifferentloadinginertiamomentvaluesareintroducedinFig.12(a)and(b).Thethindashlinesalwaysdenotestationaryresonantdynamicfactorvaluesofappertainingvariablecorrespondingtozero-valueloadingfrequency.Equally，asinpreviouscases，leftpartsoftheFig.12(a)representresonantvaluesofmomentandangulardrivingvelocitywhentheappliedconverterworksinhydrodynamicfrictionclutchregime.AnalogicallytherightpartsoftheFig.12(b)representresonantvaluesofthesamevariablewhentheconverterworksinhydrodynamicmomentconverterregime.Fromtheintroduceddiagramsitisevidentthatdisturbancetransmissibilityfromtheloadingmechanismtothedrivegrowswithincreasingdampingratioζ.Ontheotherpart，dynamiccalculationsshowedthatforlowdampingratiovalues(ζ

0.1)indicationofasecondaryresonanceofchosenvariablesappearsinloadingfrequencybandbutthevaluesofthissecondaryresonanceareessentiallylowerthancorrespondingstationaryvalues.

Fig.12.

Transmissibilityresonantvaluesdependencesofmomentanddrivingangularvelocityondampingratioandonreducedinertiamomentoftheloadingforthesystemwiththeathydrodynamicclutchandmomentconverterregimeatu

=

0.4.配合新一代液力变矩器柴油动力线某些特性摘要：带有控制柴油机车动态特性，液力传导机制，尚有传动装置和进行普通装卸工作装载机调查。动态问题解决办法是建立在现实实验数据基本上：重要动力某些驱动扭矩速度特性和外部静态特性。非线性任务由一种在作者此前出版书籍中简介修整平衡办法解决核心字：机动力线；柴油动力控制；液力变矩器；工作机；负载周期；动静特性名称和缩写a，b-----库仑粘度和非亏损面摩擦Ai，Bi----扭矩速度特性数学表达系数i，im----动态传播，补充连接传播比例I，Iz---减少装卸及驾驶时刻惯性某些kλ，kK----λ(i)和K(i)曲线分别正切斜坡K---------力矩传送M---------柴油机力矩MD(ω,

z)-可控扭矩-速度驱动特性MDmax(ω)，MDmin(ω)----最大最小扭矩速度特性燃料供应M1，()，M2，()---泵轮负载力矩和涡轮驱动力矩MT1，MT2----在驱动和传导过程中摩擦损失力矩Mz，Mza---传导扭矩平均值和射程---------液力转换特性半径t---------时间T，TD-----瓦特调节器和柴油动力机时间u，z------油号和调节位移w---------共同力学变量ε--------构造参数调节ζ--------阻尼调节比例λ--------旋转扭矩系数ν--------传播角速度，π-----指数平均值和定期组分----------液体媒介物密度----------旋转角度ω1，()，ω2---泵轮和涡轮角速度DM--------柴油动力机G，GD-------------补充和瓦特调节传动HdPT------液力传播IJ--------喷油器LM------执行机构P，R，T-泵轮导轮涡轮名称1.简介2.系统数学模型3.在传动中固有动态解决办法4.成果评价和结论评价1.简介由控制柴油机(DM)、液力输送系统(HDPT)，补充传动(1)、执行系统或工作机构成活跃动力特性线(启动器)调节.工作机引导积极力和带有限定扭矩传动。简朴抱负状态下完整体系布局如图.1.，一种抱负柴油发动机是原则产品:Zetor8002.1由机械控制或电子喷射燃油管调节.在液力传播某些有由WUSAM创造和测试液力变矩系统。这种转换是由三某些构成：泵轮，涡轮和导轮。这种转换器长处是它们外部构成和它们自身构成是完全相似，并且它们也许被互相变化和任意混合，以达到所要目。它们不同仅仅是内部构造和叶片几何形状。依照图一，到当前为止，超过七十种样式在被测试，并且在它们当中有些种可以完毕目的样式已经被选出。机械系统将能量从源积极力传给工作机械。由于每天一种真正驱动带有限能量，任何定期装载总是带有一定震动虽然是咱们支持所有连接槽，紧密传动装置和补偿装置。夜里传动在重要动力上影响也许仅仅被一种适当扭矩转换操控。

图1柴油动力线布局图2系统数学模型一方面，必要要注重有疑问驱动线模型是基本，用咱们办法，运用已经出版现象数据材料，积极力固有扭矩-速度特性及外部合用液力变矩器稳定特性就可以得到，相比于建立在柴油机混合燃料理论等式基本上模型和建立在变矩器复杂内腔实际工作介质互相作用液力等式基本上模型，这是一种更加简朴过程。这些特性普通由单独系统制造厂家提供，由此可知，这是一种不同于以往并且更加简朴问题解决办法相比于可以找到，例如：等式[2]、[3]、[4]、[5]以及某些其她。那些有尺寸和无尺寸机械系统数学模型由图[6]表达。那些无尺寸缺省被称作单独传动模型（在积极力某些和传动某些），被提成了如下微分和积分等式联合系统形式：(1)(2)(3)(4)\o"ClicktoviewtheMathMLsource"M2=KM1,(5)\o"ClicktoviewtheMathMLsource"λ=λ(i),(6)\o"ClicktoviewtheMathMLsource"K=K(i),(7)(8)(9)这里单独符号意思是用术语解释，在无尺寸模型中，所有动态变量和参数是用对的原则量来表达。，这样可以使整个系统模型变得更加简朴。从原始等系统向无尺寸形式转化如图（1）、（2）、（3）、（4）、（5）、（6）、（7）、（8）、（9）被详细表达在[6]中.由于引用了论文缘故，因此有必要去表达出驱动角频率相相应原则值，这是依照公式拟定，在这里，分母是时间相相应原则，由于这个原则值缘故，调节器时间常数也就被选