双离合器变速器系统外文文献翻译

黑龙江工程学院本科生毕业设计1附录A外文文献原文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黑龙江工程学院本科生毕业设计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黑龙江工程学院本科生毕业设计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黑龙江工程学院本科生毕业设计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.黑龙江工程学院本科生毕业设计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黑龙江工程学院本科生毕业设计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.黑龙江工程学院本科生毕业设计system/vehiclefeedbackTypicallyat:Approx.80msec.Fig.8SimplifieddepictionofaccelerationprocedureswithTorqueincreasethruughuseofdynamicenginetorqueFig.9Measurementofsportsshift2-3inthe运动型7速双离合器变速器系统摘要：ZF公司的7速双离合器变速器是一款创新型的、适用于运动型车辆的变速器。精密的速比和自然拥有的极佳驾驶性能使得它成为运动型车辆理想的变速装本文介绍的用于标准型传动系统的7速双离合器变速器的最大转矩可达520Nm、油泵换档轴润滑发动机转矩经过扭转减振器(未在图1中表示)传递给双离合器。双离合器中的多高达9250rpm的高速耐久强度；可变性和模块化设计；齿轮机构的一个主要特征是两中间轴通过C/D同步器连接。在D位置可两次选轮上，因此当车辆起步时可利用更强有力的K1离合器。由于变速器1档和2档均使用利用K1离合器和1档起步不可避免的会导致直接档齿轮设定成奇数。这时，5档第一种结构的总速比是4.7,7档齿轮作为直接档(称为7D型)。图2给出了齿轮机图3是7D变速器的设计图。和现有标准的手动变速器的相似之处是显见的。由于齿轮机构设计紧凑，各轴具有足够的尺寸并且有利于在大速比处布置轴承，中央轴承罩无需顾及大的轴承间隙。由于前轴承座位于两常啮合齿轮后部，因此仅需两个轴承座即可。另外，非常紧凑和廉价的变速器设计也是基于对轴承的选择，特别在空心轴方面。该变速器的核心模块是湿式双离合器。该离合器具有一个宽型谱的技术特征，能实现变速器控制单元的功能和辨别该变速器的专有特征。离合器延迟时间短、惯量小、动作过程中具有良好和舒适的摩擦系数、极具运动性的高动态换档特性、行驶舒适以及高效率。双离合器直接安装在变速器的输入端，发动机转矩经扭转减振器后根据具体情况传递给两离合器中的任一个。出于安全考虑，离合器设计成“常开”状态。沿径向布置的多片离合器具有最佳的性能和安装空间，见图4。黑龙江工程学院本科生毕业设计(1)性能黑龙江工程学院本科生毕业设计直接控制预光控制(E压力调节*2hmm(850mA)如果采用直接控制，阀门采用压力控制即离合器直接与产生动力的比例电磁线圈连接并提供主压力至相应的离合器压力。预先控制采用的压力由压力控制器提供例如利用一个附加的阀门从主压力处提供离合器压力。为评价两概念的性能，用不同系统进行了大量的对比测试，以下内容是两系统必须被考虑到的：ZF标准的DCT液压控制单元采用预先控制与直接控制相比用一个参考离合器进行结合试验。性能评定标准是(见图6)离合器充满压力的瞬态响应时间，1-2;达到90%主压力的瞬态响应时间，1-3;压力下降时间(排空