530 履帶牽引車輛變速器改進設計（有cad圖+中英文翻譯）

530 履帶牽引車輛變速器改進設計（有cad圖+中英文翻譯）,530,履帶牽引車輛變速器改進設計（有cad圖+中英文翻譯）,履帶,牽引,車輛,變速器,改進,改良,設計,cad,中英文,翻譯 英文原文： Transmission/driveline systems update Torque converter with lock-up clutch Borg-Warner Automotive has developed a new torque converter, the Power Flow 250 mm. It is built to accommodate new-generation high speed automotive engines. Powertrain efficiency is enhanced by a locking clutch feature; this maximizes durability while reducing axle length. Maximum input torques of 110-340 Nm are catered for, with torque ratios of 1.6-2.7 and operating speeds up to 7500 rev/min. Operating input oil temperature of 120oC applies, at pressures of 3.9-9.5 bar, while lock-up clutch pressures are 5.6 bar(min) and 8.4 bar(max) at WOT. Circle 192 Electric drive system Steyr-Daimler-Puch are working on the development of an electric drive for passenger cars and LCVs. The complete electric drive unit consists of an electric motor, transmission and electric control including battery charging circuitry. The cost of this complete package will be about the same as the cost of the drive unit with a combustion engine which is to be replaced. Objectives for further optimization of the system, developed for the Fiat Panda Elettra, are: cost reduction through integration of motor, electronic charger, DC-DC converter/readout—with associated weight reduction; adapation of the vehicle to enable problem-free installation of the electric unit directly on the assembly lines as a replacement for the standard series combustion engine. A separate charging function. The system comprises DC motor(three-phase AC motor planned in future) of nomina, voltage 100V, 25 KW(80Nm torque) with a speed range: 0-8000 rev/min(limited to 7200 electronically). Advances in truck gearshifting Gearchanging in a heavy truck can be physically demanding on the driver. Change lever effort, at least in a synchromesh gearbox, is directly related to is torque capacity, though it must be said that the rise and rise of truck diesel outputs in the last year or two, bringing torque levels up to 2100 Nm or more, has been countered by design refinements aimed at reducing shift lever effort and/or movement, reports Asian Bunting in this review of automated-shift gearboxes. Torque-converter based fully- or semi-automatic boxes were and are widely available for the heaviest trucks from ZF and Allison. But they are unacceptably heavy, costly and fuel demanding for run-of-the-mill goods vehicle peration. Development therefore tumed in new direction in the 1980s. Frequency of shifting, as a measure of expended driver effort, is of course far greater on lighter commercial vehicles, those usually engaged on stop-start urban delivery work, than on heavies. But simple cost constraints have directed easier shifting developments ironically towards the heavy sector, where most trucks spend a high proportion of their working mileage on motorways, and gearchanges are few and far between. Heavy-duty gearbox makers, both vertically integrated truck producers like Scania, Mercedes-Benz and Volvo, and the rival proprietary transmission suppliers, Eaton and ZF, have nevertheless assigned substantial R&D resources to making gearchanges easier and simpler for drivers of long-haul trucks grossing 88 or 40 tonnes. Those same manufactures have been able to defray the cost somewhat by applying the same shift by the systems to rear and mid-engined coaches, where the technical motivation reinforced by the ability also to eliminate ？ and complex mechanical shift linkages Mercedes, Scania, Volvo, MAN, Kassbohrer and Auwarter coaches are now commercially available with remote, electronically-controlled, air pressure assisted gearchange systems fitted. Mercedes, in a bold, even controversial, marketing move, back in 1988, made its EPS finger-tip gearshift system standard on all its roadgoing trucks with engines above 195kW. Scania, which pioneered the assisted gearshift pinciple, continues to list its CAG system as an extra-cost option, on which the truck customer take-up has been minimal. Meanwhile Eaton’s SAMT system (already in production in small numbers as optional equipment on German MAN, Italian Iveco and British ERF chasis) is technically proven and established. But Scannia and Eaton are both denied the opportunity of rducing unit-cost by high volumes. Europe’s largest commercial vehicle transmission producer, the German ZF company, has been equally active in developing assisted shifting systems from mechanical gearboxes for trucks, but has yet to make a ‘production’ break-through. MAN and Iveco (levco) have ZF systems—all of which are applied, for truck application, to the German gearboxe-under active evaluation. Despite the apparent reluctance on the part of truck OEMs, primarily for cost reasons to announce availability of its assisted-shift systems, ZF has gone ahead with its R&D programme, developing versions progressively more sophisticated than the original Easl-shift equipment first shown in the mid-80s. ACS, like the functionally similar CAG system from Scania tetains full driver control over the timing of gearchanges, all shifts both up and down, being triggered by the clutch pedal. A microprocessor, fed with engine and road speed, and accelerator pedal position data, continuously calculates the best ratio for the conditions. A small liquid crystal display panel shows the driver that information, in the form of a recommendation, to change up or down by one, two or more ratio steps. With which to ‘a(chǎn)diust’ The number of steps to less or more than the computer-determined between CAG and ZF’s more recently-developed AVS system, is that the AVS driver is made aware, after he has pressed the clutch pedal, when the shift has been completed, by a pressure pulse felt through the pedal. Scania employs an audible signal which ZF engineers feel is a less positive means of preventing drivers being ‘stranded’ between the two gears—thus losing drive. Another refinement with AVS is that use of the engine exhaust brake is sensed by the system, automatically triggering a downshift to raise engine speed and hence the retardation effect. On mote flexible high-torque engines, where it is agreed with the OEM that the Ecosplit box can function for most of the time as an eight-speed unit, AVS implements full (two ratio) changes only. On such an installation the driver can, however, make split (one ratio) changes, effectively overriding the black box by briefly flooring the accelerator peda. The kick-down preselects a one-step change in the direction (up or down) of the LCD display recommendation Clutch pedal application then completes the change. Automated gearshifting and electronic clutch systems Further technical sophistication, making the driver’s job even less onerous, is embodied by ZF in its new clutch pedal-less driveline which introduces competion of sorts for Fichtel & Sachs ECS system (AE, April/May 1991) and for Eaton’s AMT. Interestingly, electronic clutch controls are being builder level, by Mercedes; by the clutch maker F&S; and now by an intermediate transmission system supplier, namely ZF. In all cases the controls are applied to standard F&S dry-plate clutches. Not surprisingly, ZF argues that an automated pedal-less clutch can show its full potential only in conjunction with an electronically-interfaced gearchange system. Accordingly, the semi-automatic SES and fully-automatic AS systems each use a single control box, achieving optimum interaction of the clutch release/re-engagement functions and gearchange implementation. While F&S uses an electric motor driven screwjack to achieve the extreme precision in clutch release travel necessary to ensure smooth getaways, especially on varying gradients at widely differing vehicle weights, ZF has opted for wholly pneumatic actuation. Clutch withdrawal movement in the SES and AS systems is sensed by ZF using comprised air control technology borrowed from the latest ABS antiskid brake systems. SES retains gear ratio selection by the driver. A number of alternative selector configurations are being offered to OEMs. In what is likely to be the most popular version, the driver is confronted with the same type of LCD display recommendation, which he implements when he is ready to change by simply pushing the lever-switch to one side. Fore and aft movement of the lever overrides the system allowing the driver to skip-shift (missing out ratios) where road/traffic conditions permit. ZF’s most fully-automated mechanical truck transmission is dubbed AS and is still under development, though prototype vehicles are running at Fried-richshafen and the author had the opportunity to drive an AS-equipped MAN 4*2 rigid truck with a 483 kW engine—intended for drawbar trailer working—laden to 17 tonnes gvw. Shifts are programmed to occur at engine loads and speeds which optimize engine characteristics. Fuel economy considerations are predominant, though ZF concedes that in the future, performance-oriented programmes could apply. A simple switch in the cab, of the kind now widely fitted in automatic passenger cars, allowing the driver to select ‘performance’ or ‘economy’, is not seen as practical in a fleet, where salaried drivers would stay permanently in ‘performance’. Rather a ‘smart card’ programme switching arrangement is envisaged, typically under the control of the transport manager. The appropriate programme for a day’s operations could be selected each morning, taking into account vehicle weight (with or without trailer), terrain (hilly or flat) and the time factor (urgency of deliveries or legal driving hours compliance) all against fuel cost. System performances compared As will be a direct competitor to Eaton’s AMT, offering all the ease-of-driving attractions of a torque converter automatic, while lacking the smoothness of shifting demanded in city bus applications (for passenger comfort reason). Cab controls are the same as for SES, although AS’s LCD display simply shows the gear engaged at the time—‘5H’ or ‘6L’. No display at all would be necessary, but for the need to confirm for the driver that he is starting away in the right gear for the conditions (gradient and GVW). The system automatically selects 2L (that is 3rd if the Ecosplit box is taken as a 16-speed unit) for starting. But on an upgrade and/or where the truck is heavily laden, the driver can manually select 1L or 1 H by pulling back the lever. Once the start-away gear is engaged, depression of the accelerator pedal (as with SES, F&S’s pedal-less clutch and indeed AMT) signals the clutch to start biting. On the 17 tonne test vehicle, even was taken up as smoothly as, and with no more fuss than; a torque converter automatic. ZF has devised a hill-hold facility for its clutch pedal-less heavy truck transmission systems. It was installed on the AS-equipped MAN; it eliminates the driver skill factor normally needed to ensure clean hill starts with no rolling back. Whenever the service brake pedal is pressed with the vehicle stationary, whether on a gradient or not, and a gear is engaged, the parking brake (via orthodox spring actuators) is automatically applied as well. The same microprocessor signal which, during a restart, triggers clutch engagement to begin, simultaneously admits air to the spring chambers to release the parking brake. As with SES, exhaust brake efficiency on AS-equipped chassis is automatically boosted by raising engine speed through a transmission downshift. But because the sensitivity of AS is greater, downshifts are only triggered if the footbrake and exhaust brake are applied together. Although ZF’s Ecosplit transmission is fully synchronized, the company, in developing its automated shift systems, did not want rapid shifting to be achieved at the expense of synchronizer wear. Accordingly, engine speed is raised during downshifts to achieve near speed synchronization of the gears coming into mesh-as a good driver would do by blipping the accelerator. On most of today’s engines, for the system to increase engine revs, fuel pump rack intervention is implied. ZF replaces the existing mechanical pedal-to-rack connection with the electric motor and potentiometer set-up new familiarly known as E-gas. Future engines with electronically-controlled injection systems will make engine speed control for downshifts in systems like AS much simpler. Circle 217 中文翻譯： 變速器/電力轉動系統(tǒng)的更新 以Borg-Warner汽車為標志的閉鎖扭矩轉換器已經(jīng)發(fā)展成為了一種電力流量為250毫米的新扭矩轉換器。它的出現(xiàn)適應了新一代高速機車發(fā)動機。電力火車的效率提高了閉鎖離合器特色; 降低了軸長也增加了持久性。 扭矩投入最多的時候達到110-340 Nm，扭矩比例1.6－2.7，運行速度達每分鐘7500 轉。在3.9－9.5 bar壓力下，操作使用油溫度120度，而閉鎖壓力最小為5.6 bar，最大為8.4 bar。 電力操作系統(tǒng) Steyr-Daimler-Puch正在發(fā)展動力電動轎車和輕型戰(zhàn)車。 完全由電子股帶動了電機、電力傳輸、控制電路包括電池充電.。這一攬子費用大約和要替換的燃燒發(fā)動機一樣 。 為進一步優(yōu)化目標體系，制定了菲亞特熊貓Elettra，它是：通過降低成本結合汽車、電子監(jiān)控，DC-DC扭矩/顯示器(用于減肥的)；作為燃燒發(fā)動機系列的直接替代品，為汽車解決了安裝電力線問題。 單獨收費功能. 該系統(tǒng)由汽車區(qū)(今后的三相空調車)刊登，電壓100伏特，功率25千瓦（80Nm扭矩）,速度范圍：0-8000轉/分鐘(限于電子7200)。 卡車離合器的進步 重型卡車司機確實需要離合器。 至少在同步合變速器方面，改變杠桿的動力，直接關系到扭矩的能力，但必須指出的是，在過去一兩年內，柴油機和卡車柴油機的產(chǎn)出，將扭矩水平提到2100Nm甚至更高的問題，已經(jīng)通過減少杠桿動力的精美設計給解決了，也說明了在變速器自動化方面亞洲旗幟性。 在扭矩上安裝全面自動或半自動箱,已被廣泛用于重卡車及ZFAllison。但是不能接受，因為重量大，成本高，需要不是一般貨車的燃料。 因此，在80年代，新的發(fā)展方向就停止了。 重型卡車的頻繁轉移費用當然遠遠超過哪些只是“出發(fā)和停止”的城市商用車輛。 但單純從成本考慮，更具有發(fā)展指導意義的是重型卡車部分，它們的大部分行程主要靠發(fā)動機，離合器并不多見。 重型變速器的制造，縱向一體化的卡車生產(chǎn)像Scania、奔馳、沃爾沃以及其競爭對手運輸供應商，Eaton和ZF，為了讓重量88或40噸的長途卡車轉換齒輪更容易和簡單，他們指派了大量的研發(fā)資源。通過使用中、后方引擎系統(tǒng)的轉換方法，這些制品的成本已經(jīng)得到了降低，動力增強的同時，能力也減弱了。復雜的機械轉動連接像奔馳、Scania、沃爾沃、MAN、Auwarter、Kassbohrer ，現(xiàn)在已經(jīng)可以同遠程電子控制、系統(tǒng)安裝氣壓和齒輪轉換一起供商業(yè)使用了。 奔馳大膽甚至有爭議銷售舉動，早在1988年，就制定了發(fā)動機功率在195千瓦以上卡車的EPS手動離合器系統(tǒng)標準。Scania率先協(xié)助離合器原理，作為額外費用選擇，繼續(xù)提供CAG系統(tǒng)，而客貨車銷售量一直很小。同時Eaton的SAMT系統(tǒng)(德國MAN，意大利Iveco，和英國ERF已經(jīng)生產(chǎn)了少量這樣的設備)建立了行之有效的技術。但是Scannia和Eaton都沒有選擇高容量，低成本。 歐洲最大的運輸車輛生產(chǎn)商德國ZF公司也同樣積極為卡車發(fā)展醫(yī)療機械變速器系統(tǒng)卡車，但尚未得到生產(chǎn)許可認證。積極來說，德國變速器已經(jīng)使用了MAN和 Iveco (levco)的ZF系統(tǒng)。 雖然卡車的OEM生產(chǎn)有了明顯的減少，從成本到輔助轉換系統(tǒng)的供應，ZF已經(jīng)使它的研發(fā)流程走在了前沿，并且比最早出現(xiàn)在80年代中期的Easl轉換設備更復雜。 加勒比國家聯(lián)盟，如Scania的類似CAG系統(tǒng)，限制所有駕駛員的操控時間超過了離合器，所有的起伏變化都被踩腳引起的. 一個有發(fā)動機、最高車速、油門踏板位置數(shù)據(jù)的微處理器，不斷的計算出最佳比例。 小型液晶平板顯示器向司機顯示信息：提出建議，上下波動的比例范圍。司機可以參考它進行調整。 步驟的數(shù)量和在CAG和ZF間最近開發(fā)的AVS系統(tǒng)差不多，在AVS司機踩了踏板后，他就會知道這個數(shù)量，而這時轉換已經(jīng)通過壓力脈沖踏板完成。Scania利用發(fā)聲信號，ZF工程師認為它不是很好的方式，因為司機對兩個齒輪的操作變得極為不便——因此操作失控。 另外，對Avs的完善，是利用發(fā)動機排氣制動系統(tǒng)，由遙感、自動放下引發(fā)速度，從而提高發(fā)動機的速度，和反應速度。 在大部分靈活的高扭矩發(fā)動機上，都裝有OEM，它的ecosplit盒能服務八倍速單位的運行，AVS實施系統(tǒng)全部（兩倍）發(fā)生了變化。有效地推翻了平板油門. 重新選擇了一步改變方向(向上或向下)——采用踏板液晶顯示器，然后完成了這項變化。 自動離合器和電子控制離合器 進一步的精密技術,使駕駛員的工作更加沉重，ZF的新踩板，顯示了Fichtel和Sachs衛(wèi)星系統(tǒng)(美國運通4月/1991年5月)以及Eaton 的自動系統(tǒng)之間的競賽，更加體現(xiàn)了這一點。 有趣的是，電子控制離合器水平越來越高，如奔馳，F(xiàn)&S，和現(xiàn)在的傳輸系統(tǒng)制造商ZF。在任何情況下都適用的控制標準和收購SF干板離合器.。不足為奇的是，ZF辯稱自動調節(jié)離合器只有和配合電子控制離合器才能充分發(fā)揮它的潛在能力。因此，半自動SES和全自動AS系統(tǒng)都使用一箱控制，達到最佳的互動揪釋放操作/重新使用，及使用離合器功能。 F&S在使用電動馬達驅動Screwjack實現(xiàn)精確擺脫極端釋放，以確保旅游順利，尤其是在不同梯度重量差異方面，ZF選擇全氣動啟動.SES和AS系統(tǒng)的揪釋放操作，是因為ZF借用最新ABS防滑煞車系統(tǒng)，以及空氣污染控制技術。 SES的司機仍然選擇適合的比例。 其他一些結構部件正在提供給原始設備制造商。 什么是使用最多的方式，司機遇到了同類液晶顯示的建議：只需要單純的把推桿推向一邊，就可以做到。在道路或交通條件允許條件下，杠桿的眾行移動會強制司機踩空（錯過比率）。 大部分ZF的全自動化機械卡車都裝有兩個AS，目前仍在發(fā)展，但原型車營運良好，作者有機會駕駛裝有AS系統(tǒng)，發(fā)動機功率為483千瓦的MAN牌4*2卡車，托運重量17噸。引擎動力的負荷和優(yōu)化， 燃料主要是經(jīng)濟因素，但ZF同意，今后績效方案可以適用. 類似出租車里簡單的離合器，在自動轎車里也很常見，司機自己決定用或是不用,在艦艇里可以看到它，因為那里拿薪水的司機會永遠使用它。設想一種在交通控制管理下帶有智能卡的離合器。每天早上可以選擇適合一天的操作程序，考慮到車輛的重量（帶有拖車或不帶拖車），地形（丘地或是平地）和時間（緊急或守規(guī)開車），并且都不用考慮成本。 系統(tǒng)性能比較 對Eaton的AMT系統(tǒng)來說，在城市公交車不暢通時（為了乘客更加舒適），容易操作且有吸引力的自動轉換扭矩將是個很直接的競爭。 出租車管理同SES系統(tǒng)一樣，盡管AS的顯示器顯示了齒輪在“5H”或“6L”時是轉動的。實際上根本不需要任何顯示，只是為了告訴司機在適當?shù)臅r候發(fā)動（梯度及保養(yǎng)）。 系統(tǒng)自動選擇2升(即第三箱如果當作ecosplit16速器)開始。 但在改進和/或在車重量極大的司機可以通過撤回杠桿選擇1L或1H。一旦車開動，遲緩的油門踏板（少踩SES或F&S踏板，應該選擇自動設備）表示離合器開始咬輪，沒有其他辦法只能該換自動扭矩轉換 ZF為它的重型卡車傳輸系統(tǒng)的油門踏板裝備了“防陡”便利設備。它安裝在MAN的AS裝備系統(tǒng)上，從而確保了緊急剎車情況下的安全駕駛。無論道路是不是平坦，剎車閘自動開啟。同一信號微處理器，在重新啟動以及開始拌動離合器的同時，航空春季會議可以釋放并制動停車。 如排氣制動效率的裝備SES一樣，通過低檔調速設備提高發(fā)動機速度。但因為它具有很大的敏感性，如果引發(fā)低檔調速，只能結合排氣制動用腳剎車。雖然ZF的ecosplit完全是同步傳輸，但該公司開發(fā)的自動化轉變系統(tǒng)，不想以犧牲裝置而被迅速轉移。 因此，在提高發(fā)動機速度達到接近低檔調速的速度，同時齒輪進入嚙合，這樣的好司機將會暫時踩住油門。 如今大多數(shù)發(fā)動機為了提高發(fā)動機系統(tǒng)速度，使用燃油泵架子是不言而喻的。ZF用電位器、電機取代現(xiàn)有機械開關，現(xiàn)在它們被叫做電氣。未來電子發(fā)動機控制系統(tǒng)投入使發(fā)動機速度控制系統(tǒng)低檔調速設備像AS簡單得多。