1、中文 3177 字 毕 业 设 计 （ 论 文 ） 外 文 文 献 翻 译 毕业设计（论文）题目 翻译题目 自动手动变速器的变速控制 学 院 机械工程学院 专 业 车辆工程专业 姓 名 班 级 学 号 指导教师 1 IEEE/ASME TRANSACTIONS ON MECHATRONICS, VOL. 11, NO. 1, FEBRUARY 2006 Gearshift Control for Automated Manual Transmissions Luigi Glielmo, Member, IEEE, Luigi Iannelli, Member, IEEE, Vladimiro
2、Vacca, and Francesco Vasca, Member, IEEE Abstract A gearshift control strategy for modern automated manual transmissions (AMTs) with dry clutches is proposed. The controller is designed through a hierarchical approach by discriminating among five different AMT operating phases: engaged, slipping-ope
3、ning, synchronization, go-to-slipping, and slipping-closing. The control schemes consist of decoupled and cascaded feedback loops based on measurements of engine speed, clutch speed, and throwout bearing position, and on estimation of the transmitted torque. Models of driveline, dry clutch, and cont
4、rolled actuator are estimated on experimental data of a medium size gasoline car and used to check through simulations the effectiveness of the proposed controller. Index Terms Automated manual transmissions (AMTs), automotive control, clutch engagement control, dry clutch, gearshift. I. INTRODUCTIO
5、N CARS with modern transmission systems exhibit high fuel economy, low exhaust emission, and excellent driveability. Recent reports on the future automotive market forecast that in 2010 the production of manual transmissions will have fallen below 50% while the modern automatic transmissions will ha
6、ve reached 25% of production 1, 2. Among other responces, the automated manual transmissions (AMTs) represent a promising solution since they can be considered as an inexpensive add-on solution for classical (in European and Latin countries) manual transmission systems. Moreover, AMTs are also exten
7、sively used in racing cars and as a reconfiguration element in modern hybrid electric vehicles. One of the most critical operations in AMTs is represented by the gearshift and more specifically by the clutch engagement. In automotive drivelines, the goal of the clutch is to smoothly connect two rota
8、ting masses, the flywheel and the transmission shaft, that rotate at different speeds, in order to allow the transfer of the torque generated by the engine to 2 the wheels through the driveline. The automation of the clutch engagement must satisfy different and conflicting objectives: It should obta
9、in at least the same performance manually achievable by the driver (short gearshift time and comfort) and improve performance in terms of emission and facing wear. The engine and clutch speeds during the engagement and at the lockup play an important role both for comfort and friction losses 3, 4. I
10、n order to achieve the objectives of the clutch engagement automation, several control approaches which deal with the vehicle startup operating conditions have been proposed: quantitative feedback theory 5, model predictive control strategy 6, fuzzy control 7, decoupling control 4, and optimal contr
11、ol 8, further in 9, the authors propose a particular engagement technique. Problems and solutions related to the clutch engagement during the gearshift phase have been also considered in the literature. In 10, an analytical procedure for computing the desired engine speed during upshift and downshif
12、t is proposed. In 11, a model-based backstepping methodology is used to design the gearshift control in AMTs without the synchronizer. In 12, a neuro-fuzzy approach is used by considering the drivers intention and variable loads. In spite of the extensive literature on AMT control, some problems sti
13、ll need further investigation: the role of speed feedback loops in the clutch engagement control, the definition of a controller architecture which can be exploited both during vehicle startup and gearshift, the robustness of the solution with respect to clutch aging, and uncertainties in the clutch
14、 characteristic. This paper tries to provide a contribution in this direction by proposing a new controller for gearshift and clutch engagement in AMTs. The paper is organized as follows. In Section II, models of driveline, dry clutch, and closed-loop electrohydraulic actuator are considered and tun
15、ed on experimental data. In Section III, five different operating phases of the AMT are considered: engaged, slipping-opening, synchronization, go-to-slipping, and slipping-closing. The controllers, designed through a hierarchical approach with decoupled and cascaded feedback loops based on measurem
16、ents of clutch speed, engine speed, and throwout bearing position, are presented in Section IV. The controlled AMT is simulated in the Matlab environment where the Simulink scheme corresponding to the current AMT phase and the corresponding controller are selected by a Stateflow finite state machine. Simulation results showing the effectiveness of the proposed approach are presented in Section V.
