關(guān)于自動(dòng)手動(dòng)變速器控制發(fā)展進(jìn)展中英文翻譯/外文翻譯/外文文獻(xiàn)翻譯

遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 1 附錄 A Review on development progress of automatic manual transmissions control Abstract： ln recenl year ， the sustainable development of automatic manual lransmissions(AMTs)control in vehicles is conspicuous The control applications have grown fast and steadily due to the lremendous progress in power electronics components and the control software that enhance the requirements for delivering higher vehicles performance AMTs controI strategies achieve a reduction in the driveline dynamic oscillations behavior during gear shifting and clutch starting up processes.AM-r s future expectations are an increase of torque capacity， more speed ratios and lhe development of advanced and efficienl electronic control systems This paper concerns with lhe progressing view of AMTs in the past， today and future， gives an overview oflhe potential dynamic problems concerned with AMTs and some control strategies used to solve lhose problems    Keywords： AMTs control strategy； clutch dynamic response； pneumatic lransmission control Introduction  The research carried out during the last few years on manual transmission systems are considered as a foundation for automatic manual transmission research.upgrading the old manual style by inserting electronic equipment and software to improve shift quality， enhance fuel economy， and develop more efficient and reliable systems In 1970 Scania and Daimler Benz began to use half automation control mode as the first stage for AMT progress In their model the gear shifting process was operated by electro pneumatic system after pressing the clutch peda1 An electronic monitor gave suggestion to the driver for optimal gear shifting 1 American Eatons Smart improved the previous model by adding control strategies for both the clutch and the engine In the second stage， a full automatic control system was generated and the 高拯鐸：輕型貨車變速器設(shè)計(jì)   2 first product was delivered to the market by Isuzu in 1984 followed by Nissan， Ford and Renault， using throttle pedal as a controlling parameter for speed contro1 The third stage was an intelligent automatic control， in which Isuzu and Nissan promoted the preceding models， picking up modem control theory such as Fuzzy logic，including environmental parameters and vehicle running conditions in their models2 Currently， vehicle manufactures of AMTs are focusing on the customers demand that means better shift quality and more efficient transmission system，  in addition to further reduction of fuel consumption  European light vehicle market has low penetration of AMTs and automatic transmission in the past ten years It has grown slowly from 8% to just over 14% because consumers are reluctant to choose automatics In the US， AM T demand has grown strongly and steadily so that 84% of cars are automatic currently In Japan， the move to automatics came later than in the US mainly due to heavy traffic congestion that limits the opportunity to achieve maximum acceleration or high speed. Anyway， AMTs have come to dominate the market3 China enrolled in AMTs researches in 1984 and Xin Yuan Sheng company is currently constructing an electrolnechanical system consists of DC motor for actuating the clutch and shifting unit for selecting and shifting processes4 AMT control strategies are very important issues required to reduce fuel consumption and deliver smooth acceleration by minimizing unwanted oscillations which have adverse effects on vehicle performance  1 Configurations of AMT control system  An AM T control system of a vehicle consists mainly of the engine， clutch and gear shift control units operated by computer software， as is shown in Fig 1 where the transmission control unit(TCU) communicateswith the engine control unit(ECU) through a standar CAN or a seriaI bus5 A signal from the sensor of a acceleration pedal shows the operation magnitude othe acceleration pedal， and this signal is fed to the gear shifting control unit and the ECU In the gear shift in control unit， the vehicle speed and the data of gear position sensors are used to determine the gear shifting point. 遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 3 (1)Engine； (2)Engine speed sensor； (3)Clutch； (4)Stroke sensor； (5)Clutch actuator；(6)Transmission； (7)Gear shifting actuators； (8)Gear position sensor； (9)Driving whecl mechanism； (IO)Vehicle speed sensor；  (I I)Clutch control unit； (12)Gear shifting control unit； (13)Computer software； (I4)Transmission control unit； (15)Acceleration 0eaaJ Sensor；  (16)Throttle pedal； (I7)Engine control unit and； (18)Throttle actuator   Fig 1 Configuration of AMT control system The TCU or the data acquisition card receives information from analogue sensors and transfer it to a computer software via A/D converters and I/O interface  Also a digital encoder can be used for measuring data an d feed them in a digital form  compatible with the computer software The response output signals are fed back bv D/A converters to controI the clutch and gear shifting actuators   2 Classifications of AMTs control system According to the driving actuators forces that operate the gearshift and clutch movements， AMT falls into the following categories   2.1 Pneumatic transmission  For this type， the gear shifting and clutch control processes are implemented by pneumatic servosystem  The AMT pneumatic control system 6 shown in Fig 2 consists of verticaI and horizontaI shift actuators which are mounted on the tran smission gearbox for the generation of driving forces that are proportional to the cylinders internal pressure for actuating shift levers Pressures are controlled by using pneumatic activated valves to regulate the compressed inflow and outflow 高拯鐸：輕型貨車變速器設(shè)計(jì)   4 air(drain)in response to control signals to give the esired position depending on a scheduler map  Electromagnetic sensors are used to indicate the position of pneumatic actuators The shifting mechan ism is driven to a desired position according to a scheduler map that defines actuating sequences This system uses low pressures(0 5 MPa to 0 8 MPa)for actuators Nevertheless it has disadvantages such as air leakage from a clearance，  large size and low positioning precision for actuators Moreover, it is feas ible only for trucks   (1)Position sensor signals； (2)Electromagnetic sensor； (3)Pneumatic valve ； (4)Drain；(5)Vertical cylinder； (6)Horizontal cylinder； and(7)Pneumatic valve actuating signals order   Fig 2 AMT pneumatic control system 2 2 Electro mechanical transmission  In such a system， actuator control is implemented by servo electric drives such as DC motors， stepper motor or linear electromagnetic actuators working synchronously to achieve the desired positions One of this system s advantages is that actuators use energy only in actuating period It is easy to controI the drives and the cost for the electricaI components are low These factors make the system more efficient and reliable than pneumatic and hydraulic systems   2 3 Hydroelectric transmission  In 1 980 hydroelectric AMT controI system was inte grated to a powertrain Fig 3 shows a hydraulic system consisting of passages and tubes containing hydraulic oil of 遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 5 high pressure f3 MPa to 6 MPa)controlled by an electric solenoid valve or motor operated valve to achieve required positions at each time for clutch or gear change The valve is under the control of an electronic control unit A pressure relay controls the pressure in the hydraulic circuit when the pressure is changed  by  switching the pump s motor. An accumulator is used to damp down pressure pulsation and soften the system pressure transient The advantages of this system are fast response movement an high precision in positioning the actuator The disadvantages include  pressurized oil leakages through clearances， gaseous cavities generated in the working fluid leading to reduction of bulk modulus (cavitation)，  and  corrosive wear of components caused by contaminated fluid 7 Moreover， AMT hydraulic system is high in price and difficult in maintenance，  and needs extra supply power to actuate the drives   (I)Accumulator； (2)Pressure relay； (3)Solenoid valve； (4)Clutch hydraulic cylinder；(5)Select hydraulic cylinder； (6)Shift hydraulic cylinder； (7)DC motor； (8)Pump  Fig 3 AM T hydroelectric system 3 Outlook for AMT control strategies 3.1 Vehicle speed and output torque control In order to control the vehicle speed or regulate the driving shaft torque to a target value， ignition timing adjustment or electronic control throttle (ECT)is used as control parameters for the desired task. Several vehicle control systems have been developed up to now Takahashi8 developed automatic speed control system employing self-tuning fuzzy logic rules to have the speed of the vehicle matching a drivers 高拯鐸：輕型貨車變速器設(shè)計(jì)   6 individual preference This control strategy shortens the time required to determine optimum control para- meters for speed contro1 Pettersson and Nielsen used a linear flexible drive shafts model to design a vehicle speed controller that reduced the low frequency(1ess than 6 Hz) powertrain oscillations for a heavy truck9  They suggested for their dynamic model that the oscillation should be captured suftciently with a simple powertrain model that consists of two rotational inertias connected to each other with a damped torsional flexibility Alexander and Loukianov l 0presented a robust stabilizing controller for internalcombustion engine and the model structure comprises of two loops， the engine and the driving loops Sliding mode control strategy is used in the drive loop to provide fast and precise tracking of the throttle plate angle In Ref1 1， an adaptive control structure was investigated under different vehicle running conditions by using slow adaptation and sensitivity based gradient algorithms； the gains of a PI controller was adjusted to minimize a quadratic cost function formulated from experimental and simulation studies Martin Sommer  ville1 2presented a switching control scheme for pneumatic throttle actuator controlled by using three solenoid activated valves to attain the desired speed； he also developed two linear models respectively for throttle actuator and throttle plate system  For output torque control， Magnus and Lars1 3，  proposed a method based on engine torque control by estimating the transmitted torque and controlling it to zero during different phases of gear shifting using a feedback controller  The system has to wait until satisfactory gearshift conditions are reached and neutral gear can be engaged Minowa and Kurata 1 4presented a control technique based on PID controller and the characteristics of the torque converter for engine torque compensation， adjusting the throttle valve to attain the larget driven shaft torque When an electronic throttle is used as the control parameter in speed or torque control， it should be controlled to give a fast response，  smooth movement and zero steady state error，  so accurate control of the opening is essential to maintain a desired speed or torque at varying road conditions   3.2  Clutch dynamic response control  Clutch allows engine power to be applied gradually when a vehicle is starting up and 遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 7 power is interrupted when shifting to avoid gear crunching Clutch slipping phase is a crucial point in AMTs contro1 Due to the speed difference of the clutch plates， some effects are generated during this phase such as torsional vibration (judder) that increases the driveline oscillation， particularly on small trucks with diesel engine The excitation of this resonant vibration is usually within the range of 1 0 Hz to 20 Hz In addition the amount of energy dissipated into heat is proportional to the slipping phase time that ranges within 0 5 s to 2 0 s Moreover， the effect of repeated applied load generates surface wear, which reduces the lifetime of the clutch frictional plates materia1  Fig 4 illustrates the variable parametersduring clutch slipping phase  The clutch torque increase that depends on the rate of the applied clamping force till it reaches the maximum value at the lock up point， where the engine and the clutch speeds are equa1 The increase of heat energy depends on the torque and the slip speed   Researchers control strategies lead to conflicting objectives such as small facing wear， small friction losses， minimum time needed for the engagement and regulation of the slip acceleration at the lock up point for reducing the undesirable driveline oscil lation A non linear multibody dynamic model was developed by Centea and Rahnejat to study the effect of the slip variation and the coefficient of friction during the judder The results indicated that various friction materials of positive gradient efficient of friction with respect to the slip speed provide a better damping effect and little self-excited vibrations1 5 Franco and Luigi developed a slip control technique which was formulated as a piecewise linear time invariant model for the dry clutch based on closed loop with feedback controllerI 6 Recently， Fuzzy logic control has 高拯鐸：輕型貨車變速器設(shè)計(jì)   8 been proposed for analyzing clutch dynamic response characteristics during slipping phase1 7  3.3  Shift shockcontrolinAMTs system   AMTs shift shock criterion is one of the most significant factors， which has influence on the steady state  acceleration  The shift shock Occurs when inserting the target gear into the drive shaft gear and that can not be accomplished smoothly due to the speed diffefence  between the transmission  gears  during engagement So the result of this criteria is a deterioration of the vehicle driving comfort， friction loss as heat，  mechanical wear and noise  Fig 5 iIlustrates the fluctuation of the driven shaft torque during gears shifting This mainly involves under shock at the initial stage when gears start to engage (the torque phase)， overshoot shock due to the inertia torque generated by the speed change and the torque step shock Today， control of this process is significant and more desirable to improve the fluctuating torque， which is all important perform ance limiting factor for drivability，  if it is not damped down The control strategies offer to optimize the time needed for a gearshift，especially in the drive situation like overtaking or driving uphill with heavy loads A shift control technique was proposed by Kazumi and Yasunori1 8， which detects the road gradient for either uphill or downhill roads without adding sensors  and  chooses the  appropriate gear position in Ref 1 9， a control method was introduced to perform shift control using the road data obtained from a navigation system and the current vehicle speed to determine the optimal gear for shifting Minowa proposed a method based on engine steady state map where  the fuel flow rate is a function of the engine speed and torque， to choose the desired gear， which gives the lowest fuel flow rate， in addition to a reducetion in the gear shift timing20   遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 9 4. Future progress of AMTs control  The prospect of AM Ts technology is to overcome the torque interruption during power shifting in order to improve the acceleration feeling and the reliability of the system Beyond 2005， AM T with double clutch transmission(DCT)control techniques is expected to grow up， to provide good shift quality and improve merit in the fue J consumption at a price below that of a conventional AM T Future researches on AM Ts wilI focus on increasing the number of transmission speeds that Jlas obvious benefits of allowing the engine to operate closer to its optimum operation line In addition，  the development of shift-by-wire technologies will be enforeed There will be an increasing use of advanced electronic control equipments such as digital signal processing for control engineering (despace)， as a viable alternative in virtual environment for rapid control prototype testing Also，  much progress will appear in the adaptive logic control software that includes more identification functions for the drive style and driving conditions Fig 6 gives some forecasted data for transmissions technologies up to 2005 and shows that the five speed AMTs demand will faIl bv 2 4 units while the six speed will grow up by 2 5 units  This is due to desirable advantages in the wide range of speed ratios， saving in fuel consumption(5% to 6%)，a reduction in emissions and 5% beaer acceleration.Likewise， the five speed automatic transmission(AT) system will decline while the sixspeed grows by I unit3   5  Conclusions Recently， the continuously increasing volume of AMTs control systems hardware equipment and software control functions has been leading AMTs to a great stature in 高拯鐸：輕型貨車變速器設(shè)計(jì)   10 the vehicles transmissions global community Today， AMTs technology is focusing on the  production of electromechanical  transmission system other than the hydraulic and pneumatic systems  This is due to the lower capital cost for the equipments and the operating maintenance In addition， the control of the system electric drives is easy The fundamental prospective evolution of AMT control strategies lies on the application of the modern control theory such as Fuzzy logic， linear quadratic optimization and neural network techniques for improving the clutch dynamic response， reducing the torque shift shock and more efficient gear shifting control mechanism An AMTs system has merits over other transmission systems in its high delivery torque， small time consuming for operating the actuators in response to the electronic control units All these factors enable AMTs systems outweigh in the transmissions environment  References  1  Ren C Research on evaluating method of shift schedule for AMT vehicleD Jilin： College of Mechanical Engineering， Jilin University， 200 1 fin Chinese)   2  Ye M Model building and simulation on automatic mechanical tran smission and development of test software D Chongqing： College of Mechanical Engineering,  Chongqing University， 2003 (in Chinese)   3  Knibb G The future for European transmission developmentA In： Knibb G Automotive online news technical notesC London： London Publication House，2o02： l一 8   4  Xin Y Design of AMT device P CN Patent： 99206l23，  Mav l999   5  Ohtsuka M Satoh Y Automatic tran smission system for vehiclesP JP Patent：4977992， Dec 1 990   6  Hyeoun D， Seung K， Han S Advanced gear shifting and clutching strategy for a parallel hybrid vehicle fEEE IndustryApplicationsMagazine， 2002， 1077(2618)：26 32   7  Peter D， Balakrishnan A， Thoma M Lecture notes in control and information 遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 11 sciencesM Vol 33 Berlin：  Springer Verlag 198l： l44 一  l50   8  Takahashi H Automatic speed control device using self-tuning fuzzy logicJ，EWorkshop， 1998， 88(0065)： 65 71   9  Mattias A Kristerr A literature survey on jntegrated powertrain controlJ Journal of Chalmers Univers Technology Sweden， l998， (41296)： 6 10   l0 Alexan der G， Loukian ov S A robust automotive controller designA In International Conference Applications E Hartford， USA， l 997  11  Liubakka M ， W inkelman J Adaptive automotive speed controls J1，  Transactions on Automatic Control， l 993，  38(7)： l0ll l020   l2  M artin S  Switching control of a pneumatic throttle actuatorJ IEEE Control Systems， l 997， l 8(4)： l 23 l 29   13  Maguns P， Lars N Gear shifting by engine control J  IEEE Transactions on Control Systems Technology ,2002，  8(3)： 495 507   14  M inowa r Kurata K Smooth torque control using differenttial value ofshaft speed J SAE 1997(960431)： 317 321   15  Centea D Rahnejat I-I The influence of the interface coefficient of friction upon the propensity to iudder in automotive clutches J IME,l 999， 2 l 3(05597)： 245-258   l6  Franco G， Luigi G， Luigi I Smooth engagement for auto- motive dry clutch IA、 The 40th|EEE Conference on Decision and Control E， Italy， 200 l： 529 534   l7  Ercole G Mattiazzo G Cooperating clutch and engine control for servo actuated shifting through fuzzy supervisorJ SEA Technical Papers， l999， 0l(0746)： l0ll09   18  Kazumi H Yasunori N A new automatic transmission shift control method reflecting the road conditions  lE Review， l 995(9533569)： 307 309   l9  Kawai M Aruga H， 1watsuki K Development of a shift control system for automatic transmissions using informationtion from a vehicle navigation system J JS E 1999， 0l(1095) ： 299 306   20 inowa T Kirmura H Improvement of fuel consumption for a vechile with automatic tran smission using driven power control with a powertrain mode J E 高拯鐸：輕型貨車變速器設(shè)計(jì)   12 Review，  l996， l7 f9635674)： 3l l一 3l6遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 13 附錄 B 關(guān)于自動(dòng)手動(dòng)變速器控制發(fā)展進(jìn)展  摘要      近幾年， AMT 控制系統(tǒng)在汽車中應(yīng)用的可持續(xù)發(fā)展的效果是顯著的。這種控制應(yīng)用已經(jīng)快速平穩(wěn)的發(fā)展著，它導(dǎo)致了電子元件，控制軟件的驚人的進(jìn)步。，因吃也提高了交通工具的工作性能的需要。 AMT 控制策略得到了一個(gè)歸納，使關(guān)于汽車調(diào)檔和離合器開啟階段的啟動(dòng)動(dòng)態(tài)震蕩行為。 AMT 將來的前途是扭矩傳遞能力的增加，以及發(fā)達(dá)的高效的電子控制系統(tǒng)。這篇文章所關(guān)注的便是 AMT在過去 、 現(xiàn)在 、 將來的發(fā)展，給 出了一個(gè)關(guān)于 AMT和其他控制策略中潛在的動(dòng)態(tài)的問題以及解決這些問題的方法。   關(guān)鍵字： AMT；控制方法；離合器動(dòng)態(tài)響應(yīng)；氣動(dòng)傳輸控制  簡介  研究被執(zhí)行在過去幾年期間對手動(dòng)傳動(dòng)系統(tǒng)被考慮作為自動(dòng)手動(dòng)傳動(dòng)研究的一個(gè)基礎(chǔ)。老式手工由插入電子設(shè)備和軟件來改進(jìn)換擋質(zhì)量，提高燃料經(jīng)濟(jì)性和開發(fā)更加高效率的可靠系統(tǒng)。在 1970 年， Scania 和 Daimler Benz開始使用半自動(dòng)化控制模式作為 AMT發(fā)展的第一階段。此進(jìn)展中，齒輪換擋進(jìn)程在踩離合器之后，由電器系統(tǒng)管理。電子監(jiān)控程序給出建議，驅(qū)動(dòng)器優(yōu)選齒輪換擋。美國的 Eaton 聰明的改進(jìn)了早先設(shè)計(jì)，通過添加控制傳動(dòng)器和引擎的方法。在第二階段充分的自動(dòng)控制系統(tǒng)被生成，并且第一類產(chǎn)品被傳送到市場由鈴木公司在1984 被日產(chǎn)福特和尼桑在使用節(jié)流閥作為一個(gè)控制參數(shù)來控制速度。第三級是全自動(dòng)智能控制，鈴木和尼桑首先設(shè)計(jì)采摘了調(diào)制解調(diào)器控制的理論，譬如模糊邏輯，包括環(huán)境參數(shù)和通信工具在它們的形式的運(yùn)行條件。當(dāng)前 AMTs 的智能自動(dòng)控制交通工具集中在顧客需求上改善調(diào)擋質(zhì)量和更有效的傳輸體系以及降低燃料消費(fèi)。歐洲輕型交通市場中， AMT 和自動(dòng)傳輸在過去十年進(jìn)一步減少，顧客需求量從 8%到 14%增長緩慢，因?yàn)橄M(fèi)者勉強(qiáng)選擇自動(dòng)系統(tǒng)。在美國， AMT的需求強(qiáng)烈增長有 84%的汽車是自動(dòng)的。日本轉(zhuǎn)型為自動(dòng)化要比美國晚一些，由于交通擁塞汽車的最高速度受到限制，但不管怎樣，自動(dòng)系統(tǒng)已經(jīng)進(jìn)入市場。  中國被登記的自動(dòng)研究在 1984 年，  并且被辛 元公司修建一個(gè) 電子系統(tǒng)包括 DC 馬達(dá)為開動(dòng)傳動(dòng)器和轉(zhuǎn)移的部件為選擇和轉(zhuǎn)移。 AMT控制方法是非常重要的問題，由使必需減少燃料消費(fèi)和提供光滑的加速度，有不利影響在工作性能的動(dòng)擺減到最小。  1. AMT控制系統(tǒng)結(jié)構(gòu)  汽車上的 ATM 控制系統(tǒng)主要包括發(fā)動(dòng)機(jī)、離合器、由軟件控制的齒 輪組，標(biāo)準(zhǔn)的轎車管理被顯示在傳輸控制上，發(fā)動(dòng)機(jī)控制 ECU 通過一個(gè)信號從剎車到加速度傳感器，加速度增大到 ECU 為止。汽車擋位控制系統(tǒng)和換擋位置的檢測，用齒輪轉(zhuǎn)移點(diǎn)的數(shù)據(jù)確定。  高拯鐸：輕型貨車變速器設(shè)計(jì)   14 （ 1）引擎 (2) 發(fā)動(dòng)機(jī)速度傳感器 (3) 傳動(dòng)器 (4) 沖程傳感器 (5) 傳動(dòng)器致動(dòng)器(6) 傳輸 (7) 齒輪轉(zhuǎn)移的致動(dòng)器 (8) 適應(yīng)位置檢測器 (9) 驅(qū)動(dòng)輪  (IO) 汽車速度傳感器 (11) 傳動(dòng)器控制單元 (12) 齒輪轉(zhuǎn)移的控制單元 (13) 計(jì)算機(jī)軟件 (I4)傳遞控制單元 (15) 加速度傳感器 (16) 制動(dòng)節(jié)流閥 (I7) 發(fā)動(dòng)機(jī) 控制部件 (18) 節(jié)流閥制動(dòng)器  圖 1  AMT 控制系統(tǒng)結(jié)構(gòu)  TCU 或數(shù)據(jù)采集板從模塊傳感器獲得信息調(diào)用它到計(jì)算機(jī)軟件，交換器通過一臺數(shù)字式編碼器可能被使用為以數(shù)字形式與計(jì)算機(jī)軟件兼容評定他們，響應(yīng)輸出信號是反饋傳動(dòng)器的數(shù)據(jù)和齒輪轉(zhuǎn)移的制動(dòng)器。  2. AMT控制系統(tǒng)的分類  根據(jù)運(yùn)行變速桿和傳動(dòng)器 AMT 分為以下類別  2.1 氣動(dòng)力學(xué)的傳輸是齒輪傳動(dòng)制動(dòng)器的強(qiáng)制和傳動(dòng)器控制進(jìn)程，由氣動(dòng)力學(xué)系統(tǒng)實(shí)施 AMT 氣動(dòng)力學(xué)的控制系統(tǒng)，并被顯示在配置上傳動(dòng)箱的驅(qū)動(dòng)力與氣壓力是按比例為開啟的制動(dòng)器傳輸動(dòng)力。   杠桿壓力是 使用控制氣動(dòng)閥門來調(diào)控壓縮的入庫和出庫的氣流來回應(yīng)控制信號，根據(jù)調(diào)度程序映射的位置來實(shí)現(xiàn)預(yù)期的位置。  電磁式傳感器被使用表明氣動(dòng)力的制動(dòng)器的位置轉(zhuǎn)移被驅(qū)動(dòng)到一個(gè)渴望的位置根據(jù)定義開動(dòng)的順序這個(gè)系統(tǒng)用低壓力（ 0.5Mpa 0.8Mpa）來驅(qū)動(dòng)，然而制動(dòng)器有不利的地方，譬如氣漏，從結(jié)夠大范圍和低安置精確度來考慮，這是只為卡車的調(diào)度程序映射是才行得通。   遼寧工程技術(shù)大學(xué)畢業(yè)設(shè)計(jì) (論文 ) 15 (i) 位置檢測器信號 (2) 電磁式傳感器 (3) 氣動(dòng)閥 (4) 流失 (5) 垂直磁道  (6) 水平的磁道和 (7) 氣動(dòng)閥開動(dòng)的信號次序裝置   圖 2  氣動(dòng)力學(xué) 的控制系統(tǒng)裝置  2.2 電子傳輸在這樣系統(tǒng)中制動(dòng)器控制由伺服電驅(qū)動(dòng)器實(shí)施，譬如 DC 馬達(dá)，步進(jìn)馬達(dá)或線性電磁式制動(dòng)器同步運(yùn)轉(zhuǎn)達(dá)到渴望的位置這個(gè)系統(tǒng)的好處當(dāng)中，一個(gè)是致動(dòng)器用途能量只在開動(dòng)的期間它是容易對控制驅(qū)動(dòng)器并且費(fèi)用低且有效。這些系數(shù)使系統(tǒng)高效率和可靠性比氣動(dòng)力學(xué)和液壓機(jī)構(gòu)的低。  2 3 水力發(fā)電的傳輸  在 1980 年水力發(fā)電的 AMT控制系統(tǒng)是被合并到動(dòng)力系中。圖 3 顯示一種液壓機(jī)構(gòu)包括短路和電子管，管中含高壓液壓油（ 3Mpa 6Mpa），由一個(gè)電磁閥或馬達(dá)運(yùn)行閥在踩離合器或調(diào)擋來達(dá)到必需的位置。閥門由電子 元件控制，壓力繼電器控制水力電路的電壓，每當(dāng)壓力被切換更改時(shí)，累加器被使用用來阻止壓力脈動(dòng)下的馬達(dá)和軟化系統(tǒng)壓力，這個(gè)系統(tǒng)發(fā)展是快速的響應(yīng)高精確度的安置制動(dòng)器。不利條件包括被加壓的油通過間隙和排氣管損失掉，使汽缸的體積減少和費(fèi)液引起的腐蝕磨損，而且 AMT 液壓