吉林大學機械學院本科畢業(yè)設(shè)計外文翻譯格式樣本

本科生畢業(yè)設(shè)計（論文）翻譯資料中文題目：配合新一代液力變矩器柴油動力線某些特性英文題目：somepropertiesofadieseldrivelinewithhydrodynamictorqueconvertersofthelastestgeneration學生姓名：學號：班級：專業(yè)：機械工程及自動化指引教師：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，F(xiàn)ig.5andFig.6representthemeanangularvelocityinterval(20)graduallyforparametersu

=

0.3,

0.4,

0.6andthedecimalfractionsonthissectiondenoteonlyitsdecimaldivision.FromthecalculatedmeanvalueswinFig.4，F(xiàn)ig.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，F(xiàn)ig.8，F(xiàn)ig.9，F(xiàn)ig.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，F(xiàn)ig.8，F(xiàn)ig.9，F(xiàn)ig.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，F(xiàn)ig.8，F(xiàn)ig.9，F(xiàn)ig.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，F(xiàn)ig.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，F(xiàn)ig.8，F(xiàn)ig.9，F(xiàn)ig.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.配合新一代液力變矩器柴油動力線某些特性摘要：帶有控制柴油機車動態(tài)特性，液力傳導機制，尚有傳動裝置和進行普通裝卸工作裝載機調(diào)查。動態(tài)問題解決辦法是建立在現(xiàn)實實驗數(shù)據(jù)基本上：重要動力某些驅(qū)動扭矩速度特性和外部靜態(tài)特性。非線性任務由一種在作者此前出版書籍中簡介修整平衡辦法解決核心字：機動力線；柴油動力控制；液力變矩器；工作機；負載周期；動靜特性名稱和縮寫a，b-----庫侖粘度和非虧損面摩擦Ai，Bi----扭矩速度特性數(shù)學表達系數(shù)i，im----動態(tài)傳播，補充連接傳播比例I，Iz---減少裝卸及駕駛時刻慣性某些kλ，kK----λ(i)和K(i)曲線分別正切斜坡K---------力矩傳送M---------柴油機力矩MD(ω,

z)-可控扭矩-速度驅(qū)動特性MDmax(ω)，MDmin(ω)----最大最小扭矩速度特性燃料供應M1，()，M2，()---泵輪負載力矩和渦輪驅(qū)動力矩MT1，MT2----在驅(qū)動和傳導過程中摩擦損失力矩Mz，Mza---傳導扭矩平均值和射程---------液力轉(zhuǎn)換特性半徑t---------時間T，TD-----瓦特調(diào)節(jié)器和柴油動力機時間u，z------油號和調(diào)節(jié)位移w---------共同力學變量ε--------構(gòu)造參數(shù)調(diào)節(jié)ζ--------阻尼調(diào)節(jié)比例λ--------旋轉(zhuǎn)扭矩系數(shù)ν--------傳播角速度，π-----指數(shù)平均值和定期組分----------液體媒介物密度----------旋轉(zhuǎn)角度ω1，()，ω2---泵輪和渦輪角速度DM--------柴油動力機G，GD-------------補充和瓦特調(diào)節(jié)傳動HdPT------液力傳播IJ--------噴油器LM------執(zhí)行機構(gòu)P，R，T-泵輪導輪渦輪名稱1.簡介2.系統(tǒng)數(shù)學模型3.在傳動中固有動態(tài)解決辦法4.成果評價和結(jié)論評價1.簡介由控制柴油機(DM)、液力輸送系統(tǒng)(HDPT)，補充傳動(1)、執(zhí)行系統(tǒng)或工作機構(gòu)成活躍動力特性線(啟動器)調(diào)節(jié).工作機引導積極力和帶有限定扭矩傳動。簡樸抱負狀態(tài)下完整體系布局如圖.1.，一種抱負柴油發(fā)動機是原則產(chǎn)品:Zetor8002.1由機械控制或電子噴射燃油管調(diào)節(jié).在液力傳播某些有由WUSAM創(chuàng)造和測試液力變矩系統(tǒng)。這種轉(zhuǎn)換是由三某些構(gòu)成：泵輪，渦輪和導輪。這種轉(zhuǎn)換器長處是它們外部構(gòu)成和它們自身構(gòu)成是完全相似，并且它們也許被互相變化和任意混合，以達到所要目。它們不同僅僅是內(nèi)部構(gòu)造和葉片幾何形狀。依照圖一，到當前為止，超過七十種樣式在被測試，并且在它們當中有些種可以完畢目的樣式已經(jīng)被選出。機械系統(tǒng)將能量從源積極力傳給工作機械。由于每天一種真正驅(qū)動帶有限能量，任何定期裝載總是帶有一定震動雖然是咱們支持所有連接槽，緊密傳動裝置和補償裝置。夜里傳動在重要動力上影響也許僅僅被一種適當扭矩轉(zhuǎn)換操控。

圖1柴油動力線布局圖2系統(tǒng)數(shù)學模型一方面，必要要注重有疑問驅(qū)動線模型是基本，用咱們辦法，運用已經(jīng)出版現(xiàn)象數(shù)據(jù)材料，積極力固有扭矩-速度特性及外部合用液力變矩器穩(wěn)定特性就可以得到，相比于建立在柴油機混合燃料理論等式基本上模型和建立在變矩器復雜內(nèi)腔實際工作介質(zhì)互相作用液力等式基本上模型，這是一種更加簡樸過程。這些特性普通由單獨系統(tǒng)制造廠家提供，由此可知，這是一種不同于以往并且更加簡樸問題解決辦法相比于可以找到，例如：等式[2]、[3]、[4]、[5]以及某些其她。那些有尺寸和無尺寸機械系統(tǒng)數(shù)學模型由圖[6]表達。那些無尺寸缺省被稱作單獨傳動模型（在積極力某些和傳動某些），被提成了如下微分和積分等式聯(lián)合系統(tǒng)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)這里單獨符號意思是用術(shù)語解釋，在無尺寸模型中，所有動態(tài)變量和參數(shù)是用對的原則量來表達。，這樣可以使整個系統(tǒng)模型變得更加簡樸。從原始等系統(tǒng)向無尺寸形式轉(zhuǎn)化如圖（1）、（2）、（3）、（4）、（5）、（6）、（7）、（8）、（9）被詳細表達在[6]中.由于引用了論文緣故，因此有必要去表達出驅(qū)動角頻率相相應原則值，這是依照公式擬定，在這里，分母是時間相相應原則，由于這個原則值緣故，調(diào)節(jié)器時間常數(shù)也就被選