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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
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