同步器同步原理

ABSTRACTThispaperpresentsasimulationforthegearshiftprocessofamanualtransmission,implementedusingalibraryfunction.Allthesubsystem(i.e.synchronizerandtheshiftsystem)arecorrelatedtogenerateagearshiftcurveforoptimumshiftabilitypredictionofamanualtransmission.A5-speedmanualtransmissionisusedasanexampleinthepapertoillustratethesimulation,co-relationandthevalidationofthegearshiftperformancecurveonthevehicle.Thedynamicbehavioroftheshiftsystemandsynchronizerinengaginganddisengagingthegearissimulatedthroughthegearshiftcharacteristicstogeneratetheshiftrail'srampprofile.Thesynchronizertravelisco-relatedwiththeshiftrailrampprofiletogetanegativeforceaftersynchronizationisover.Theprofileindicatestheroleofthedetentballdiameter,radiusontheshiftrailramp'sprofileetcandhowitaffectssynchronizerforceovertheshiftrailtravel.Itcomparestheconstantslopeandvariableslopeintheshiftrailprofilethroughdifferentialequationtoevolvetheimpactonshiftfeel.Ittriestosolvetheissueofthegearjumpoutanddoublebump(2ndloadpeak)asitplotsthedisengagementforcewiththemovementofthedetentballontherampprofileinco-relationwiththesynchronizationtravel.Thesimulationdataongearshiftsystemsuchasshiftrail'srampprofile,engagementforceanddetentpreload,arequantitativelyanalyzedfortheassessmentofshiftquality.Shiftcontrolvariablesareadjustedinteractivelytocalibratetheshiftsystemforthebesttradeoffbetweenshifteffortandpositiveshiftfeel.INTRODUCTIONThefollowingpaperdealswithastudyabouttherequirementsandanewresearchapproachtoimprovethedevelopmentprocesstoimprovethegearshiftquality.Thedemandofthegearshiftqualityofvehicleshasincreasedconsiderablyinthepastyears.Theessentialcriterionfortheoperatingqualityofthegearshiftistheoperatingforceandfeelsatthegearshiftknob.Thequalityofthegearshiftcanbeimprovedbyoptimizingtheoperatingforcepath.Shiftqualityhasbecomeasignificantfeaturefordistinguishingbetweenthevehiclebrands.Theoverallimpressionofavehicleisdeterminedbydifferentcomponents,whichthecustomersperceiveindifferentways.Animportantpartforvehicleswithmanualtransmissionsisthegearshift.Thegearshiftistheinterfacebetweendriverandvehicletransmission.Thiscontrolelementsthereforefrequentlyused,whichcanhaveagreatinfluenceonthedriver'simpression.Therequirementsonthegearshiftcanberoughlysummarizedbythefollowingattributes:smooth,exactaswellasnoiselessandwithoutvibrations.Theinterpretationoftheseattributescanbespecifiedforthevehiclesegmentandthusforthecustomergroup.Inthefollowing,ourmotivationandgoalwillbepresented.Thedevelopmentofthegearshiftfocusesontheshiftquality.Thecriteriaforevaluatingthequalitywillbeillustratedafterwards,themostimportantcriterion,namelytheshiftforce,willbedescribed.Thereafteradevelopedforcemeasuringsystemandanobjectificationtool,whichsupporttoimproveefficiencyofoptimizationprocessofgearshift,willbeintroduced.Theobjectificationtoolallowsanearlyobjectiveevaluationoftheoperatingforce.Thiswasachievedbydefiningobjectiveparametersforforcecurve.Anewsimulationtoolwasadditionallydevelopedwhichcandetectthesignificantinfluenceoftheindividualparametersontheoperatingforcecurveandrevealimprovementpotential.Finally,aconclusionwillbegivenonhowtheengineercantakeadvantageofthesedevelopmenttools.SimulationofGearShiftForceCurveandShiftRailRampProfile2010-01-0896Published04/12/2010RohitKunal,GaneshAdiga,SanjayGillandManishSharmaMahindra&MahindraLtd.Copyright©2010SAEInternationalDownloadedfromSAEInternationalbyChongqingUniversityofTechnology,Wednesday,March18,2015MOTIVATIONANDGOALAtpresent,thegearshiftismainlyoptimizedbasedonshiftingtestswheretheoperatingforceissubjectivelyevaluated.Theengineershiftsgearsandevaluatesit.Ifthesubjectiveevaluationisnotsatisfied,thegearshiftwillbevariedinaccordancewithexperience.Thenewvariantisratedbytheengineeragain.Onthisbasisthesystemparametersarethenvarieduntiltheevaluationresultissatisfied.Theeffortofthisoptimizationwilldrasticallyincreaseduetothegrowingnumberofvehiclemodelsonthemarketandthepermanentincreaseingearspreadandinertia.Thereforenewmethodsarerequiredtomakethedevelopmentworkmoreefficient.CORRELATIONOFTHEDETENTPROFILEANDTHESYNCHRONIZERfigure2hereNumeralsreference:PhaseI.-1PhaseII-2,3,4PhaseIII.-5PhaseIV-6PhaseV-7,8DownloadedfromSAEInternationalbyChongqingUniversityofTechnology,Wednesday,March18,2015Co-relationofvariouscomponentsofsynchronizerFig.3.Gearshiftcurveforshiftrailramp'sprofileThesynchronizationsequencecanbedividedinto5phases,whicharereflectedinthegearshifteffortprofileontheshiftrail.Joinedtothefixedsleevewithatorsionresistantconnection,theslidingsleeveisinitsneutralpositionduringPhaseIandthedriverpushesittowardsthegearwheeltobeselected.Fig.2.DefinitionofworkingphasesduringgearchangingDownloadedfromSAEInternationalbyChongqingUniversityofTechnology,Wednesday,March18,2015PhaseI.Pre-synchronizationisachievedbythethrustpieceswhichmovethesynchronizerringintotheblockedposition.Thisisperceivedasaslightincreaseingearshifteffort,Figure2,PhaseI.PhaseIIisreferredtoasthesynchronizingphase.Theslidingsleevepressesthesynchronizerringagainstthefrictionconeoft