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    btl ô tô Nguyễn Minh Quang

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    btl ô tô Nguyễn Minh Quang

    Uploaded by

    quang.nguyenken123
    3 views13 pages

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    3 views13 pages

    btl ô tô Nguyễn Minh Quang

    Uploaded by

    quang.nguyenken123

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
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    4/ Các công nghệ cải tiến hệ thống truyền lực CVT

    a) The system combines a CVT with a


    hybrid engine

    The dedicated hybrid continuously variable transmission (DH-CVT)


    with Bosch pushbelt is a hybrid configuration excelling in efficiency
    and performance.

    Driving DH-CVT means excellent performance and comfort. A smooth


    drive-off is ensured even with an empty battery. The vehicle displays a
    good launch performance and achieves maximum grade ability.
    Additional: DH-CVT realize optimized fuel consumption under all
    driving conditions.

    The tight packaging of the DH-CVT reduces the costs of the entire
    powertrain. The combination of the electric motor and planetary gear
    set enables a compact variator with a ratio coverage of four and a
    torque capacity of 250 Nm. Combined with the high performance
    pushbelt, the variator enables high efficiency and a power dense design.
    Such a compact variator and the electro-hydraulic actuation also
    represent an efficient solution for fully-electric powertrains.
    ◾Benefits of the dedicated hybrid continuously variable
    transmissions
    SYSTEM BENEFITS FOR SYSTEM BENEFITS FOR DRIVERS
    MANUFACTURERS
     Significant saving potential starting from the  More fun when driving with
    first step towards automation. automatic transmissions due to
    more agile driving behavior, for
     Automatic transmissions make certain example
    functions of electric and automated driving
    possible  Automatic transmissions make
    fuel-saving functions such as
    start/stop coasting possible

     Increased comfort due to clutch


    pedal elimination

     Smooth, dynamic driving-off and


    general driving behavior

    b) Applying The computer control of


    continuously variable transmission
    (CVT)

    -Transmission Ratio Adjustment: The CVT computer control adjusts


    the transmission ratio depending on factors such as vehicle speed,
    engine speed, and load. It considers these factors to select the most
    appropriate transmission ratio for the current operating conditions.
    -Motion Control: The CVT computer control manages the transition
    process from one transmission ratio to another. It ensures smooth
    motion without causing discomfort for the driver.

    -Acceleration And Deceleration: When sudden acceleration or


    deceleration is needed, the CVT computer control can adjust the
    transmission ratio quickly and flexibly to meet the driver's
    requirements.

    -Fuel Efficiency Management: The CVT computer control can also be


    programmed to optimize fuel efficiency by selecting appropriate
    transmission ratios to reduce fuel consumption when conditions allow.
    In summary, CVT computer control is the brain of the
    continuously variable transmission, ensuring smooth operation,
    performance, and fuel efficiency of the automatic transmission
    system.

    c) Surface coating technology on


    components.
    Effects of PVD Coatings
    Physical Vapor Deposited (PVD) coatings can be used mainly to influence
    the near-surface properties, such as:

     surface hardness
     surface roughness
     friction coefficient
     oil wettability

    Surface hardness: The hardness of PVD coatings can be matched, for


    example, from 1,100 Vickers to 4,000 Vickers. A high hardness reduces the
    abravise wear of the coated surface. Typically the abrasive wear scales
    inversely with surface hardness, so a wear reduction of the coated part is
    expected when they are PVD coated.

    Surface roughness: PVD coatings do not have a levelling or smoothing effect,


    as do galvanic coatings. Generally PVD magnetron coatings increase the
    “peak to peak toughness” Rz with 0.1- 0.3 µm per µm film thickness. It’s
    even worse for PVD-ARC coatings when pure metal droplets are introduced
    into the coating, resulting in a peak to peak roughness Rz increase of
    typically 1 µm per µm film thickness. Still, coatings can be used to reduce the
    effects of surface roughness. A surface with a high hardness will influence
    the wear behavior of the uncoated counterpart. Normally one would expect
    an increased wear of the uncoated counterpart. When properly done,
    however, the coating can have a polishing effect, initially resulting in a high
    wear of the counterpart, followed by low wear due to the well-polished
    surface.

    Friction coefficient: The friction coefficient of PVD coatings can range from
    0.1 to 0.8. Typical values for W-DLC (W containing diamond-like carbon, or
    WC-C:H) are between 0.1 and 0.2.

    A reduced friction coefficient will also result in lower micro-pitting. This is


    especially important when there is a compromise of lubrication conditions. It
    has been demonstrated by Murakawa et al. (2) that when a loss-of-lubrication
    stuation occurs after a period of normal lubrication, surface improvements
    may extend the time period for running before catastrophic failure occurs.
    The two surface improvement methods they have investigated are:
    Micro Shot-Peening (MSP), which involves a mixture of metallic and
    ceramic powder with particle size 40-100 µm being shot-peened onto a
    grounded gear surface, resulting in a gear surface without grinding traces.
    The MSP treatment alone hardly increased the lifetime under dry conditions,
    and;

    PVD Coating: WC-C:H coatings were used to coat both untreated gears and
    MSP treated gears. The PVD coating prolonged the running time under loss-
    of-lubricant conditions by a factor of two to three, relative to the uncoated
    gear. Combination of an MSP and PVD coating prolonged the running time
    considerably.

    Oil wettability: While additives are normally mixed with the gear lubricant,
    there is an environmentally driven tendency to reduce these additives. It has
    been demonstrated by Weck et al. (3-5) that the role of additives can partly be
    replaced by WC-C:H coatings, or W-DLC. Biodegradable synthetic esther
    oils, in combination with WC-C:H PVD coated gears, have a similar or
    improved performance as compared to regular oil with additives and
    uncoated gears.

    ◾ Examples of PVD coatings


    PVD coatings that are currently applied in the industry for gear coating and
    relevant properties are presented in the following table:
    d) Cooling Arrangements for Gearbox

     Summary about Cooling System for Gearbox:

    ∙Coolings system in idustrial gearboxes play a crucial role in


    maintaining the proper operating temperature of the gearbox
    components, ensuring optimal performance and longevity. Various type
    of cooling systems is employed based on the specific requirements and
    condition of the industrial application. Here are some common types of
    cooling systems used in industrial gearboxes.

     Air Cooling
    +Natural Convection: Relies on the natural flow of air around the
    gearbox to dissipate heat. It is suitable for smaller gearboxes with
    lower heat generation.
    +Forced Air Cooling: Involves the uses of fans or blowers to force
    air over the gearbox components, enhancing heat dissipation.
    Commonly used in larger gearboxes.

    ◾Water Cooling
    +Plate Heat Exchangers:
    Compact units with plates that
    facilitate the transfer of heat between
    the gearbox oil and cooling water.

    ◾Oil Cooling
    +Oil-to-Air Cooling: Uses a separate oil cooler with fins or radiators
    where air is blown or drawn over the surfaces to cool the gearbox oil.

    +Oil-to-Water Cooling: Utilizing a heat exchanger to transfer heat


    from the gearbox oil to the water circuit.

    ◾Combination Cooling
    +Air- Oil Cooling: Combines air and oil cooling methods. Air is
    used to cool the gearbox externally, while an internal cooler extracts
    heat from the gearbox oil.

    +Air- Water Cooling: Integrates both air and water cooling


    techniques. Air is used for external cooling, and a water circuit is
    employed for additional heat dissipation.
    ◾Direct Cooling
    +Jet Cooling: Involves directing a high- velocity stream of air or
    water onto specific hot spots within the gearbox to cool critical
    components directly.

    The choice of cooling system depends on factor such


    as the size of the gearbox, operating conditions, heat
    generation and the the specific requirements of the
    industrial application.

    d) Simulation of A Continuous
    Variable Power Transmission (CVPST).
    ◾A power-split transmission adopts the power-split technology; it can
    realize the power split in four ways. Due to compact structure of
    power-split transmission, it is designed to meet the operating conditions
    with high speed and overloaded operation. It has a broad application
    prospect in the aerospace and marine industry.

     A V-belt CVT combined with a planetary gear train (PGT)


    provides a power split technology and produces a continuously
    variable split transmission (CVPST) system. This technology
    makes it possible to design a system in which the power flowing
    through the belt unit is controlled the belt at low speed ratios
    transmits only part of the total input power. While at high speed
    ratios the belt may transmit most of the input power. The output
    torque obtained through the planetary output shaft is greater than
    the torque circulating through the pulleys. The power split feature
    accomplishes two goals: first the gear sizes required to attain
    variable velocity ratios need not change due to the CVT
    connection between the gear train and the output shaft; second,
    the belt capacity no longer limits the maximum torque capacity of
    the system. Hence, the CVPST may enhance the transmission
    capacity to enable the V-belt CVT to be used for vehicles with
    large displacement engines.

     For a small vehicle, the CVPST makes it possible to use a regular


    V-belt as a substitute tor the heavier and expensive metal pushing
    belt. The CVPST can also improve the total transmission
    efficiency because only part of the power flows through the belt
    at low speed ratios.

     A CVPST combined with an external step-up gearbox may


    expand the overall transmission ratio to a useful range for use in
    automobiles for both underdrive and overdrive applications. It
    promises to keep the V-belt CVTs advantages and to help
    overcome its drawbacks.

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