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W. Ryu N. Cho I. Yoo H. Song H. Kim 《International Journal of Automotive Technology》2009,10(1):115-121
In this study, the performance of a CVT clutch system for a hybrid electric vehicle was investigated. To analyzed the vehicle
performance at restart, the restart delay and driveshaft torque was investigated by simulations and experiments. It was found
from the simulation results that the vehicle restart response depends on the clutch pressure buildup time to the point where
the clutch torque begins to overcome the vehicle road load, and driving comfort at restart is directly related to the rate
change of the clutch pressure. 相似文献
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阐述了虚拟制造技术的内涵,介绍了金属带式CVT虚拟制造的主要研究内容,并对金属带式CVT虚拟制造的关键技术进行了研究,金属带式CVT虚拟制造的关键技术包括虚拟现实技术、虚拟现实建模技术、虚拟仿真技术、信息管理技术及可制造性评价等。 相似文献
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为适应对车辆动力性能、经济性能和排放性能的要求,本文以HT—CVT为研究对象,建立了其动力传递油膜模型和油膜动力传递模型,通过计算分析得到了基于变速单元结构设计的油膜变化历程,以及油膜动力传递特征,结果与实验吻合较好。模型可直接应用于HT—CVT的计算机设计,计算结果对实际变速系统设计具有指导意义。 相似文献
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N. G. Park J. H. Ryu H. W. Lee Y. H. Jeon N. Zhang 《International Journal of Automotive Technology》2009,10(3):341-346
An Inner Spherical CVT (ISCVT) transfers engine power by utilizing the traction force of the lubricant fluid film on the contact
point between concave and convex spherical rolling bodies. Since the concave and the convex contact surfaces of the ISCVT
are exactly spherical parts, they have a large circular (not elliptic) contact area, and the ISCVT mechanism has a larger
torque capacity, less spin loss, and better stability than other traction drive mechanisms. The IVT (Infinitely Variable Transmission)
performances also can easily be embodied in the ISCVT. In this work, we developed a prototype of the ISCVT for a motorcycle
with a 125cc single cylinder engine having a maximum torque of 13.73 Nm at 8,000 rpm. The design parameters were determined,
and the transmission performances were evaluated by optimal design procedure. The transmission efficiency, the life time,
the maximum severe stresses on each part of the ISCVT, and the work needed for varying speed ratio were theoretically investigated,
and the efficiency performances were experimentally measured. The manufactured prototype was installed in an actual motorcycle,
which was fixed on the test-bench equipped with a dynamometer. The parasitic loss of the prototype and the cross-sectional
road load performance were tested. The power efficiency of the simulated prototype was between 87∼92%, and the life span was
more than 50,000 hours. The tested overall power efficiency was around 70∼92% under frequent driving conditions, which is
an impressive performance in a motorcycle transmission despite the small difference from the simulation. 相似文献