牵引传动机械变速器英文翻译文献
带式输送机及其牵引系统外文文献翻译、中英文翻译
Belt Conveying Systems Development of driving systemAmong the methods of material conveying employed，belt conveyors play a very important part in the reliable carrying of material over long distances at competitive cost．Conveyor systems have become larger and more complex and drive systems have also been going through a process of evolution and will continue to do so．Nowadays，bigger belts require more power and have brought the need for larger individual drives as well as multiple drives such as 3 drives of 750 kW for one belt(this is the case for the conveyor drives in Chengzhuang Mine)．The ability to control drive acceleration torque is critical to belt conveyors’ performance．An efficient drive system should be able to provide smooth，soft starts while maintaining belt tensions within the specified safe limits．For load sharing on multiple drives．torque and speed control are also important considerations in the drive system’s design. Due to the advances in conveyor drive control technology，at present many more reliable．Cost-effective and performance-driven conveyor drive systems covering a wide range of power are available for customers’ choices[1].1 Analysis on conveyor drive technologies1．1 Direct drivesFull-voltage starters．With a full-voltage starter design，the conveyor head shaft is direct-coupled to the motor through the gear drive．Direct full-voltage starters are adequate for relatively low-power, simple-profile conveyors．With direct full-voltage starters．no control is provided for various conveyor loads and．depending on the ratio between fu11- and no-1oad power requirements，empty starting times can be three or four times faster than full load．The maintenance-free starting system is simple，low-cost and very reliable．However, they cannot control starting torque and maximum stall torque；therefore．they are limited to the low-power, simple-profile conveyor belt drives．Reduced-voltage starters．As conveyor power requirements increase，controlling the applied motor torque during the acceleration period becomes increasingly important．Because motor torque 1s a function of voltage，motor voltage must be controlled．This can be achieved through reduced-voltage starters by employing a silicon controlled rectifier(SCR)．A common starting method with SCR reduced-voltage starters is to apply low voltage initially to take up conveyor belt slack．and then to apply a timed linear ramp up to full voltage and belt speed．However, this starting method will not produce constant conveyor belt acceleration．When acceleration is complete．the SCRs, which control the applied voltage to the electric motor．are locked in full conduction, providing fu11-line voltage to the motor．Motors with higher torque and pull—up torque，can provide better starting torque when combined with the SCR starters, which areavailable in sizes up to 750 KW．Wound rotor induction motors．Wound rotor induction motors are connected directly to the drive system reducer and are a modified configuration of a standard AC induction motor．By inserting resistance in ser ies with the motor’s rotor windings．the modified motor control system controls motor torque．For conveyor starting，resistance is placed in series with the rotor for low initial torque．As the conveyor accelerates，the resistance is reduced slowly to maintain a constant acceleration torque．On multiple-drive systems．an external slip resistor may be left in series with the rotor windings to aid in load sharing．The motor systems have a relatively simple design．However, the control systems for these can be highly complex，because they are based on computer control of the resistance switching．Today，the majority of control systems are custom designed to meet a conveyor system’s particular specifications．Wound rotor motors are appropriate for systems requiring more than 400 kW ．DC motor．DC motors．available from a fraction of thousands of kW ，are designed to deliver constant torque below base speed and constant kW above base speed to the maximum allowable revolutions per minute(r/min)．with the majority of conveyor drives, a DC shunt wound motor is used．Wherein the motor’s rotating armature is connected externally．The most common technology for controlling DC drives is a SCR device．which allows for continual variable-speed operation．The DC drive system is mechanically simple, but can include complex custom-designed electronics to monitor and control the complete system．This system option is expensive in comparison to other soft-start systems．but it is a reliable, cost-effective drive in applications in which torque,1oad sharing and variable speed are primary considerations．DC motors generally are used with higher-power conveyors，including complex profile conveyors with multiple-drive systems，booster tripper systems needing belt tension control and conveyors requiring a wide variable-speed range．1．2 Hydrokinetic couplingHydrokinetic couplings，commonly referred to as fluid couplings．are composed of three basic elements; the driven impeller, which acts as a centrifugal pump；the driving hydraulic turbine known as the runner and a casing that encloses the two power components．Hydraulic fluid is pumped from the driven impeller to the driving runner, producing torque at the driven shaft．Because circulating hydraulic fluid produces the torque and speed，no mechanical connection is required between the driving and driven shafts．The power produced by this coupling is based on the circulated fluid’s amount and density and the torque in proportion to input speed．Because the pumping action within the fluid coupling depends on centrifugal forces．the output speed is less than the input speed．Referred to as slip．this normally is betweenl% and 3%．Basic hydrokinetic couplings are available in configurations from fractional to several thousand kW ．Fixed-fill fluid couplings．Fixed-fill fluid couplings are the most commonly used soft-start devices for conveyors with simpler belt profiles and limited convex/concave sections．They are relatively simple,1ow-cost,reliable,maintenance free devices that provide excellent soft starting results to the majority of belt conveyors in use today．Variable-fill drain couplings．Drainable-fluid couplings work on the same principle as fixed-fill couplings．The coupling’s impellers are mounted on the AC motor and the runners on the driven reducer high-speed shaft．Housing mounted to the drive base encloses the working circuit．The coupling’s rotating casing contains bleed-off orifices that continually allow fluid to exit the working circuit into a separate hydraulic reservoir．Oil from the reservoir is pumped through a heat exchanger to a solenoid-operated hydraulic valve that controls the filling of the fluid coupling．To control the starting torque of a single-drive conveyor system，the AC motor current must be monitored to provide feedback to the solenoid control valve．Variable fill drain couplings are used in medium to high-kW conveyor systems and are available in sizes up to thousands of kW ．The drives can be mechanically complex and depending on the control parameters．the system can be electronically intricate．The drive system cost is medium to high, depending upon size specified．Hydrokinetic scoop control drive．The scoop control fluid coupling consists of the three standard fluid coupling components：a driven impeller, a driving runner and a casing that encloses the working circuit．The casing is fitted with fixed orifices that bleed a predetermined amount of fluid into a reservoir．When the scoop tube is fully extended into the reservoir, the coupling is l00 percent filled．The scoop tube, extending outside the fluid coupling，is positioned using an electric actuator to engage the tube from the fully retracted to the fully engaged position．This control provides reasonably smooth acceleration rates．to but the computer-based control system is very complex．Scoop control couplings are applied on conveyors requiring single or multiple drives from l50 kW to 750 kW.1．3 Variable-frequency control(VFC)Variable frequency control is also one of the direct drive methods．The emphasizing discussion about it here is because that it has so unique characteristic and so good performance compared with other driving methods for belt conveyor．VFC devices Provide variable frequency and voltage to the induction motor, resulting in an excellent starting torque and acceleration rate for belt conveyor drives．VFC drives．available from fractional to several thousand(kW ), are electronic controllers that rectify AC line power to DC and，through aninverter, convert DC back to AC with frequency and voltage contro1．VFC drives adopt vector control or direct torque control(DTC)technology，and can adopt different operating speeds according to different loads．VFC drives can make starting or stalling according to any given S-curves．realizing the automatic track for starting or stalling curves．VFC drives provide excellent speed and torque control for starting conveyor belts．and can also be designed to provide load sharing for multiple drives．easily VFC controllers are frequently installed on lower-powered conveyor drives，but when used at the range of medium-high voltage in the past．the structure of VFC controllers becomes very complicated due to the limitation of voltage rating of power semiconductor devices，the combination of medium-high voltage drives and variable speed is often solved with low-voltage inverters using step-up transformer at the output，or with multiple low-voltage inverters connected in series．Three-level voltage-fed PWM converter systems are recently showing increasing popularity for multi-megawatt industrial drive applications because of easy voltage sharing between the series devices and improved harmonic quality at the output compared to two-level converter systems With simple series connection of devices．This kind of VFC system with three 750 kW /2．3kV inverters has been successfully installed in ChengZhuang Mine for one 2．7-km long belt conveyor driving system in following the principle of three-level inverter will be discussed in detail．2 Neutral point clamped(NPC)three-level inverter using IGBTsThree-level voltage-fed inverters have recently become more and more popular for higher power drive applications because of their easy voltage sharing features．1ower dv/dt per switching for each of the devices，and superior harmonic quality at the output．The availability of HV-IGBTs has led to the design of a new range of medium-high voltage inverter using three-level NPC topology．This kind of inverter can realize a whole range with a voltage rating from 2．3 kV to 4．1 6 kV Series connection of HV-IGBT modules is used in the 3．3 kV and 4．1 6 kV devices．The 2．3 kV inverters need only one HV-IGBT per switch[2,3].2．1 Power sectionTo meet the demands for medium voltage applications．a three-level neutral point clamped inverter realizes the power section．In comparison to a two-level inverter．the NPC inverter offers the benefit that three voltage levels can be supplied to the output terminals，so for the same output current quality，only 1/4 of the switching frequency is necessary．Moreover the voltage ratings of the switches in NPC inverter topology will be reduced to 1/2．and the additional transient voltage stress on the motor can also be reduced to 1/2 compared to that of a two-level inverter．The switching states of a three-level inverter are summarized in Table 1．U．V and Wdenote each of the three phases respectively；P N and O are the dc bus points．The phase U，for example，is in state P(positive bus voltage)when the switches S1u and S2u are closed，whereas it is in state N (negative bus voltage) when the switches S3u and S4u are closed．At neutral point clamping，the phase is in O state when either S2u or S3u conducts depending on positive or negative phase current polarity，respectively．For neutral point voltage balancing，the average current injected at O should be zero．2．2 Line side converterFor standard applications．a l2-pulse diode rectifier feeds the divided DC-link capacitor．This topology introduces low harmonics on the line side．For even higher requirements a 24-pulse diode rectifier can be used as an input converter．For more advanced applications where regeneration capability is necessary, an active front．end converter can replace the diode rectifier, using the same structure as the inverter．2．3 Inverter controlMotor Contro1．Motor control of induction machines is realized by using a rotor flux．oriented vector controller．Fig．2 shows the block diagram of indirect vector controlled drive that incorporates both constant torque and high speed field-weakening regions where the PW M modulator was used．Inthis figure，the command flux is generated as function of speed．The feedback speed isadded with the feed forward slip command signal . the resulting frequency signal isintegrated and then the unit vector signals(cos and sin)are generated．The vector rotatorgenerates the voltage and angle commands for the PW M as shown．PWM Modulator．The demanded voltage vector is generated using an elaborate PWM modulator．The modulator extends the concepts of space-vector modulation to the three-level inverter．The operation can be explained by starting from a regularly sampled sine-triangle comparison from two-level inverter．Instead of using one set of reference waveforms and one triangle defining the switching frequency，the three-level modulator uses two sets of reference waveforms U r1and U r2and just one triangle．Thus, each switching transition is used in an optimal way so that several objectives are reached at the same time．Very low harmonics are generated．The switching frequency is low and thus switching losses are minimized．As in a two-level inverter, a zero-sequence component can be added to each set of reference waveform s in order to maximize the fundamental voltage component．As an additional degree of freedom，the position of the reference waveform s within the triangle can be changed．This can be used for current balance in the two halves of the DC-1ink．3 Testing resultsAfter Successful installation of three 750 kW /2．3 kV three-level inverters for one 2．7 km long belt conveyor driving system in Chengzhuang Mine．The performance of the whole VFC system was tested．Fig．3 is taken from the test，which shows the excellent characteristic of the belt conveyor driving system with VFC controller．Fig．3 includes four curves．The curve 1 shows the belt tension．From the curve it can be find that the fluctuation range of the belt tension is very smal1．Curve 2 and curve 3 indicate current and torque separately．Curve 4 shows the velocity of the controlled belt．The belt velocity have the“s”shape characteristic．A1l the results of the test show a very satisfied characteristic for belt driving system．4 ConclusionsAdvances in conveyor drive control technology in recent years have resulted in many more reliable．Cost-effective and performance-driven conveyor drive system choices for users．Among these choices，the Variable frequency control (VFC) method shows promising use in the future for long distance belt conveyor drives due to its excellent performances．The NPC three-level inverter using high voltage IGBTs make the Variable frequency control in medium voltage applications become much more simple because the inverter itself can provide the medium voltage needed at the motor terminals，thus eliminating the step-up transformer in most applications in the past．The testing results taken from the VFC control system with NPC three．1evel inverters used in a 2．7 km long belt conveyor drives in Chengzhuang Mine indicates that the performance of NPC three-level inverter using HV-IGBTs together with the control strategy of rotor field-oriented vector control for induction motor drive is excellent for belt conveyor driving system．带式输送机及其牵引系统在运送大量的物料时，带式输送机在长距离的运输中起到了非常重要的竞争作用。
变速器介绍外文文献翻译、中英文翻译、外文翻译
附录附录A 英文文献Transmission descriptionTransmission gearbox's function the engine's output rotational speed is high, the maximum work rate and the maximum torque appears in certain rotational speed area. In order to display engine's optimum performance, must have a set of variable speed gear, is coordinated the engine the rotational speed and wheel's actual moving velocity. The transmission gearbox may in the automobile travel process, has the different gear ratio between the engine and the wheel, through shifts gears may cause the engine work under its best power performance condition. Transmission gearbox's trend of development is more and more complex, the automaticity is also getting higher and higher, the automatic transmission will be future mainstream.Automotive Transmission's mission is to transfer power, and in the process of dynamic change in the transmission gear ratio in order to adjust or change the characteristics of the engine, at the same time through the transmission to adapt to different driving requirements. This shows that the transmission lines in the automotive transmission plays a crucial role. With the rapid development of science and technology, people's car is getting higher and higher performance requirements, vehicle performance, life, energy consumption, such as vibration and noise transmission depends largely on the performance, it is necessary to attach importance to the study of transmission.Transmission gearbox's pattern the automobile automatic transmission common to have three patterns: Respectively is hydraulic automatic transmission gearbox (AT), machinery stepless automatic transmission (CVT), electrically controlled machinery automatic transmission (AMT). At present what applies is most widespread is, AT becomes automatic transmission's pronoun nearly.AT is by the fluid strength torque converter, the planet gear and the hydraulic control system is composed, combines the way through the fluid strength transmission and the gear to realize the speed change bending moment. And the fluid strength torque converter is the most important part, it by components and so on pump pulley, turbine wheel and guide pulley is composed, has at the same time the transmission torque and the meeting and parting function.And AT compare, CVT has omitted complex and the unwieldy gear combination variable transmission, but is two groups of band pulleys carries on the variable transmission. Through changes the driving gear and the driven wheel transmission belt's contact radius carries on the speed change. Because has cancelled the gear drive, therefore its velocity ratio may change at will, the speed change is smoother, has not shifted gears kicks the feeling.AMT and the hydraulic automatic transmission gearbox (AT) is the having steps automatic transmission equally. It in the ordinary manual transmission gearbox's foundation, through installs the electrically operated installment which the microcomputer controls, the substitution originally coupling's separation which, the joint and the transmission gearbox completes by the manual control elects to keep off, to shift gears the movement, realizes fluid drive.Manual transmission gear mainly uses the principle of deceleration. Transmission within the group have different transmission ratio gear pair, and the car at the time of shift work, that is, through the manipulation of institutions so that the different transmission gear pair work. Manual transmission, also known as manual gear transmission, with axial sliding in the gears, the meshing gears through different speed to achieve the purpose of torque variation. Manual shift transmission can operate in full compliance with the will of the driver, and the simple structure, the failure rate is relatively low, value for money.Automatic transmission is based on speed and load (throttle pedal travel) fortwo-parameter control gear in accordance with the above two parameters to automatically take-off and landing. Automatic transmission and manual transmission in common, that is, there are two-stage transmission, automatic transmission can only speed the pace to automatically shift, manual transmission can be eliminated, "setback" of the shift feel.Automatic transmission is a torque converter, planetary gears and hydraulic manipulation of bodies, through the hydraulic transmission and gear combination to achieve the purpose of variable-speed torque variation.Also known as CVT-type continuously variable CVT. This transmission and automatic transmission gear generally the biggest difference is that it eliminates the need of complex and cumbersome combination of variable-speed gear transmission, and only two groups to carry out variable-speed drive pulley.CVT transmission than the traditional structure of simple, smaller and it is not the number of manual gear transmission, no automatic transmission planetary gear complex group, mainly rely on the driving wheel, the driven wheel and the transmission ratio brought about by the realization of non-class change.Widely used in automotive internal combustion engine as a power source, the torque and speed range is very small, and complex conditions require the use of motor vehicles and the speed of the driving force in the considerable changes in the scope. To resolve this contradiction, in the transmission system to set up the transmission to change transmission ratio, the expansion of the driving wheel torque and speed range in order to adapt to constantly changing traffic conditions, such as start, acceleration, climbing and so on, while the engine in the most favorable conditions to work under the scope; in the same direction of rotation of the engine under the premise of the automobile can be driven back; the use of neutral, interruption of power transmission, in order to be able to start the engine, idle speed, and ease of transmission or power shift . Transmission is designed to meet the above requirements, so that the conditions in a particular vehicle stability.In addition to transmission can be used to meet certain requirements, but also to ensure that it and the car can have a good match, and can improve the car's power andeconomy to ensure that the engine in a favorable condition to increase the scope of the work of the use of motor vehicles life, reduce energy consumption, reduce noise, such as the use of motor vehicles.Today the world's major car companies CVT are very active in the study. The near future, with electronic control technology to further improve, electronically controlled Continuously Variable Transmission-type is expected to be a wide range of development and application.附录B 文献翻译变速器介绍发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
变速器外文资料翻译
自动变速器英文文献翻译
毕业设计（论文）外文翻译AUTOMATIC TRANSMISSIONThe modern automatic transmission is by far，the most complicated mechanical component in today’s automobile.It is a type of transmission that sifts itself.A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.There are two basic types of automatic transmission based on whether the vehicle is rear wheel drive or front wheel drive.On a rear wheel drive car，the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position.A drive shaft connects the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels.Power flow on this system is simple and straight forward going from the engine，through the torque converter，then trough the transmission and drive shaft until it reaches the final drive where it is split and sent to the two rear transmission.On a front wheel drive car，the transmission is usually combined with the final drive to form what is called a transaxle.The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the rear of the car.Front axles are connected directly to the transaxle and provide power to front wheels.In this example，power floes from the engine，through the torque converter to a larger chain that sends the power through a 180 degree turn to the transmission that is alongside the engine.From there，the power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles.There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular.A much less popular rear and is connected by a drive shaft to the torque converter which is still mounted on the engine.This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling.Another rear drive system mounts everything，the engine，transmission and final drive in the rear.This rear engine arrangement is popular on the Porsche。
文献翻译—机械传动
附录A外文资料Nowadays the modernized social mechanical trade will utilize to the mechanical way and transmit the transmission of power and sport. It is very extensive that mechanical drive is applied in mechanical engineering, there are various forms, can be divided into two kinds mainly:①The friction of frictional force transmission power and sport by the parts transmits, including taking the transmission, transmission of the rope and rubing a round of transmission etc.. It is apt to realize infinitely variable speeds to rub the transmission, can mostly adapt to the transmission occasion of the axle with bigger interval, the overload still can play a role in buffering and protecting the transmission device while skidding, but this kind of transmission generally can't be used in the occasion of high-power, can't which guarantee accurate transmission either to.②By take the initiative piece clench the teeth or clench the teeth, transmit power or meshing transmission of sport through the middle piece with follower, including transmission of the gear wheel, transmission of the chain, spiral transmission harmonious wave transmission,etc.. Clench the teeth, spread kinetic energy enough occasion to use for high-power, transmission than accurate, but generally require higher manufacture precision and install the precision. Each there is a characteristic in each kind of mechanical drive （seethe list [the basic characteristic of daily mechanical drive ]）, suitable for different conditions separately.The roller platform of the transmission is a kind of old transporting equipment. The roller platform of the transmission becomes continuous transport machinery of an article as a kind of transport, there is long application history in the casting, metallurgy and other processing and manufacturing industries. In the past 20 years, because industry such as the electrical home appliances rise vigorously, various production lines, assembly lines composed of roller platforms of the transmission arise at the historic moment. The general adoption of the especially continuous production line, has injected new vigor into wide application and development of the roller platform of the transmission.Transports goods with other the transport machinery to compare, the modern rollarounds conveyer except has the structure easily, the revolution reliable, outside the maintenance convenient tradition merit, its remarkable merit is it and the continuous production technological process good compatibility and the overcoatability.Not only it may connect the production technological process, moreover may participate in the production technological process directly; In the installment arrangement may very conveniently and the process unit and other conveyor connection coordination, thus, in present running water production lines and so on the production each kind of processing, assembly, test, packing, storage and transportation, sort, nearly everywhere may discover has expulsion system which the rollarounds conveyer composes.In the industrially developed country, the manufacturing industry of Taiwan of transmission roller developed rapidly has already entered ripe stage, have formed specialization and large-scale production. All kinds of common and special-purpose products, the structure is various informative, specification variety is available, and is weeding out the old and bringing forth the new constantly, can meet demands of all trades and professions. Correspond with this, attach great importance to the standardization work of the roller platform of the transmission, since the fifties, begin, devoted to transmission roller TV station formulation of standard, newer and complete several times, to standardize and promote transmission roller standardize, seriation and universalization that platform manufacture, guarantee and promote the conveyer engineering level of the roller and make quality, has played a good role.Compared with industrially developed country, development and standard of the transmission roller platform of our country start relatively late.Before the eighties, the roller platform of the transmission got more extensive application only in steeling rolling in the mechanized flowing water production line of the workshop of assembling etc. of casting the engine, with standard device as main fact, far from, form common to finalize the design the manufacturing in batches of product more. By the middle period of the eighties, with the taking off of industry of our country, especially emergence and drive of new industry such as the electrical home appliances of the car, the production line of mechanized, automatic flowing water begins to be adopted in a large amount and run throughevery profession and trade gradually, the roller platform of the transmission is thereupon used widely too, show the flourishing life, introduce and bring out the best in each other domestically, scale and level of making the conveyer of the roller manufactured, have entered a new stage.The roller platform of the transmission can have becoming an article of straight bottom along the level or transport of smaller angle of inclination, board, excellent, tube, type material, tray, case container and various work pieces. Can realize transporting non- flat articles and flexible articles through the tray. Compared with other cargo airplanes of an article of transport, except that it is reliable, safeguard advantages such as convenient, economy, energy-conservation,etc. that of simple structure, operate, the most outstanding one is that it and production technology course can be connected and formed a complete set well, there is variety of the function, is shown in the following several aspects specifically: Arranges nimble, easy to partition and the connection, may according to the need, by sectors as well as the auxiliary unit and so on straight line, circular arc, level, incline, branch, confluence, is composed the form, the closed type, the plane three-dimensionally, and so on each form transportation route; Is advantageous for with the process unit engagement necessary, engagement way simple compact, sometimes takes the process unit the material input and the output section; The rollarounds crevice spot is advantageous for arranges each kind of equipment and the equipment;It is steady for article to transport, benefit, go on process, assemble, test, sort, pack,various craft nature operation of storing etc. to article to transport course, it is easy to send the course and realize automaticallying control correctly; The connection size of the conveyer of two rollers is small, can operate the articles smaller; Double or several rows of rollers conveyer can make up the roller conveyer of the large width side by side, become an article in order to operate large-scaly; Allow to transport high-temperature articles; Roller conveyer standardization, seriation, universalization intensity easy to assemble and make up different production lines high, do not need special building construction foundation at the same time.Because the roller platform of the transmission has obvious advantages while transporting into an article, therefore in the things in every production division and trade are transported, especially used widely in various flowing water production lines. In addition, because a large amount of specialized production for producing and special-purpose bearing of the high-accuracy seamless steel tube of thin wall, can adopt the production line of special plane to produce the part of the roller in enormous quantities while making in the producer of the light roller to make, thus gain the demands of different markets with the low cost.Because it is the cold it is curved section steel and in empty radiant splendour section aluminium alloy rolling type the succeeding in developing and producing in a large amount of the materials, the appearance of the light roller conveyer framework is not merely very esthetic in making, and make the installation of the scene very convenient. In countries such as U.S.A.,Great Britain, Germany, Japan,etc., the factory producing conveyer of the roller of every country reaches between a dozen and several dozen, various common and special-purpose rollers, various specification varieties are fill with everything.In countries and so on America, England, Germany, date, each national production rollarounds conveyer factory reaches several to dozens of, each kind general and special-purpose rollarounds, each kind of specification variety has everything expected to find.In the machinery, the war industry, the light industry, the chemical industry, the medicine, food, the posts and telecommunications, the metallurgy, the building materials, the warehouse, the commodity assignment obtain the widespread application.Live roll Taiwan may or the small angle of bank transportation has the straight base along the level to become goods, like board, stick, tube, molding, tray, box class vessel as well as each kind of work piece. May draw support from the tray realization transportation regarding the non-flat base goods and the flexible goods. Transports goods with other the transport aircraft to compare, except has the structure simply, the revolution reliable, the maintenance convenient, merits and so on outside economy, energy conservation, most prominent is it with the production technological process can well the engagement and necessary, and has the function multiplicity, concrete manifestation in following several aspects:（1）Sub-paragraph and assign flexible, easy to connect, and may, according to their needs, the straight line, ARC, level, tilt, branches, such asconvergence zone, as well as assistive devices, composition, and an open-closed type, level, three-dimensional, and other forms of transportation routes.（2）to facilitate technological equipment and accessories, and convergence means convergence summary is compact, sometimes as a technological equipment materials input and output, the gap between rollers QWERTY Layout parts of various devices and equipment.（3） a smooth and easy to transport goods to be processed goods in the course of transmission, assembling, testing, sorting, packing, storage, as well as various processes, and to facilitate the operation of the automatic delivery process.（4）two rollarounds conveyer connection size is small, may revolve the light-sized goods.（5）two-row or several row of rollarounds conveyer may compose the great width abreast in row the rollarounds conveyer, moves large-scale becomes goods.（6）permission transportation high temperature goods.（7）live roll Taiwan standardization, the seriation, the universalized degree are high, easy to assemble at the same time the composition different production line not to need the special construction foundation.Power type rollarounds conveyer itself has the drive, the rollarounds rotation assumes the initiative condition, May control the goods running status strictly, is precise according to the stipulation speed, steady, reliabletransportation goods, is advantageous for the realization transportation process automatic control.The transmission bearing capacity of the chain is great, the commonability is good, it is convenient to fix up, have a good adaptability to the environment, can contact the oil frequently, water and place taller in humidity work, is a kind of most frequently used roller conveyers. But the roller chain is easy to wear and tear while working in many dust environments, the noise is relatively great while operating at a high speed.The transmission of the chain divides transmission and double-stranded transmission into the single strand. The transmission of single strand is fixed up compactly, suitable for light year, low-speed, the occasion operated continuously Roller drive of conveyer, adopt motor and planet wave line stitch a decelerator make the form up, have structural compactness, assign the convenient, transmission the advantage with high efficiency. If adjust the speed requirement, can adopt frequency conversion or adjust the speed electromagnetically. The drives of China, light roller conveyer are generally fixed up in the underpart of the framework, the drive of the conveyer of the heavy-duty roller is on the ground underbed. The running part of the conveyer of the roller is closed in covering the shell, so as to ensure the security of operating. Have already included the transmission of the chain and a tight device,etc. in the part of the drive.Single strand roller conveyer of transmission, drive their assign in rollerconveyer tip. Clench the teeth and compensate the extending caused by reason of wearing and tearing etc. of roller chain in order to guarantee roller chain, sprocket normally, there is a tight device and guide in the transmission. Pieces of length of the transmission of single strand are unsuitable to exceed 15m, otherwise prone to the pulsating phenomenon of the roller chain, influence articles to transport steadily.The roller conveyer of the double-stranded transmission, his drive should be assigned in the middle part of the conveyer of the roller generally, so can improve the roller chain sprocket and receive the strength situation, improve transmission efficiency. The roller interval of the transmission should be integer time of 1/2 of the roller chain pitches. It is unsuitable to be greater than 150 that the transmission chain ring of the double-stranded transmission is counted, otherwise transmission efficiency will be obviously reduced.附录B中文翻译当今现代化社会机械行业都会利用到机械方式传递动力和运动的传动。
自动变速器英文文献翻译
毕业设计外文翻译THE RESEARCHS OFAMT SHIFTING SCHEDULESThe modern automatic transmission is by far，the most complicated mechanical component in today s automobile. It is a type of transmission that siftsitself. A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.There are two basic types of automatic transmission based on whether the vehicle is rear wheel drive or front wheel drive. On a rear wheel drive car，the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position. A drive shaft connects the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels. Power flow on this system is simple and straight forward going from the engine，through the torque converter，then trough the transmission and drive shaftuntil it reaches the final drive where it is split and sent to the two rear transmission.On a front wheel drive car，the transmission is usually combined with the final drive to form what is called a transaxle. The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the reaorf the car. Front axles are connected directly to the transaxle and provide power to front wheels. In this exampl，e power floes from the engine，through the torque converter to a larger chain that sends the power through a 180 degree turn to the transmission thatis along side the engine. From there，the power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles.There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A much less popular rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything，the engine，transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche。
中英文文献翻译—自动变速器
附录From 1894, a French engineer to a car fitted with the world's first transmission date, transmission has been car a hundred years of development. Important for the automotive transmission component of the commitment to enlarge the engine torque, torsional characteristics of reactive power with the engine, to achieve the desired power transmission, and thus adapt to various road conditions to achieve the main devices driving.The first is the use of manual transmission. Later, for the convenience of motorists, in the collar between adjacent gear fitted with a synchronizer, the synchronizer rely on, and we do not need to shift to judge the speed. Manual transmission is still present in the automotive industry a wide range of applications, automatic transmission is a trend, but the manual transmission is great fun, embodied persons.The traditional gear transmission with the use of different shift achieved the purpose of twisting, but with the change of gear by foot only hand-off to achieve, and this is the so-called manual transmission. Easily shift to achieve the abolition of clutch pedal and manual the AT (AutomaticTransmission) transmission occurred, it is the main browser using hydraulic Torque traditional mechanical gearbox with the shift function to achieve. In fact, as early as the 1948 Oldsmobile car GM has already emerged on the automatic transmission is now taking shape, but then the automatic transmission is only the addition of hydraulic coupler manual transmission only.AT used because earlier, so the English name is called "automatic transmission." However, AT is not the same as in the automatic transmission. As long as we can to achieve the automatic transmission shift automatic transmission can be called, it is necessary to achieve this in fact means a lot: In addition to AT, but also includes other forms of CVT. However, before the overthrow of the name can not, so let us not think so: automatic transmission (AT) including: hydraulic transmission (AT), Electronically Controlled Transmission (ECT), non-polar transmission (CVT).1908 Ford Model T the first use of a two-speed ratio automatic transmission. Constructed using multiple sets of gear, and gear into the central and peripheral gear, the outside is a runner, with the introduction of the central gear of the torque from the engine is different from camera gear groups so as to be different levels of speed, including Reverserotation reversing file. Runner-type automatic transmission, there is a drawback, that is, when people start to accelerate there is a feeling of spin the wheels, so drivers will be meng refueling door, but does not immediately increase the speed again. At present, some manufacturers such as Nissan and Fiat, have recourse to some electronic device to try to eliminate this shortcoming, Nissan Primera and the 6-speed transmission Fiat Punto 7-speed gearbox is the result of this effort. Drivers pulled no need to handle, they can easily change the speed.Although the automatic transmission continue to evolve and progress, but there will always be a drawback, that is, the response speed of action and between the pedal there will always be a gap, driving in the impression of a lack of intuition. Appeared in 1969 and the electronic control systems appeared in 1982, which was to improve digital technology. With the engine fuel injection and ignition devices continued to be refined, automatic transmission is also new tricks, such as set up a "campaign-style 'or" snow road ", such as the manipulation of different ways, some in the instrument panel has a bearing S letter button, you can become extremely rapid acceleration; or snowflake patterns are printed on the button on behalf of the snow moving to avoid slipping in the start. Even worse, a new generation of "adaptable style" Transmission can also adapt to motorists different habits, the corresponding reaction, so that drivers will become more user-friendly. the intelligent automatic transmission, and spread to the vehicle mass, which is a credit to the French. in 1997 with the Renault Clio Peugeot 206 took the lead in the most advanced computer-controlled technology and is known as "fuzzylogie" the principle that "fuzzy logic." This car can drive based on the temperament, road conditions, vehicle load and the surrounding environment and other factors, in the nine kinds of programs select the most suitable function, the realization of intelligent driving, in order to give full play to the vehicle performance and reduce fuel consumption and ensure safety. now that is, continuously variable transmission CVT (ContinuouslyVariableTransmission) also have been widely used, continuously variable transmission system in the non-use of gears, to provide smooth and "no class" conversion ratio of the transmission system at the same time light weight, small size, the characteristics of small parts, is recognized as the ideal vehicle transmission. compared to AT, CVT transmission wuji primarily in the drive way there different. The latter is the use of drive belts and the work of the main variable diameter driven wheel to transfer power line in order to achieve the continuous transmission ratiochange.However, the traditional CVT technical weaknesses exist, such as the transmission belt easily damaged, can not afford a larger load, etc., makes the transmission has been used in more than a small displacement, low-power vehicles. As technology advances, the energy crisis triggered a global energy conservation and environmental protection awareness, at the conclusion of the first generation of CVT based on the experience, people develop a better performance, greater torque capacity CVT. However, playing in the torque requirements on the CVT model is still unable to take on heavy responsibilities.Continuously Variable Transmission and the common development of electronically controlled automatic transmission also ushered in DSG (dual clutch automatic transmission) the popularity of Volkswagen has now started to apply only to the super sports car before the technology is applied to the ordinary family car has been up. DSG automatic transmission shifting technology enables faster, less power loss, so more fuel-efficient.The development of automatic transmission car seems to have wisdom, and even more good than people think. It changes according to the road outside, after the calculation, instead of smart people to make an accurate decision.距1894年，一个法国工程师给一辆汽车装上世界上第一个变速器至今，汽车变速器已经经过了一百多年的发展。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译A manual n。
also known as a standard n。
XXX。
It consistsof gears。
synchros。
roller bearings。
shafts。
and gear selectors。
The main clutch assembly is used to engage and disengage the engine from XXX gears are used to select the desired。
and the sector fork moves gears from one to another using the gearshift knob。
Synchros are used to slow the gear to a。
before it is XXX。
The counter shaft holds the gears in place and against the main input and output shaft。
Unlike automatic ns。
XXX。
as there isno XXX。
Note: XXX "n Shifter" was deleted as it had no XXX.)XXX have four to six forward gears and one reverse gear。
However。
some cars may have up to eight forward gears。
while semi trucks XXX by the number of forward gears。
such as a 5-speed standard n.The n of a standard n includes three shafts: the input shaft。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
本科毕业设计（论文）英文资料翻译*****指导教师：孙飞豹（副教授）学科、专业：车辆工程沈阳理工大学应用技术学院2011年12月20日transmission used in automobilesA standard transmission or manual transmission is the traditional type of transmission used in automobiles. The manual or standard transmission consists of a series of gears, synchros, roller bearings, shafts and gear selectors. The main clutch assembly is used to engage and disengage the engine from the transmission. Heliacal cut gears are used to select the ratio desired the sector fork move gears from one to another by using the gearshift knob. Synchros are used to slow the gear to a stop before it is engaged to avoid gear grinding, the counter shaft hold the gears in place and against the main input and output shaft. A stick shift transmission has no torque converter so there is no need for a transmission cooler. A stick shift transmission needs a simple fluid change for proper service. (there is no transmission filter in a stick shift transmission).Transmission ShifterMost manual transmissions have one reverse gear and four to six forward gears. Some cars also have eight forward gears while thirteen to twenty-four gears are present in semi trucks. To differentiate among the available standard transmissions, they are addressed by the number of forward gears. For example, if the standard transmission has five gears, it will be referred to as 5-speed standard transmission or 5-speed standard.Typical Standard Transmission ConfigurationInside the transmission shafts contain all forward and reverse gears. Most transmissions contain three shafts: input shaft, output shaft and counter or lay shaft. Other than standard transmission, there are other transmissions like continuously variable transmission, automatic transmission and semi-automatic transmission. In the manual transmission, a pair of gears inside the transmission selects the gear ratios. Whereas, in an automatic transmission, combination of brake bands and clutch packs control the planetary gear which selects the gear ratio.If there is a provision to select a gear ratio manually in automatic transmissions, the system is called a semi-automatic transmission. The driver can select from any of the gears at any pointof time. In some automobiles like racing cars and motorcycles that have standard transmissions, the driver can select the preceding or the following gear ratio with no clutch operation needed. This type of standard transmission is known as sequential transmission. In this transmission the clutch is still used for initial take off.Clutch and Flywheel AssemblyThe main clutch plays the role of a coupling device which separates the transmission and the engine. If the clutch is absent and the car comes to a stop the engine will stall. In automobiles, the clutch can be operated with the help of a pedal located on the floor of the vehicle. In an automatic transmission instead of a clutch, a torque converter is used to separate the transmission and engine.Typical Stick Shift PatternsA desired gear can be selected by a lever which is usually located on the floor in between the driver and passenger seat. This selector lever is called the gear lever or gear selector or gear shift or shifter. This gear stick can be made to move in right, left, forward and backward direction. When the gear is placed on the N position or neutral position, no gear will be selected. To move the car in the backward direction, the R gear or reverse gear should be selected.Standard transmissions are more efficient and less expensive to produce than automatic transmissions. A Standard transmission is about 15% more efficient compared to an automatic transmission. Standard transmissions are generally stronger than automatic transmissions and off road vehicles take advantage of a direct gear selection so they can withstand rough conditions. Less active cooling is also required in manual transmission system because less power is wasted.●Popular Problem ChecksCar will not go into gearClutch disc is broken completelyInternal transmission damageFailed clutch master cylinderSeized clutch slave cylinderBroken clutch fork pivotBroken clutch cableCar goes into gear but it fades out or is slippingClutch is worn out and needs replacementClutch is oil soaked from a external engine oil leakCar makes grinding noise while operating or shifting gearsOne of the roller or thrust bearings has failedThe gear synchro is worn out not forcing the gear stop before it is engaged causing a grinding gear.A counter or main shaft bearing has failed causing misalignment of the gears●Troubleshooting Noise and ProblemsIf the vehicle is running and a whirring sound is heard, then it goes away when the clutch is depressed, the transmission input bearing has failed.If the transmission is quiet in neutral but when you depress the clutch a squeaking noise is observed, a clutch throw out bearing has failed.Tips:Never let little noises go unattended; a small noise can cause a large noise and transmission operation failure. Never overload a vehicle or tow beyond the capacity this can cause premature transmission failure.汽车变速器汽车传统变速器是那种标准的手动变速器。
变速器论文中英文资料外文翻译文献
变速器论文中英文资料外文翻译文献外文翻译THE RESEARCHS OFAMT SHIFTING SCHEDULESVehicular Automatic Transmission can be divided into three types: Automatic Transmission (AT), Automated Mechanical Transmission (AMT) and Continuously Variable Transmission (CVT). AMT has become a kind of transmission that is full of potentiality, due to its high transfer efficiency, low cost and easiness to manufacture.The research on AMT shifting performance is key technology in the developing. Shifting performance directly influence the market competition and industrialization of AMT.AMT has good market expectation, but during the shifting procedure, the power must be cut off which causes the poor shifting performance than AT and CVT. Only through improving the shifting performance can the commercial competence be established. So the virtual important thing is to find the way to improve shifting performance.The development of AMT can be divided into three phases: semi-automatic, automatic and intelligent. The two major part of AMT are: the hardware including the mastered object, executor, sensors and TCU; and the software performing the control strategy.The performance of AT shift influences greatly the performance of the vehicle. So the research on at shift quality is an important problem in the domain of AT researching. Shift quality control of AT is accomplished by electronic and hydraulic system. To shift smoothly, according the real time throttle valve opening and vehicle speed signal, the controller sends electronic signals to control oil pressure changing curve of the applying elements. this paper analyzes and research detailed shift quality control system，the analyzing model of shifting process and pressure changing curve of the applying elements Firstly this paper summarizes the existing evaluated quota of shift quality, and fully analyzes and introduces the existing control manner of AT shift quality.To meet the needs of research of vehicle starting and the real time control of shift, this paper puts forward a simplified model of engine-torque and a dynamics model of AT shifting process. Through the applying of the established model, this paper fully analyzes the process of the AT shifting.This paper drafts the proper oil pressure changing curve of the applying elements which can improve the AT shift quality, and gives the material calculated methods of the AG4 AT. This paper simulates the AG4 AT’s shifting process of 2H to 3H.The results of the simulation validate the established simplified models and the expected oil pressure changing curve.This paper fully analyzes the mechanism of the pressure regulating and flow controlling system of the AG4 AT, and preparatory discusses the design of the block-diagram of the shift quality control. This paper test the control system and hydraulic system of the AG4 AT by the AT hydraulic-electronic testing-bed. The result of the test validates the correction of these analyses.Automated Mechanical Transmission, as so called AMT, is a new-style transmission system. AMT technology applies the automatic technology to the manual mechanical transmission and makes the selection-gear, shift, clutch and throttle implement automatically. AMT technology is suitable for the situation of our country, and has an expansive market and development foreground. Shift schedules decide the time to shift and are the soul of the AMT. When the AMT is working, by comparing the states of the vehicle with the optimal shift schedules,the AMT decides the optimal shift time and achieves the shift automatically. This will lessen the tiredness of the driver and improve the safety. At the same time, the power and fuel-economy of the vehicle can also be improved. The author chooses the shift schedule as the key technology problem to be researched and the main study aim of this thesis is to get the optimal shift schedules for the AMT and so improve the power and fuel-economy of the vehicle. Through analyzing the influence factors of power and fuel-economy for the automobile, the author get the establishment methods for the optimal-power shift schedule and optimal fuel-economy shift schedule. In order to solve the influence of mass on the shift schedule, the author presents a variable-structure-controlled shift system. This enriches the theory of shift schedules. Because the computer simulation can save a lot of manpower and material resources comparing with the true-car test, so in this thesis, the author uses the simulation toolbox MATLAB/Simulate to setup the simulation model for shift schedules. Using this model, the optimal-power shift schedule and optimal fuel-economy shift schedule above are simulated and proved to be reasonable.Shifting performance is defined as the extent of swiftness and softness during the procedure of non-power shifting and to extend the life of the power train. The index is comfort of passenger, time duration and shock, nine factors maybe influence the shifting performance, and two experimental methods can be used to investigate the nature of this performance: one is collecting real-time data during road experiment and analyzing them, the other is the simulation of the operation conditions of the vehicle.The core of the AMT system is the control strategy, the principle of the clutch engagement, shifting procedure, the choice of control method and the CAN communication between TCU and ECU can influence the shifting performance.Shifting schedule is the schedule of auto shifting time between two shifts with controlling parameters. It includes economical and dynamical shifting schedule. At present, shifting schedule of two controlling parameters (vehicle speed and opening on throttle) is mainly used. If shifting schedule is not good,shifting will not happen at right time and the working condition of engine will be severe. It will make the sound of engine abnormally and stability badly through the whole shifting procession. Sometimes even flame out Schedule of clutch engagement is determined by releasing journey of clutch, opening of throttle, shifting, vehicle speed and loading. The mainControlling goals are engaging quantity and engaging speed. The engaging control of clutch is mainly referred to the control of engaging speed. It is divided into three stages: fast, slow, fast. Shifting quality is directly influenced by the second stage. If engaging harder, it will make shifting concussion, even flame out; if engaging more slowly, it will make the friction time longer and reduce its longevity. The main controlling parameters are difference between initiative and passive and torques on both sides. When torques being approximately equal, it is proved by experiments that it can guarantee shifting time and not make concussion through the procession of engagement at the time of difference of rotating speed below some value. Meanwhile, the abrasion of clutch is not severe.Shifting procedure is the procedure through working harmoniously among engine, clutch and transmission. Their cooperation will affect shifting time heavily. In order to decrease the shifting time, the time that is spent on the friction of the clutch should be decreased first. If we intend to increase the time of non-load stage, which helps to minimize the difference of the rotary speed between the driving disc and the driven disc. If we intend to shorten the time of the non-load stage, engage the clutch immediately after the gear change. The clutch can engage in a satisfying period if the new method of controlling the engaging speed of the clutch is realizable. And the time that is spent on synchronizing the gears should also be shortened. It can be realized in the following two ways. The first is to decrease the difference of the driving gear and the driven gear. The second is to increase the shifting force. If realizing the union control between ECU and TCU by CAN bus, AMT has the best control and the best shifting performance by use of communication strategy between TCU and ECU.Influence on shifting performance by hardwareThe elements in hardware system are the basis of proper functions of AMT. Executors, sensors, electronic components, hydraulic systems have influences on shifting performance, the choice of hardware parameters is of vital important to improvement of shifting performance.With the development of the theory and technology of vehicle, the technical increasingly mature of microprocessor and the extensive application of electronic technique on the car, people have no limit at satisfying the automotive means of transportation only, facing gradually from the request of the car power, economy and easily manipulating, flexibility, safety, an d the intelligent type of car becomes the focus in the vision of people increasingly. Company’s publicity slogan of" person, car, life"," make people the center" etc. On the side exhibit the expectation of people to the automotive individuation, humanity.In the development direction of the car intelligence, the intelligence of the automatic gearbox has important effect. But the intelligence of the automatic gearbox embodies at the establishment of the shift regulation. For the fashion, for satisfying people to the new automotive request, for competitive advantage of the car type, at present, each big factory in world worked very much in shift regulation of new car type. Among those, the most arresting is AL4 automatic gearbox developed by PEUGEOT/CITROEN and RENAULT in that there unexpectedly are the 10 kinds of so many shift regulations. In the big system of person— car — road, the good and bad of the car control, reflect primarily in the coordination of the vehicle and environment (road), the coordination of the vehicle and person. And so, the electronic automatic control system can save various regulations to provide the driver to choose to use, not only having the economic regulation, motive (call to sport the type again) regulation, but also still having the general (usual) regulation, environment temperature and regulation with the outsider condition variety etc. Namely, the point of shifting can be freely enacted for every kind of regulation. In the intelligence direction of the shift regulation, everyone has made much work up to now, parts of the results has been applied on the car. But the work that developing this intelligentshift regulation still is hard, this is mainly because of:1. The intelligence degree of the current intelligent gearbox needs to be increased, and it expresses at that accurate degree to identify environment is not high and to identify the driver’s driving can't give satisfaction.2. The intelligence function is still not perfect. The intelligent automatically shift system is an open system; it must be continuously perfect and plentiful on the current foundation. Only this way, it can adapt to the driving request of the different drivers, reducing the driver’s labor strength, increasing the performance of the whole vehicle.Conventional design method which used in the structure parameters' design of automobile gear box and synchronizer is a time-wasting job and hard work, and it is difficult to get idea design parameters and no good to the enhancement of products qualities. The optimum design of automobile gearbox and synchronizer which take the advantage of computers seeking the best structure parameters within constrains is a perfect and high-quality design method. The main target of this article is to set up a optimum mathematical model of structure parameters of the truck's gearbox and synchronizer, the auth or use a optimum method based on K-T equation to improve the design level of automobile gearbox and synchronizer. Gear box is a important part of transmission, so the optimization of automobile gearbox is very important because the transmission is a main part of automobile. According to the design request and character sofa sort of truck, the optimum mathematical model of truck's gearbox is analyzed an d set up in this article to decrease its weight and volume when the strength, stiffness, and lifetime of parts are permitted. And we can receive a satisfaction result through optimizing it's parameter for instance.Synchronizer is a important part of automobile gearbox, it make drive gear and driven gear engaged after their synchronized, so it can decrease engaged shock and noise, it can decrease shift forcing and make it comfort to gear shift and increase the life of synchronizer. The synchronized process of synchronizer is analyzed in this article; we can receive a satisfaction result through optimizing its influence parameter for instance when the synchronizedtime is the shortest. The optimum toolbox of MATLAB is a convenient of ware of modern optimization with fast speed and powerful function. The algorithms of different mathematical subsets are divided into different librarians in the form of functions in MATLAB optimum toolbox. When we use them, we just call the functions and give special parameters to solve the problems and this will be fast and accurate. The author gives an optimum design for automobile gearbox and synchronizer by using the optimum toolbox of MATLAB and receives a satisfaction result.自动变速器换档规律的研究车辆自动变速器通常分为液力机械式自动变速器（简称AT）、电控机械式自动变速器（简称AMT）和机械式无级变速器（简称CVT）。
浅谈汽车变速器外文文献翻译、中英文翻译、外文翻译
(完整版)机械类外文文献翻译
文献翻译英文原文：NOVEL METHOD OF REALIZING THE OPTIMAL TRANSMISSION OF THE CRANK-AND-ROCKER MECHANISM DESIGN Abstract: A novel method of realizing the optimal transmission of the crank-and-rocker mechanism is presented. The optimal combination design is made by finding the related optimal transmission parameters. The diagram of the optimal transmission is drawn. In the diagram, the relation among minimum transmission angle, the coefficient of travel speed variation, the oscillating angle of the rocker and the length of the bars is shown, concisely, conveniently and directly. The method possesses the main characteristic. That it is to achieve the optimal transmission parameters under the transmission angle by directly choosing in the diagram, according to the given requirements. The characteristics of the mechanical transmission can be improved to gain the optimal transmission effect by the method. Especially, the method is simple and convenient in practical use.Keywords：Crank-and-rocker mechanism, Optimal transmission angle, Coefficient of travel speed variationINTRODUCTIONBy conventional method of the crank-and-rocker design, it is very difficult to realize the optimal combination between the various parameters for optimal transmission. The figure-table design method introduced in this paper can help achieve this goal. With given conditions, we can, by only consulting the designing figures and tables, get the relations between every parameter and another of the designed crank-and-rocker mechanism. Thus the optimal transmission can be realized.The concerned designing theory and method, as well as the real cases of its application will be introduced later respectively.1ESTABLISHMENT OF DIAGRAM FOR OPTIMAL TRANSMISSION DESIGNIt is always one of the most important indexes that designers pursue to improve the efficiency and property of the transmission. The crank-and-rocker mechanism is widely used in the mechanical transmission. How to improve work ability and reduce unnecessary power losses is directly related to the coefficient of travel speed variation, the oscillating angle of the rocker and the ratio of the crank and rocker. The reasonable combination of these parameters takes an important effect on the efficiency and property of the mechanism, which mainly indicates in the evaluation of the minimum transmission angle.The aim realizing the optimal transmission of the mechanism is how to find themaximum of the minimum transmission angle. The design parameters are reasonably combined by the method of lessening constraints gradually and optimizing separately. Consequently, the complete constraint field realizing the optimal transmission is established.The following steps are taken in the usual design method. Firstly, the initial values of the length of rocker 3l and the oscillating angle of rocker ϕ are given. Then the value of the coefficient of travel speed variation K is chosen in the permitted range. Meanwhile, the coordinate of the fixed hinge of crank A possibly realized is calculated corresponding to value K .1.1 Length of bars of crank and rocker mechanismAs shown in Fig.1, left arc G C 2 is the permitted field of point A . Thecoordinates of point A are chosen by small step from point 2C to point G .The coordinates of point A are 02h y y c A -= (1)22A A y R x -= (2)where 0h , the step, is increased by small increment within range(0,H ). If the smaller the chosen step is, the higher the computational precision will be. R is the radius of the design circle. d is the distance from 2C to G .2cos )2cos(22cos 33ϕθϕϕ⎥⎦⎤⎢⎣⎡--+=l R l d (3) Calculating the length of arc 1AC and 2AC , the length of the bars of themechanism corresponding to point A is obtained [1,2].1.2 Minimum transmission angle min γMinimum transmission angle min γ(see Fig.2) is determined by the equations [3]322142322min 2)(cos l l l l l l --+=γ (4) 322142322max 2)(cos l l l l l l +-+=γ (5) max min180γγ-︒=' (6) where 1l ——Length of crank(mm)2l ——Length of connecting bar(mm)3l ——Length of rocker(mm)4l ——Length of machine frame(mm)Firstly, we choose minimum comparing min γ with minγ'. And then we record all values of min γ greater than or equal to ︒40 and choose the maximum of them.Secondly, we find the maximum of min γ corresponding to any oscillating angle ϕ which is chosen by small step in the permitted range (maximum of min γ is different oscillating angle ϕ and the coefficient of travel speed variation K ).Finally, we change the length of rockerl by small step similarly. Thus we3γcorresponding to the different length of bars, may obtain the maximum ofmindifferent oscillating angle ϕand the coefficient of travel speed variation K.Fig.3 is accomplished from Table for the purpose of diagram design.It is worth pointing out that whatever the length of rocker 3l is evaluated, the location that the maximum of min γ arises is only related to the ratio of the length of rocker and the length of machine frame 3l /4l , while independent of 3l .2 DESIGN METHOD2.1 Realizing the optimal transmission design given the coefficient of travelspeed variation and the maximum oscillating angle of the rockerThe design procedure is as follows.(1) According to given K and ϕ, taken account to the formula the extreme included angle θ is found. The corresponding ratio of the length of bars 3l /4l is obtained consulting Fig.3.︒⨯+-=18011K K θ (7) (2) Choose the length of rocker 3l according to the work requirement, the length of the machine frame is obtained from the ratio 3l /4l .(3) Choose the centre of fixed hinge D as the vertex arbitrarily, and plot an isosceles triangle, the side of which is equal to the length of rocker 3l (see Fig.4), andϕ=∠21DC C . Then plot 212C C M C ⊥, draw N C 1, and make angleθ-︒=∠9012N C C . Thus the point of intersection of M C 2 and N C 1 is gained. Finally, draw the circumcircle of triangle 21C PC ∆.(4) Plot an arc with point D as the centre of the circle, 4l as the radius. The arc intersections arc G C 2 at point A . Point A is just the centre of the fixed hinge of the crank.Therefore, from the length of the crank2/)(211AC AC l -= (8)and the length of the connecting bar112l AC l -= (9)we will obtain the crank and rocker mechanism consisted of 1l , 2l , 3l , and 4l .Thus the optimal transmission property is realized under given conditions.2.2 Realizing the optimal transmission design given the length of the rocker (or the length of the machine frame) and the coefficient of travel speed variationWe take the following steps.(1) The appropriate ratio of the bars 3l /4l can be chosen according to given K . Furthermore, we find the length of machine frame 4l (the length of rocker 3l ).(2) The corresponding oscillating angle of the rocker can be obtained consulting Fig.3. And we calculate the extreme included angle θ.Then repeat (3) and (4) in section 2.13 DESIGN EXAMPLEThe known conditions are that the coefficient of travel speed variation1818.1=K and maximum oscillating angle ︒=40ϕ. The crankandrockermechanism realizing the optimal transmission is designed by the diagram solution method presented above.First, with Eq.(7), we can calculate the extreme included angle ︒=15θ. Then, we find 93.0/43=l l consulting Fig.3 according to the values of θ and ϕ.If evaluate 503=l mm, then we will obtain 76.5393.0/504==l mm. Next, draw sketch(omitted).As result, the length of bars is 161=l mm,462=l mm,503=l mm,76.534=l mm.The minimum transmission angle is︒=--+=3698.462)(arccos 322142322min l l l l l l γ The results obtained by computer are 2227.161=l mm, 5093.442=l mm, 0000.503=l mm, 8986.534=l mm.Provided that the figure design is carried under the condition of the Auto CAD circumstances, very precise design results can be achieved.4 CONCLUSIONSA novel approach of diagram solution can realize the optimal transmission of the crank-and-rocker mechanism. The method is simple and convenient in the practical use. In conventional design of mechanism, taking 0.1 mm as the value of effective the precision of the component sizes will be enough.译文：认识曲柄摇臂机构设计的最优传动方法摘要：一种曲柄摇臂机构设计的最优传动的方法被提出。
载货汽车变速器中文英文文献
载货汽车变速器中文英文文献In the realm of automotive engineering, the transmission system stands as a vital component, orchestrating the transfer of power from the engine to the wheels with finesse and efficiency. In the domain of cargo haulage, this role becomes even more pronounced, demanding robustness, versatility, and reliability from the transmission system of freight trucks. This discourse delves into the intricate world of cargo truck transmissions, exploring their design, functionality, and the nuances that make them indispensable in the realm of transportation.At the heart of any cargo truck transmission lies a complex assembly of gears, shafts, and other mechanical components, meticulously engineered to endure the rigors of heavy-duty operation. The primary function of the transmission is to regulate the rotational speed and torque output of the engine, ensuring optimal performance across varying load conditions and road gradients. This task is accomplished through a series of gear ratios, each tailored to deliver the requisite amount of power to the wheels while maintaining engine efficiency.One of the hallmark features of modern cargo truck transmissions is their versatility in accommodating different driving conditions. Whether traversing steep inclines, navigating congested urban streets, or cruising along expansive highways, the transmission seamlessly adjusts its gear ratios to suit the demands of the moment. This adaptability not only enhances driving comfort but also contributes to fuel efficiency and overall vehicle performance.In addition to their primary function of power transmission, cargo truck transmissions often incorporate advanced technologies to enhance operational efficiency and driver experience. Automated manual transmissions (AMTs), for instance, utilize computer-controlled actuators to execute gear shifts with precision, eliminating the need for manual clutch operation while offering the flexibility of manual gear selection when desired. Similarly, continuously variable transmissions (CVTs) employ pulley and beltsystems to deliver smooth, stepless acceleration, optimizing fuel economy and vehicle responsiveness.Furthermore, the durability and longevity of cargo truck transmissions are paramount considerations in their design and engineering. Given the demanding nature of freight hauling operations, transmissions are subjected to immense stress and wear over their operational lifespan. To mitigate these challenges, manufacturers employ robust materials, advanced lubrication systems, and meticulous quality control measures to ensure reliability and longevity. Regular maintenance and periodic inspections further prolong the service life of transmissions, safeguarding against unexpected failures and costly downtime.Beyond their technical intricacies, cargo truck transmissions play a pivotal role in shaping the economic landscape by facilitating the movement of goods across vast distances. From delivering essential commodities to powering supply chains, these vehicles serve as the lifeblood of commerce, connecting producers with consumers in a seamless exchange of goods and services. As such, the efficiency and reliability of cargo truck transmissions directly impact not only the operational costs of businesses but also the broader dynamics of global trade and commerce.In conclusion, the transmission system of cargo trucks embodies the pinnacle of automotive engineering, blending precision, durability, and versatility to meet the demands of modern freight transportation. From its intricate gear mechanisms to its seamless adaptability to varying driving conditions, the transmission stands as a testament to human ingenuity and innovation. As the backbone of the logistics industry, cargo truck transmissions continue to drive progress and prosperity, facilitating the movement of goods and shaping the interconnected world we inhabit.。
车辆工程专业外文翻译--变速器
外文原文：TransmissionsTransmissions have to compromise on either ride comfort or efficiency, but a new approach to the dog engagement gearbox could improve both.With tightening emissions regulations, carmakers are not just confining their efforts to improving combustion and after-treatment. Many are finding that modern engines are so advanced that the benefits of some engine technologies are small compared to the huge development costs involved.It's important to look at the whole vehicle in order to improve emissions. As the second most expensive piece of kit in the car, the transmission is the logical next place to look.Of all transmission technologies, the manual gearbox is the most efficient; around 96percent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it's less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions' head-nod effect on passengers can be wearing.The driver's clutch control and corresponding torque interruptions are also the manual's weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.At the opposite and of the spectrum is the traditional automatic. Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this ,a lot of the current research is trying to find an efficient alternative to the conventional automatic.The main technologies are continuously variable transmissions (CVTs); dual clutch transmissions(DCTs) and automated manual transmissions(AMTs).They all offer different benefits over the conventional planetary automatic.The CVT uses a belt chain or toroidal shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics.Its advantage comes from its simplicitu. It consists of very few components; usually a rubber or metal-link belt; a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.The transmissions works by varying the distance between the faces of the two main pulleys.The pulleys have V-shaped grooves in which the connecting belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.When actuatec, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls ofthe pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs on discs and power-rollers.The "stepless" nature of its design is CVT's biggest draw for automotive engineers. Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the engine's operating curve to a corresponding point on its own operating curve.The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having offered CVT otions on their ranges.The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and lydraulic losses in the system result in only slightly improved efficiency and acceleration over the conventional planetary automatic. Developing the control strategy is costly too."Recent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT." says Bill Martin, managing director of transmission firm zeroshift. "Some carmakers have cancelled DCT projects because of the cost."The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.so what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog enqaqement system.Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog boxes are unsuitable for road use as the large spaces between the drive lugs or "dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of the two sets of dogs only capable of transmitting torque in one or other opposing directions. "By controlling the engagement and disengagement of the two sets you can shift into the new gear befor disengaging the previous gear, "says Martin. "The shift quality is smoother than a typical modern six-speed automatic luxury car."The shift is instant and the torque is not interrupted.This philosophy is used for both up and down shifts."In conventional AMT there is an emissions spike during a shift due to the need to back off and reintroduce throttle, this is eliminated by going seamless, "says Martin. "This also reduces fuel consumption."It is a relative newcomer to the transmission sector, but the firm says that it is already attracting the attention of major European and US carmakers. The big draw is as a low-cost alternative to DCT, says Martin.Because the manual gearbox architecture is largely maintained, production costs and complexity are not greater than for a conventional AMT. Development of the controls side is also considerably cheaper. Music to the ears of engineers trying to cut emissions and costs."Most of the carmakers have seen the system at least once," says Martion. "Some signed us immediately. Some have said not yet. None have said no. "That may be the clearest sign yet that when it comes to powertrain developments, carmakers are starting to focus on the transmission.HOW ZWROSHIFT WORKSThe hardware consists of two sets of bullets. mounted and actuated on two independent bullet rings. both sets of bullets run on the common hub, which is attached to the shaft with splines.Each bullet has a special profile. On one side they have an angled face for engagement. These are diagonally opposed, allowing the bullet to have a drive function for one gear and an overrun function for the other gear. The engagement faces taper backwards slightly to ensure the bullet latches onto the engaged gear under load.the opposite corners have a ramp, which pushes the bullet out of the previous gear once the new gear has been engaged.In neutral both bullet rings are positioned midway between the ratios. To select first gear, the bullets are moved into mesh with the engagement dogs.The bullets are actuated via shift forks conected to the shift actuators.The driving bullets lock first gear to the output shaft and transfer torque from the gearwheel onto the output shaft. The first gear overrun bullets are also moved into gear to lock the wheel to the output shaft in the opposite direction. This transfrs torque from the gearwheel onto the output shaft when the throttle closes and the engine overruns. This eliminates the backlash you'd expect from a dog engagement gearbox.To shift up with an open throttle, first gear's overrun bullets are unloaded and move in to engage second gear. This is followed by the previous driving ring which becomes unloaded when second gear is taken up.If the bullet is stopped from engaging fully-dog-face to dog-face-the second gear wheel opens an engagement window due to the relative speed difference. With the bullet pushed against the engagement dog compliance between the fork and actuator allows the stored energyto fire the bullet into the window.The first gear overrun bullets have now become the second gear drive bullets. As second gear takes over, the load is removed from the first gear drive bullets. These bullets are now no longer held by their retention angie and can be either moved out ofgear by actuators or pushed out of gear by contact with the ramp face of the bullet.The first gear drive bullets then move across into engagement with second gear. In second gear, the roles of the bullets are reversed.Audi RoadjetAudi plans to add comfort, luxury and practicality without increasing emissions The Roadjet concept, first shown at Detroit in January 2006,indicates a number of technical directions that Audi going to take in the coming year. The firm is focusing on interior design, powertrain, chassis, electronics and safety innovations.These new directions will help Audi strengthen its position in the sub-luxury market that it previously had to itself. Audi has two main tactics to attract new customers in the US. It is breaking into the sports utility vehicle(SUV)and compact utility vehicle(CUV)markets.It also introduces new luxury and lifestyle features to strengthen its position in the US; sales there still lag behind those of BMW, Lexus and Mercedes-Benz. The recently launched Q7 off-road luxury vehicle is a late bid to capitalise on the SUV boom.In Europe, the carmaker's technical innovations such as aluminium construction, four-wheel-drive, and novel powertrain technologies have been successful. But if Audi wants to increase its US market share, it needs to innovate in those areas valued by American customers: comfort, luxury and practicality.Audi's designers have focused on this in the interior. They have devised a new wrap-around instrument panel shape to replace the more functional design in existing models. They have expanded the vehicle's multi-media interface (MMI)control system, used for cruise control, suspension, climate and entertainment separate controls. Combined with an upgraded climate system, occupants can set their own individual climate settings.Soft, warm, earthy colours are used in the Roadjet to create a feeling of well-being. The concept uses high quality functional materials: the upholstery is fine leather; the floor is neoprene. The space between the rear seats can house a range of optional equipment: the show car featured an espresso coffee machine. Storage boxes and baby carriers are more realistic alternatives.To enhance practicality, the rear seats slide backwards and forwards diagonally to increase shoulder and leg-room or rear load space. When the rear seats are in their most forward position, an oblique-facing child seat can be used behind the seats.Roadjet's load bay features an eletrically extending load floor to ease loading, offering unmerous lashing points to secure luggage items. The sliding seats and extending load floor are very likely to enter production on Audi's Q5 and A4 models.To heighten the sense of luxury, the concept uses a costly 1,000W Bang & Olufsen sound system with 14-speakers.This incorporates a "digital voice support" function that uses microphones and the car's speakers to pick up and amplify passengers' voices to ensure clear conversation even at high speeds.In a bid to improve road safety, convenience and traffic management, carmakers are working to common standards to develop a new in-car system to talk to other cars androadside wireless olcal area networks. In traffic jams, bad weather or accident situations, cars send information to emergency services, other cars and traffic computers. The Roadjet concept featres previews such a system.The weight of all the new electronics and luxury equipment in this segment, combined with customers' growing demand for power is having a negative effect on exhaust emissions and fuel consumption. Audi is looking at sophisticated technical solutions to balance the equation.Roadjet's 3.2-litre gasoline direct injection engine is based on an existing engine but features a new fixed intake manifold with an integral vacuum reservoir to increase its output. This is combined with a two-stage cam operated variable valve lit technology to increase output.Despite the sports car performance, the Roadjet's overall fuel consumption is slightly lower than the current A4 Quattro 3.2FSI.The valve train technology, due to enter production later in 2006,lets the engine perform economically and smoothly during normal driving, switching automatically to more responsive, more powerful characteristics when the driver demands.Roadjet also has the first Audi application of speeddependent variable ratio dynamic steering for a stable highspeed motorway ride but with enhanced control on twisty country roads. Electronically-controlled variable rate dampers automatically adjust from soft and comfortable to firm and sporty to enhance safety and handling.Audi's engineers have electronically linked all of these systems to create three driver-selectable programmes: dynamic, comfort and sport. Each programme adjusts the dampers, steering, gearbox and engine eletronics to give different driving experiences.Roadjet's body styling marks a new direction for the carmaker.At 1.55m high with a wheelbase 4.7m long and 2.85m wide, the concept is roomy. The firm has used a combination of sharp feature lines and careully-sculpted concave-section doors to disguise the height. While the trademark LED tail lights are likely to enter production unchanged, steerable xenon gas discharge lights will replace the LEDs in the headlamps.Around the end of 2007 Audi will launch the Q5 CUV, based on the next A4 platform. Smaller and lighter than the Q7,it will be well placed to compete in the profitable CUV segment in the US. The Roadjet previews elements of the interior and exterior styling of this model.The Q5 will need to be more rugged to match the outdoor lifestyle image of the CUVsegment. At the same time, for the European market, the Roadjet's sharp style previews the next A4 model range, which may produce a new hatchback body in 2007 to join the conventional saloon and Avant estate. The dashboard and other new interior refinements are likely to spread across the rest of the Audi range over the next 24 months.中文译文：变速器变速箱通常不得不在舒适性和效率之间做出选择，但一种新型的“犬牙啮合式”变速箱可以同时改善这两种性能。
变速器外文文献
Gearbox shellIn order to reduce the internal friction parts caused by the wear and power loss, infuse lubricating oil must be in the shell and the splash lubrication lubrication by the gear pair, the shaft and bearing parts of the surface of the work. Therefore, the shell side of the filler, at the bottom of the drain plug, oil level height refueling by position control. On the first axis constant mesh gear and the second axis of three radial oil hole is drilled on the gear, reverse gear and the intermediate shaft middle often meshing gear wheel hub face has a radial groove, so that lubrication in place of needle roller bearings. To prevent lubricating oil from the first clearance between shaft and bearing cap into the clutch and affect the friction performance, installation of the oil seal assembly within the bearing cover, there are back into the groove in the bearing cover inner hole, can prevent oil spills. In order to prevent the lubricating oil flowed from the second shaft backend. After the transmission in the bearing cover is equipped with oil seal assembly. In each of the bearing cover, back cover, cover, such as shell before and after the combination of surface loading seal gaskets, and the sealing glue, in order to prevent oil spills. To prevent transmission to work due to the oil temperature, pressure and oil leakage phenomenon, after in shift gear and transmission bearing cover is equipped with vent plugAccording to different transmission structure form, the gearbox shell three axis and two axesEngine usually by cylinder and flywheel shell or the elastic support on the gearbox (also known as mount) supported on the frame. Support method in engine supports two 3 support and 4.Three-point support can decorate before 2 one before or after a two, after some engine support is bearing on the front two strong point is located in the crankcase, behind a strong point on the gearbox (e.g., Beijing 492 qa powertrain), there are in the form of a second before three support (such as liberation CA6102 powertrain).Using supported at four o 'clock, before and after each have two points.Engine on the frame of the bearing is elastic, this is to reduce the frame of the torsional deformation of engine in the car, and reduce the powertrain vibration and noise to the chassis and crewThe elastic support of engine operation, especially in the work is not stable, such as low speed or overload), Angle of lateral vibration can occur, so various tubes and rods are connected to the engine, such as structure must ensure that the engine vibration does not undermine their normal work, if use the hose. In order to prevent when automobile brake or speed due to deformation of the elastic element engine longitudinal displacement is too large, there are fashion with special tie. One end of the pull rod connected to the frame longitudinal beam, the other end connected to the engine, equipped with rubber bushing at two ends-------《p opular Mechanics》变速器壳体为了减少内摩擦引起的零件磨损及功率损耗，须在壳体内注入润滑油，采用飞溅润滑方式润滑各齿轮副、轴与轴承等零件的工作表面。
英文文献-自动变速器
附录AUTOMATIC TRANSMISSIONThe modern automatic transmission is by far , the most complicated mechanical component in today‟s automobile . It is a type of transmission that sifts itself . A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine .There are two basic types of automatic transmission based on whether the vehicle is rear wheel drive or front wheel drive . On a rear wheel drive car , the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position . A drive shaft connects the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels . Power flow on this system is simple and straight forward going from the engine , through the torque converter , then trough the transmission and drive shaft until it reaches the final drive where it is split and sent to the two rear transmission .On a front wheel drive car , the transmission is usually combined with the final drive to form what is called a transaxle . The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the rear of the car . Front axles are connected directly to the transaxle and provide power to front wheels . In this example , power floes from the engine , through the torque converter to a larger chain that sends the power through a 180 degree turn to the transmission that is along side the engine . From there , the power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles .There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular . A much less popular rear and is connected by a drive shaft to the torque converter which is still mounted on the engine . This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling .Another rear drive system mounts everything , the engine , transmission and final drive in the rear . This rear engine arrangement is popular on the Porsche.The modern automatic transmission consists of many components and systems that designed to work together in a symphony of planetary gear sets , the hydraulic system, seals and gaskets , the torque converter , the governor and the modulator or throttle cable and computer controls that has evolved over the years into what many mechanical inclined individuals consider to be an art from . Here try to used simple , generic explanation where possible to describe these systems .1）Planetary gear setsAutomatic transmission contain many gears in various combinations . In a manual transmission , gears slide along shafts as you move the shift lever from one position to another , engaging various sizes gears as required in order to provide the correct gear ratio . In an automatic transmission , how ever , the gears are never physically moved and are always engaged to the same gears . This is accomplished through the use of planetary gear sets .The basic planetary gear set consists of a sun gear , a ring and two or more planet gears , all remaining in constant mesh . The planet gears are connected to each other through a common carrier which allows the gears to spin on shafts called “pinions”which are attached to the carrier .One example of a way that this system can be used is by connecting the ring gear to the input shaft coming from the engine , connecting the planet carrier to the output shaft , and locking the sun gear so that it can‟t move . In this scenario , when we turn the ring gear , the planets will “walk”along the sun gear ( which is held stationary ) causing the planet carrier to turn the output shaft in the same direction as the input shaft but at a slower speed causing gear reduction ( similar to a car in first gear ) .If we unlock the sun gear and lock any two elements together , this will cause all three elements to turn at the same speed so that to output shaft will turn at the same rate of speed as the input shaft . This is like a car that is third or high gear . Another way we can use a planetary gear set is by locking the planet carrier from moving , then applying power to the ring gear which will cause the sun gear to turn in opposite direction giving us reverse gear .The illustration in Figure shows how the simple system described above wouldlook in an actual transmission . The input shaft is connected to the ring gear , the output shaft is connected to the planet carrier which is also connected to a “Multi-disk”clutch pack . The sun gear is connected to drum which is also connected to the other half of the clutch pack . Surrounding the outside of the drum is a band that can be tightened around the drum when required to prevent the drum with the attached sun gear from turning .The clutch pack is used , in this instance , to lock the planet carrier with the sun gear forcing both to turn at the same speed . If both the clutch pack and the band were released , the system would be in neutral . Turning the input shaft would turn the planet gears against the sun gear , but since noting is holding the sun gear , it will just spin free and have no effect on the output shaft . To place the unit in first gear , the band is applied to hold the sun gear from moving . To shift from first to high gear , the band is released and the clutch is applied causing the output shaft to turn at the same speed as the input shaft .Many more combinations are possible using two or more planetary sets connected in various way to provide the different forward speeds and reverse that are found in modern automatic transmission .2）Clutch packA clutch pack consists of alternating disks that fit inside a clutch drum . Half of the disks are steel and have splines that fit into groves on the inside of the drum . The other half have a friction material bonded to their surface and have splines on the inside edge that fit groves on the outer surface of the adjoining hub . There is a piston inside the drum that is activated by oil pressure at the appropriate time to squeeze the clutch pack together so that the two components become locked and turn as one .3）One-way ClutchA one-way clutch ( also known as a “sprag”clutch ) is a device that will allow a component such as ring gear to turn freely in one direction but not in the other . This effect is just like that bicycle , where the pedals will turn the wheel when pedaling forward , but will spin free when pedaling backward .A common place where a one-way clutch is used is in first gear when the shifter is in the drive position . When you begin to accelerate from a stop , the transmission starts out in first gear . But have you ever noticed what happens if you release the gas while it is still in first gear ? The vehicle continues to coast as if you were in neutral . Now , shift into Low gear instead of Drive . When you let go of the gas in this case , you will feel the engine slowyou down just like a standard shift car . The reason for this is that in Drive , one-way clutch is used whereas in Low , a clutch pack or a band is used .4）Torque ConverterOn automatic transmission , the torque converter takes the place of the clutch found on standard shift vehicles . It is there to allow the engine to continue running when the vehicle comes to a stop . The principle behind a torque converter is like taking a fan that is plugged into the wall and blowing air into another fan which is unplugged . If you grab the blade on the unplugged fan , you are able to hold it from turning but as soon as you let go , it will begin to speed up until it comes close to speed of the powered fan . The difference with a torque converter is that instead of using air it used oil or transmission fluid , to be more precise .A torque converter is a lager doughnut shaped device that is mounted between the engine and the transmission . It consists of three internal elements that work together to transmit power to the transmission . The three elements of the torque converter are the pump , the Turbine , and the Stator . The pump is mounted directly to the torque housing which in turn is bolted directly to the engine‟s crankshaft and turns at engine speed . The turbine is inside the housing and is connected directly to the input shaft of the transmission providing power to move the vehicle . The stator is mounted to a one-way clutch so that it can spin freely in one direction but not in the other . Each of the three elements has fins mounted in them to precisely direct the flow of oil through the converter .With the engine running , transmission fluid is pulled into the pump section and is pushed outward by centrifugal force until it reaches the turbine section which stars it running . The fluid continues in a circular motion back towards the center of the turbine where it enters the stator . If the turbine is moving considerably slower than the pump , the fluid will make contact with the front of the stator fins which push the stator into the one way clutch and prevent it from turning . With the stator stopped , the fluid is directed by the stator fins to re-enter the pump at a “help” angle providing a torque increase . As the speed of the turbine catches up with the pump , the fluid starts hitting the stator blades on the back-side causing the stator to turn in the same direction as the pump and turbine . As the speed increase , all three elements begin to turn at approximately the same speed . Sine the …80s , in order to improve fuel economy , torque converters have been equipped with a lockup clutch which locks the turbine to the pump as the vehicle reaches approximately40-50 mph . This lockup is controlled by computer and usually won‟t engage unless the transmission is in 3rd or 4th gear .5）Hydraulic SystemThe hydraulic system is a complex maze of passage and tubes that sends that sends transmission fluid and under pressure to all parts of the transmission and torque converter and . Transmission fluid serves a number of purpose including : shift control ,general lubrication and transmission cooling . Unlike the engine ,which uses oil primary for lubrication ,every aspect of a transmission …s function is depend ant on a constant supply of fluid is send pressure . In order to keep the transmission at normal operating temperature , a portion of the fluid is send to through one of two steel tubes to a special chamber that is submerged in anti-freeze in the radiator . Fluid passing through this chamber is cooled and then returned to the transmission through the other steel tube . A typical transmission has an avenge of ten quarts of fluid between the transmission , torque converter , and cooler tank , In fact , most of the components of a transmission are constantly submerged in fluid including the clutch packs and bands . The friction surfaces on these parts are designed to operate properly only when they are submerged in oil .6）Oil PumpThe transmission oil pump ( not to confused with the pump element inside the torque converter ) is responsible for producing all the oil pressure that is required in the transmission . The oil pump is mounted to front of the transmission case and is directly connected to a flange on the engine crankshaft , the pump will produce pressure whenever the engine is running as there is a sufficient amount of transmission fluid available . The oil enters the pump through a filter that is located at bottom of the transmission oil pan and travels up a pickup tube directly to the oil pump . The oil is then sent , under pressure to the pressure regulator , the valve body and the rest of the components , as required .7）Valve BodyThe valve body is the control center of the automatic transmission . It contains a maze of channels and passages that direct hydraulic fluid to the numerous valves which when activate the appropriate clutch pack of band servo to smoothly shift to the appropriate gear for each driving situation . For example the 2-3 shift valve activates the 2nd gear up-shift or the 3-2 shift timing valve which determines when a downshift should occur .The most important valve and the one that you have direct control over is themanual valve. The manual valve is directly connected to the gear shift handle and covers and uncovers various passages depending on what position the gear shift is paced in . When you place the gear shift in Drive , for instance , the manual valve directs fluid to the clutch pack ( s ) that activates 1st gear . It also sets up to monitor vehicle speed and throttle position so that it can determine the optimal time and the force for the 1-2 shift . On computer controlled transmission , you will also have electrical solenoids that are mounted in the valve body to direct fluid to the appropriate clutch packs or bands under computer control to more precisely control shift points .8）Seals and GasketsAn automatic transmission has many seals and gaskets to control the flow of hydraulic fluid and to keep it from leaking out . There are two main external seals : the front seal and the rear seal . The front seal seals the point where the torque converter mounts to the transmission case . This seal allows fluid to freely move from the converter to the transmission but keeps the fluid from leaking out . The rear seal keeps fluid from leaking past the output shaft .A seal is usually made of rubber ( similar to the rubber in a windshield wiper blade ) and is used to keep oil from leaking past a moving part such as a spinning shaft . In some cases , the rubber is assisted by a spring that holds he rubber in close contact with the spinning shaft .A gasket is a type of seal used to seal two stationary parts that are fasted together . Some common gasket materials are : paper , cork , rubber , silicone and soft metal .Aside from the main seals , there are also a number of other seals and gasket that vary from transmission to transmission . A common example is the rubber O-ring that seals the shaft for the shift control lever . This is the shaft that you move when you manipulate the gear shifter . Another example that is common to most transmission is the oil pan gasket . In fact , seals are required anywhere that a device needs to pass through the transmission case with each one being a potential source for leaks .9）Computer ControlsThe computer uses sensors on the engine and transmission to detect such things as throttle position , vehicle speed , engine speed , engine load , stop light switch position , etc . to control exact shift points as well as how soft or firm the shift should be . Some computerized transmission even learn your driving style and constantly adapt to it so thatevery shift is timed precisely when you would need it .Because of computer controls , sports models are coming out with the ability to take manual control of the transmission as through it were a stick shift lever through a special gate , then tapping it in one direction or the other in order to up-shift at will . The computer monitors this activity to make sure that the driver dose not select a gear that could over speed the engine and damage it .Another advantage to these “ smart” transmission is that they have a self diagnostic mode which can detect a problem early on and warn you with an indicator light on the dash . A technician can then plug test equipment in and retrieve a list of trouble codes that will help pinpoint where the problem is .。
中英文文献翻译-变速器简介
附录 AThe output of the engine speed is very high, the maximum power and the maximum torque in a certain speed area appears. In order to bring into full play the best performance engine, it must have a variable speed device, to coordinate the speed of the engine and the actual speed. Transmission can be in the course of driving in the car, and the engine between different ratios of produce, through the shift can make the engine to the best in the dynamic properties of state. The three main transmission function1. On a wide range of vehicle driving speed change the size of the car and the size of the torque on the drive wheels. As the car driving conditions, car speeds of the different requirements and drive torque to a wide range of change. For example in the way to speed should be able to 100 km/h, and in the urban district, speed in 50 km/h often to the left. Empty car in a flat roads, driving resistance is very small, then, when the carrying the uphill, driving resistance and very big. And the car engine is the characteristic of speed range, and small torque range can't meet the actual need more road conditions.2. Achieve drive backward. The car engine crankshaft are generally only to a direction, and the car sometimes need to be able to drive back, therefore, often used in the transmission of setting reverse to realize the car drive backward.3. Achieve gap when clutch engaging, gearbox can not power output. For example can guarantee the engine when cut loose from the clutch driver's seat. Transmission speed transmission mechanism and variable speed by operation of two parts. Variable speed transmission's main function is to change the torque and speed of numerical and direction; Operation's main function is to control the transmission mechanism, realize the transmission ratio of the transformation, namely transmission shift to realize speed torque.Mechanical transmission main application the gear transmission principle of slow down. Say simply, there are a number of different transmission ratio of gear, and the car down the behavior of the shift, that is through manipulation institutions make the different gear shift work. As in low speed, let the transmission ratio of big gear pair work, at high speed, let small gear transmission ratio.From now on the market have different models of transmission to see, the main configuration can be divided into: the manual transmission (MT), automatic transmission (AT), manual/automatic transmission (AMT), step-less transmission (CVT).1. The manual transmission (MT) manual transmission contains array gear according to different driving conditions, drivers through the transmission control mechanisms to manually choose which a group of gear transmission, change the transmission ratio, to change speed and purpose. Because there is a shift change when gear synchronous "problem", now a lot of gearbox are adopting synchronizer, in order to improve the smooth shift. Characteristics: the shift to direct, for drivers to provide more driving enjoyment. Is purely mechanical transmission, not there is too large a power loss, fuel economy performance is higher. Manual transmission structure simple, maintenance costs less.2. Automatic transmission (AT) automatic transmission mechanism of planetary gear speed. It can according to the accelerator pedal degree and the speed change to automatic variable speed, and drivers but simply to control the accelerator control can reduce the speed, the difficulty of driving. Will tell commonly, car commonly used automatic transmission has the following kinds of types: hydraulic automatic transmission, hydraulic transmission automatic transmission, power transmission automatic transmission, etc. Among them, the most common is by the hydraulic torque converter and a variable transmission gear type of hydraulic automatic transmission, the transmission ratio can be in maximum and minimum values of between several continuous do within the scope of the stepless change. Because the hydraulic torque converter have power transmission loss, the relation between the transmission efficiency of automatic transmission usually only 85%. Features: power transmission shift smoothly, and natural transition. But the complex structure, maintenance cost is higher, power have certain loss, at the same time, reduce the fuel economy performance.3. Step-less transmission (CVT) step-less transmission is composed of two groups of variable speed the plate and a belt of. Therefore, it is simple in structure than traditional automatic transmission, smaller. In addition, it is free to change gear ratios, so as to realize the full speed stepless speed change of the vehicle to make smooth, without the traditional transmission shift at the "" feeling. Features: the realization ofuninterrupted power output, the dynamic performance and economic performance are better than traditional have high level automatic transmission.附录B发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
汽车变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONManual transmission is one of the most common transmission, referred to as MT. Its basic structure in a single sentence is a central axis, two input shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose. The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly with clutch platen, thus the spline set by the engine relay of torque. The first shaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaft gear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmission shaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaft gear - oart gnaws gnaws gear - because the second shaft gear - corresponding corresponding gear. Pour on the axle gear can also control device, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio, the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can accept power transmission.Due to the gearbox output shaft to input shaft and the speed of their gear rotating, transform an "synchronization problem". Two rotating speed different meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet clutch" method, ShengDang in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Therefore designers to create "synchronizer", through the synchronizer will make the meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc, it is characteristic of the friction effect on achieving synchronization. Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface ofgear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshing gears with gear synchronous, also can rapid produces a locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapid decrease (increase) or to synchronous speed equal, both locking ring spun concurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process. functional(1) change ratio, meet different driving conditions for traction engine, the need to work in the favorable conditions and meet the speed may request. In a wide range of vehicle speed changing the size and automobile driving wheel on the size of the torque. Due to the different demands, automobile driving conditions of vehicle speed and torque can drive in a broad range of change. For example, in high speed can be reached on 100km/h, while in the urban district, speed in 50km/h. In the empty flat roads, road, very little resistanceWhen carrying uphill, driving resistance was great. And the characteristics of automobile engine speed range is lesser, and torque changes more cannot meet the actual conditions range.(2) drive backward, to satisfy the need to drive car backwards. Realizing the backing, engine crankshaft are generally only to a direction, and sometimes need to back, so, often used in the transmission of reverse to realize the car drive backward.(3) in power, interruption, idle running engine starting, auto shift or need to stop the dynamic output, interrupted to transfer the power of the drive wheels.(4), when the clutch engagement realize gap, gearbox can not power output. For example, can ensure drivers in engine flameout loosen the clutch when leaving drivers seat.constituteBy continuously variable transmission gearbox and speed control two parts. The main function of the variable transmission torque and speed is the change of numerical and direction, The main function of the operation is controlled transmission mechanism, realize the transformation of transmission ratio, shift to speed torque. Principle,Mechanical transmission main application of the principle of gear transmission velocity. Say simply, there are a number of different transmission gearbox group of gear pair of vehicle, and behavior, is also shifting gears trunk by manipulating institutions make different gearpair work. As in low-speed, ratio of gear pair work, and in high-speed, let ratio of small gear pair work.Classification,1, according to the change of transmission, transmission way, there can be divided into grade level and synthetical three.(a) : several levels of transmission ratio, can choose the fixed by gear. And can be divided into: gear axis of ordinary gear transmission and fixed gear planetary gear (part) of planetary gear transmission axis of rotation.b) stepless type transmission: ratio can be continuous variation within a certain range, commonly, mechanical and electric hydraulic type etc.(c) comprehensive type transmission by a class type, transmission and stepless type transmission, the ratio of the maximum and minimum values can be in between the scope for several section stepless change.2, press control can be divided into compulsory manipulation, transmission, automatic control and semi-automatic control 3 kinds.(a) mandatory manipulation of transmission by direct manipulation, change gear shift lever drivers.(b) automatic control type transmission ratio of choice and change: the shift is automatic. Drivers simply manipulate accelerated pedal, transmission can according to the engine speed and load control signal signal actuator, realize the transformation of gear.(c) semi-automatic control type transmission can be divided into two kinds: one kind is part of gear, automatic shift gears, manual (mandatory) shift, Another kind is selected by button in mining under gear clutch pedal or accelerated release pedal, the executing agency to shift. Transmission of maintenance1 transmission gears maintenanceTransmission gears are always changing speed, load, gear tooth surface by bluntThe impact of load, which struck gear tooth surface (especially) damage. Common injuries are:(1) gear transmission is worn gear under normal working conditions, shows the wear uniform angled tooth gear, long wear along the direction of the tooth should not exceed 30 percent longer, Tooth thickness should not exceed usd, Gear tooth surface area of not less than two-thirds, Running gear mesh clearance shall be commonly used, 0.15-0.26 mm to 0.8 mm limit, Gear engagement between 0.10-0.15 mm, should use limit for 0.60 mm. Available batches or soft metal rivalries. If more than clearance method for measuring the pairs, should be replaced.(2) gear teeth, broken tooth gear clearance is mainly due to fail to meet the requirements, gear meshing parts or work under great impact load. If you are not greater than 2mm edge of gear oil can smile ShiXiuafter-grinding continue to use, If the scope or have more than three pairs, should smile.(3) often mesh surface of the helical gear often wear face due. 10-0.30 mm, in order to ensure that the axial clearance, if tooth gear good operation within the wear, can repair tank, but the amount of grinding grinding should not exceed. 50.(4) often meshing gears shaft neck, needle roller bearing and wear into seat hole hole meshing gears seat with needle bearings and shaft neck with clearance should be 0.01 - three 0.08 mm, otherwise must be changed.2 the overhaul. Transmission shellGearbox shell is transmissions, to ensure the basis of each part of the transmission is correct position, work under load. Common injuries are:(1) the abrasion of shell bearing hole hole wear will destroy its bearing assembly relation with the bearing, the direct impact of input, output shaft transmission position relative to the hole. Bearing seat with 0-0.03 mm clearance shall be used for the maximum limit, should be replaced or 0.10 mm) shell or pile hole repair.(2) shell threaded holes repair note oil ROM plug hole, dumping screw hole threads connecting bolts damage and between shellThreaded hole, can take damage with screw repair.3 transmission shaft of maintenanceTransmission in the process of operation, each bearing the torsional moment of change, and bending moment, JianChi part is under pressure, impact and sliding friction etc. Various axial load of common injuries are:(1) the shaft neck and neck too worn wear axis gear axis will not only offset, and can bring the change gear clearance, when making noise transmission shaft neck. Also make coordination relationship with bearing damage, may cause ablation. So roller bearings in a place with no more than 0.02 axis wear mm needle bearing shaft neck wear with place, otherwise than 0.07 mm landscape change or chrome.(2) JianChi wear JianChi wear in stress and more serious side of the spline. JianChi with check, when more than 0.25 or and wear with more than usd keyway apprentice, gear engagement mm, combining with the gear with JianChi weeks, according to the mm apprentice woodruff key and shaft neck keyways apprentice to JianChi 0.08 mm over there when the keyway weeks, or should be repaired or replaced shaft.(3) transmission shaft bending thimble resist transmission shaft with maintenance on both ends of the roof, using pinhole batches of shaft radial micrometers, check the deviation should be less than 0.10 mm) pressure correction repair.4 synchronizer overhaulA. lock ring type inertial synchronizer ring maintenance: lock horns cone a about six degrees - 7 degrees, in use, cone Angle deformation ofrapid synchronous, and not be change in time.B. locking pin type inertial synchronizer: locking pin type synchronizer major damage for cone rim wear, when, cone-disk cone rim on the thread of groove depth 0.40 mm wear to 010mm deep, should be replaced. If the cone rim are scratching, face to face, but two turning machining, must not be more than 1mm should be replaced.变速器手动变速器是最常见的变速器，简称MT。
变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONEngine output speed is very high, the power and the maximum torque in certain areas of the speed. In order to exert the engine, you must have the best performance, to coordinate the speed of the engine and the actual speeds. Transmission in automobile driving process between the engine and wheels, in different ratios, through the shift in the engine can work under the condition of the best performance. The development trend of the transmission is more complex, more and more is also high automation degree, automatic transmission is the mainstream of the future.Car engines in certain speed can reach the best state, the output power of the bigger, fuel economy and better. Therefore, we hope in the best condition engine always work. But, in the use of the car to have different speed, the contradictions. This contradiction through the transmission to solve.Auto transmission function in a single sentence, is called the speed change, which reduced growth slowing or thickening twist. Why can increase twist, and slowing growth and to reduce twist? Put the power output unchanged, the engine power can be expressed as N = wT, w is turning, T is the angular torque. When N fixed, w and T is inversely proportional to the. So the growth will be reduced, slow increase twist. Auto transmission gear transmission is based on the principle of variable twist, each corresponding to different into gear transmission, in order to adapt to the different operating conditions.General manual transmission shaft set the input and output shaft, and say, another three axis reverse axis. Three main transmission shaft type is the speed of the input shaft structure, the speed of the engine, is also the output shaft speed is presented. By output shaft gear generated between different speeds. The gear is different with different ratio, also have different speed. Such as Zhen Zhou Nissan ZN6481W2G type SUV driver’s dynamic transmission, it is respectively: 1 ratio of 1:3.704 gears, 2.202 2:1, 3:1; 1.414 4 gears, - 5 (1): overdrive dependent.When the car started when the driver choose 1 files, dial 1 1/2 shift fork synchronizer backward joints and 1 shift gear lock on the output shaft, and the power input shaft, and the output shaft shift gears, 1 shift gear drive output shaft, output shaft will power to transmission (red arrows). The typical one shift gear ratio is 3:1, i.e. input shaft turn 3 laps, output shaft turn 1 lap.When the car growth drivers choose 2 files, dial 1 1/2 shift fork synchronizer and 1 separateness from 2 after mating locking output shaft gear and power transmission line, which is similar to the output shaft gear with 2, 1 files output shaft gear. The typical 2 shift gear ratio is 2.2:1, input, output shaft turning 2.2 pivot, 1-1 RPMincreases, torque shift.When gas growth drivers choose 3, dial 1 1/2 shift fork to synchronizer, and back to space three/four file synchronizer will move until 3 gear lock in the output shaft, make the power from the first shaft -- -- on the output shaft transmission gears, 3 through the output shaft gear shifting speed. The typical 3 ratio was 1.7:1, the input shaft turning circle, the output shaft 1.7 turn 1 ring, is further growth.When gas growth drivers choose 4 gears, fork will 3/4 file synchronizer from 3 gear directly with the input shaft driving gear engagement, power transmission directly from the input shaft to the output shaft, and the output shaft is 1:1 ratio and the input shaft speed. Due to the force, and the direct oart shift, the gear transmission efficiency ratio. Cars run most time in order to achieve the best directly file fuel economy.Shift to go into space, transmission in the transmission gears have locked in the output shaft, they cannot drive the output shaft rotation, no power output.General car manual transmission ratio main points above 1-4, usually designers to first identify the lowest (1) and (4) transmission, the ratio between after general distribution according to form. In addition, there is a reverse and overdrive, overdrive called 5 files.When the car to accelerate whether isolated car drivers choose more than 5, 5 gear transmission is typical 0.87:1, namely with big gear drive pinion gear turns, when active 0.87 lap, passive gear has turned over one lap.When the reverse in the opposite direction to the output shaft rotation. If a gear when reverse rotation, plus a gear will become a positive spin. Using this principle, will add a reverse gear do "medium", the direction of rotation axis, so has reversed a reverse axis. Reverse transmission shaft independent in housing, and parallel axis, when oart in gear and gear and oart output shaft gear, output shaft to will instead.Usually the reverse synchronizer is controlled by the jointing, so May 5 files and reverse position is in the same side. Due to the middle, reverse gear transmission is generally greater than 1 gear transmission ratio, twist, some cars met with forward instead of steep open up in reverse.From driving gear transmission is smooth; more is better, more adjacent gear shift between the transmission ratio, shift easy and smooth. But the gear transmission fault is more complex structure, big volume and light auto transmission is now commonly 4-5. At the same time, the transmission ratio is not an integer, but with the decimal point, this is not the whole number of meshing gears, two gear ratio is the euploid number will lead to two gear surface non-uniform wear, tooth surface quality of differences.Manual transmission and synchronizerManual transmission is one of the most common transmissions, referred to as MT. Its basic structure in a single sentence is a central axis, two input shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose. The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly with clutch platen, thus the spline set by the engine relay of torque. The first shaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaft gear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmission shaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaft gear - oart gnaws gear - because the second shaft gear - corresponding gear. Pour on the axle gear can also control device, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio, the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can accept power transmission.Due to the gearbox output shaft to input shaft and the speed of their gear rotating, transform a "synchronization problem". Two rotating speed different meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet on-off" method, accelerate in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Therefore designers to create "synchronizer", through the synchronizer will make the meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc, it is characteristic of the friction effect on achieving synchronization. Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface of gear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshinggears with gear synchronous, also can rapid produces a locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapid decrease (increase) or to synchronous speed equal, both locking ring spun concurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process变速器发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
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Research and Development of Cone to Cone Type CVT H. Komatsubara*T. Yamazaki†S. Kuribayashi‡Yamagata University Yamagata University Kuribayashi Steamship Yamagata, Japan Yamagata, Japan Tokyo, JapanAbstract— Traction drive CVT is a low noise and a low vibration. But most of traction drive CVT have complex structure. One of the authors invented a new type of traction drive CVT. As for this new CVT, the structure is simple, and transfer efficiency is high. This new CVT is called Cone to Cone Type CVT(CTC-CVT). The purpose of this research aimed at practical use of CTC-CVT In this report, first the structure and the speed changing mechanism of CTC-CVT is examined. Secondly, the design of CTC-CVT is described. Finally, the mechanical efficiency of power transmission is examined.Keywords: machine element, tribology, lubrication, CVT, traction drive, efficiencyI. IntroductionIn the traction drive, mechanical power is transmitted between two rotors via an elastohydrodynamic lubrication (EHL) oil film. The traction oil intervening between the rotors forms an oil film when it experiences a pressing force, and it transmits mechanical power by the shear force (traction force) of this oil film. The traction drive is low vibration and low noise and has the feature of being able to make up a continuously variable transmission (CVT). For the traction drive type CVT, various structures have been developed. Ring-corn type CVT [1] and kopp type CVT [2] have been applied to industrial machine. Half-toroidal CVT has been practically used for automobiles [3]. Power transmission efficiency of this CVT is over 92 [%] [4]. In addition, shaft drive CVT [5] and full-toroidal CVT [6] have been studied. However, the CVT of this traction drive type has a narrow range of reduction ratio and the structure is complex.Thus, Kuribayashi, one of the authors, devised a CVT using cones in the traction drive type CVT, whose structure is simple and from which a high reduction ratio is available[7]. Figure 1 shows a schematic of the power transmission portion of the devised CVT. Figure 2 shows an exploded perspective view of the power transmission portion. In this CVT, intermediate rolling elements are placed between the input and output shafts to transmit mechanical power. The input and output shafts have a concave conical form, and the intermediate rolling elements have a convex conical form. Because mechanical power is transmitted from cone to cone, this new CVT is *E-mail: hkomatsu@yz.yamagata-u.ac.jp† E-mail: am01137@dipfr.dip.yz.yamagata-u.ac.jp‡ E-mail: a.kotani@kuribayashi.co.jp called the cone-to-cone type CVT (CTC-CVT). On the input and output shafts, gears are attached at the shaft end as shown in Figure 2. By attaching the gears, the number of mating parts of the input and output shafts and the rolling elements can be increased. By increasing the number of mating parts of the input and output shafts and the rolling elements, high torque can be transmitted.This study aims at practical development of CTC-CVT which simple structure parts and power transmission efficiency is about 90 [%]. This time, to know the basic characteristics of the CTC-CVT, one set of input and output shafts and rolling elements was examined without attaching gears at the input and output shaft ends.First the structure and speed-changing mechanism of the CTC-CVT are described. Finally, the design and power transmission efficiency examination of a prototypeare presented.Fig. 1. Schematic of CTC-CVTFig. 2. Exploded perspective view of CTC-CVT(a) e=2.0 (b) e=1.0 (c) e=0.5Fig. 5. Reduction ratio change mechanism of CTC-CVTII. Basic Structure A. Structure of CTC-CVTFigure 3 shows a schematic of the power transmission portion of the CTC-CVT. This CTC-CVT is composed of input and output shafts and an intermediate rolling element inscribed between them. The input and output shafts have a concave conical form, and the intermediate rolling element has a convex conical form. An offset of E is given between the input and output shafts. Traction oil intervenes between the concave cone at the end of each shaft and the convex cone of the intermediate rolling element, and it forms an oil film when a pressing force is applied from the input shaft side. A traction force is produced by the oil film, and the rotation of the input shaft is transmitted to the output shaft via the intermediate rolling element. Speed changes are effected by changing the contact radius of the intermediate rolling element, and the radius change is in turn effected by translating the intermediate rolling element obliquely along the cone angle.B. Speed-changing MechanismThe CTC-CVT changes the speed smoothly by translating the intermediate rolling element obliquely along the cone angle. Figure 4 shows the geometry of the power transmission portion. Letting r 1 be the corotation radius of the input shaft, r 2 be the corotation radius of the convex cone on the input side, ω1 be the angular velocity of the input shaft, and ω2 be the angular velocity of the rolling element, then the following relationship is obtained on the input side.2211ωωr r = (1)Letting r 3 be the corotation radius of the convex cone on the output side, r 4 be the corotation radius of the output shaft, and ω3 be the angular velocity of the output shaft, then the following relationship is obtained on the output side.3423ωωr r = (2)The reduction ratio, e , is the ratio of the angular velocity of the input shaft to that of the output shaft and is given by the following equation using Equations 1 and 2.1342322131r r rr e =⋅==ωωωωωω (3)If the corotation radii, r 1 and r 4, of the input and outputshafts are equal, the following equation is obtained.32r r e = (4)If the convex cone is translated, the corotation radii r 2 and r 3 of the intermediate rolling element at the points of contact respectively with the input and output shafts change. As shown in Figure 5(a), the reduction ratio is 2.0 if the length of r 2 is twice the length of r 3. It is 1.0 if the length of r 2 is equal to the length of r 3 (Figure 5(b)). Likewise, the reduction ratio is 0.5 if the length of r 2 is half the length of r 3 (Figure 5(c)). Thus, when the corotation radii of the intermediate rolling element change, the reduction ratio changes according to Equations 3 and 4.Fig. 3. Schematic of power transmission portionFig. 4. Geometrical parameters of CTC-CVTIII. Design of CTC-CVT PrototypeTo verify the operation and performance of the CTC-CVT, a CTC-CVT prototype was designed. Figure 6 shows a sectional view of the designed CTC-CVT. Table 1 shows the specifications for the designed CTC-CVT prototype.As a design condition, a motor with a rated capacity of 15 [kw] and a rotational speed of 1500 [rpm] was used as the input power source. The design was done on the design concept of attaining a prototype with high power transmission efficiency.For changing the speed, a mechanism to translate ther 2=2r 3r 2=r 3r 2=r 3/2Fig. 6. Schematic view of CTC-CVT intermediate rolling element along the cone angle byturning a handle was used. Figure 7 shows a schematic ofthe transmission mechanism. A case supports theintermediate rolling element, and a slider is attached to thecase. A groove is cut in the frame at the same angle as theconvex cone. A handle is attached on the top of the case,and turning the handle translates the case along the grooveand can effect stepless speed changes.The pressure force necessary for the traction drive isgiven by the loading cam on the input shaft side. Theloading cam is a device to produce a pressing forceaccording to the input torque. For the bearings on theinput and output shafts, a duplex angular bearing androller bearing are used. The bearings of the CTC-CVTexperience radial and thrust loads. These bearings areused as a combination that can carry these loads and causelittle power loss at the bearings. The CVT was designedso that the duplex angular bearing will carry radial andthrust loads and the roller bearing will carry a large radialload. The distance between the bearings was decided inconsideration of the allowable angle and efficiency of thebearings.For the lubrication of the various parts of the CVT,forced lubrication using a CVT lubrication hydraulic unit(pump, filter, cooler and tank) was used, and this unit isinstalled separately from the CVT prototype. Labyrinthseals are used, in consideration of the power loss by thesealing devices.Fig. 7. Schematic of Transmission MechanismOutput Torque T2(Nm) 95.5Reduction ratio e0.5 - 2.0Input speed N1(min-1) 1500Output speed N2(min-1) 750 - 3000Cone angle δ(deg) 46Contact radius r1，r4(mm) 46Offset E(mm) 13TABLE I. Design specification of CTC-CVTIV. Examination of Power Transmission EfficiencyPower transmission efficiency is most important asperformance of the transmission and an examination aboutthis was performed. The power loss by the traction drivetype CVT includes the loss by the support bearing, theloss occurring at the contact surface of the powertransmission portion, the loss by agitation of traction oiland the loss by oil seals and other sealing devices. Theprototype fabricated this time employs forced lubrication,which sprays traction oil onto the CVT by the externalhydraulic unit. Thus it is thought that there is no powerloss by agitation of traction oil. Because labyrinth sealsare used for the sealing devices, it is considered that thereis no power loss by the sealing devices. Therefore, theloss by the support bearing and the loss at the contactsurface of the power transmission portion were examined.A. Effect of Bearing LossBy the pressure force from the loading cam, a radialload acts on the roller bearing on the input and outputshafts, and radial and thrust loads occur on the duplexangular bearing. Due to these loads, a torque loss occursat each bearing. This torque loss is expressed as kineticfriction torque, M t. The kinetic friction torque, M t,occurring at each bearing is expressed by the followingequation:vltMMM+=(5)where M l is the load term and M v is the velocity term.B. Effect of SpinAround the normal to the contact surface of the power transmission portion, relative rotary motion of the oil film occurs in the elliptic contact area, and this motion is called spin. The traction oil is heated by this spin, increasing the slippage and reducing the shear force. The loss due to the spin was theoretically found by an analytical method by using the elastoplastic model of Johnson and Tevaarwerk [8] and taking into account the oil’s shear force reduction accompanying the heating. C. Power Transmission EfficiencyThe power transmission efficiency ηP can be expressed by the following equation using the speed transmission efficiency ηS and torque transmission efficiency ηT .T S P ηηη⋅= (6)The speed transmission efficiency represents the relationship of the actual rotational speed to the rotational speed of the ideal transmission free from slippage under point contact condition. The speed transmission efficiency can be found theoretically from the slippage rate (creep) on the input and output sides. The creep can be found from the traction curve as the magnitude of creep for the set traction coefficient. The traction curve represents the relationship between creep and traction coefficient. The traction coefficient represents the ratio of the traction force to the normal force, which is the normal component of the pressure force acting on the intermediate rolling element. Figure 8 shows the traction curve of the CTC-CVT for the design specifications given in Table 1. The temperature of the traction oil was taken at 60 [°C].The torque transmission efficiency represents the relationship of the actually transmitted torque to the ideally transmitted torque free from slippage under point contact condition. The torque transmission efficiency can be found from the loss at each bearing and the loss due to spin. Figure 9 shows the calculated power transmission efficiency versus input torque for reduction ratios of 2.0, 1.0 and 0.5.The power transmission efficiency decreases as the input torque increases. The power transmission efficiency also decreases as the reduction ratio decreases, that is, the output speed is increased. The torque loss at the bearings increases as the input torque increases. When the output speed is increased, a torque loss occurs at the bearings. Moreover, the surface pressure in the contact area becomes large and the slippage increases, so the power loss becomes large. The power transmission efficiency was 93% at a reduction ratio of 2.0 for the design specifications given in Table 1. V. Conclusion(1) Aiming at practical development of a CTC-CVT which is a continuously variable transmission using cones,we designed a prototype and examined its power transmission efficiency.(2) We found the bearing loss and spin loss in the traction area, which contribute to a reduction of power transmission efficiency. As a result, the calculated efficiency of the designed CTC-CVT is 93%.The CTC-CVT designed this time is now in the process of fabrication, and we will do a trial run to measure the efficiency and compare it with the theoretical value.00.020.040.060.080.10123456 Creep Cr[%]T r a c t i o n c o e f f i c i e n t µFig. 8. Traction curve of CTC-CVT7075808590951000102030405060708090100110120Input torque[Nm]P o w e r t r a n s m i s s i o n e f f i c i e n c y [%]Fig. 9. Power transmission efficiency of CTC-CVTReferences[1] Okamura and Kashiwabara, Development of Transmission by 3K-Type CVT (1st Report, Design of Transmission), Trans. JSME , Series C 57-538, (1991), 288-293.[2] FRANK NAJLEPSZY, Traction Drives Roll up Impressive Gains,MACHINE DESIGN , 57-25, (1985), 68-75[3] Machida, Hata, Nakano and Tanaka, Half-Troidal Traction DriveContinuously Variable Transmission for Automobile Propulsion Systems (Traction Drive Materials, Transmission Design and Efficiency) Trans. 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