汽车离合器课程毕业设计外文文献翻译、中英文翻译、外文翻译

CLUTCH
The engine produces the power to drive the vehicle. The drive line or drive train transfers the power of the engine to the wheels. The drive train consists of the parts from the back of the flywh eel to the wheels. These parts include the clutch, th e transmission, the drive shaft, and the final drive assembly (Figure 8-1).
The clutch which includes the flywheel, clutch disc, pressure plate, springs, pressure plate cover and the linkage necessary to operate the clutch is a rotating mechanism between t he engine and the transmission (Figure 8-2). It operates through friction which comes from contact between the parts. That is the reason why the clutch is called a friction mechanism. After engagement, the clutch must continue to transmit all the engine torque to the transmission depending on the friction without slippage. The clutch is also used to disengage the engine from the drive train whenever the gears in the transmission are being shifted from one gear ratio to another.
To start the engine or shift the gears, the driver has to depress the clutch pedal with the purpose of disengagement the transmission from the engine. At that time, the driven members connected to the transmission input shaft are either stationary or rotating at a speed that is slower or faster than the driving members connected to the engine crankshaft. There is no spring pressure on the clutch assembly parts. So there is no friction between the driving members and driven members. As the driver lets loose the clutch pedal, spring pre ssure increases on the clutch parts. Friction between the parts also increases. The pressure exerted by the springs on the driven members is controlled by the driver through the clutch pedal and linkage. The positive engagement of the driving and driven members is made possible by the friction between the surfaces of the members. When full spring pressure is applied, the speed of the driving and driven members should be the same. At the
moment, the clutch must act as a solid coupling device and transmit al l engine power to the transmission, without slipping.
However, the transmission should be engaged to the engine gradually in order to operate the car smoothly and minimize torsional shock on the drive train because an engine at idle just develops little power. Otherwise, the driving members are connected with the driven members too quickly and the engine would be stalled.
The flywheel is a major part of the clutch. The flywheel mounts to the engine’s crankshaft and transmits engine torque to the clutch assembly. The flywheel, when coupled with the clutch disc and pressure plate makes and breaks the flow of power from the engine to the transmission.
The flywheel provides a mounting location for the clutch assembly as well. When the clutch is applied, the flyw heel transfers engine torque to the clutch disc. Because of its weight, the flywheel helps to smooth engine operation. The flywheel also has a large ring gear at its outer edge, which engages with a pinion gear on the starter motor during engine cranking.
The clutch disc fits between the flywheel and the pressure plate. The clutch disc has a splined hub that fits over splines on the transmission input shaft. A splined hub has grooves that match splines on the shaft. These splines fit in the grooves. Thus, t he two parts are held together. However, back-and-forth movement of the disc on the shaft is possible. Attached to the input shaft, At disc turns at the speed of the shaft.
The clutch pressure plate is generally made of cast iron. It is round and about the same diameter as the clutch disc. One side of the pressure plate is machined smooth. This side will press th e clutch disc facing are against the flywheel. The outer side has various shapes to facilitate attachment of spring and release mechanisms. The two primary types of pressure plate assemblies are coil spri ng assembly and diaphragm
spring (Figure 8-3).
In a coil spring clutch the pressure plate is backed by a number of coil springs and housed with them in a pressed-steel cover bolted to the flywheel. The springs push against the cover. Neither the driven plate nor the pressure plate is connected rigidly to the flywheel and both can move either towards it or away. When the clutch pedal is depressed a thrust pad riding on a carbon or ball thrust bearing i s forced towards the flywheel. Levers pivoted so that they engage with the thrust pad at one end and the pressure plate at the other end pull the pressure plate back against its springs. This releases pressure on the driven plate disconnecting the gearbox from the engine (Figure 8-4).
Diaphragm spring pressure plate assemblies are widely used in most modern cars. The diaphragm spring is a single thin sheet of metal which yields when pressure is applied to it. When pressure is removed the metal springs back to its original shape. The centre portion of the diaphragm spring is slit into numerous fingers that act as release levers. When the clutch assembly rotates with the engine these weights are flung outwards by centrifugal forces and cause the levers to pre ss against the pressure plate. During disengagement of the clutch the fingers are moved forward by the release bearing. The spring pivots over the fulcrum ring and its outer rim moves away from the flywheel. The retracting spring pulls the pressure plate a way from the clutch plate thus disengaging the clutch (Figure 8-5).
When engaged the release bearing and the fingers of the diaphragm spring move towards the transmission. As the diaphragm pivots over the pivot ring its outer rim forces the pressure plate against the clutch disc so that the clutch plate is engaged to the flywheel.
The advantages of a diaphragm type pres sure plate assembly are its compactness, lower weight, fewer moving parts, less effort to en gage, reduces rotational imbalance by providin g a balanced force around the pressure plate and less chances of clutch slippage.
The clutch pedal is connected to the disengagement mechanism either by a cable or, more com monly, by a hydraulic system. Either way, pushing the pedal down operates the dise ngagement mechanism which puts pressure on the fingers of the clutch diaphragm via a release bearing and causes the diaphragm to release the clutch plate. With a hydraulic mechanism, the clutch pedal arm operates a piston in the clutch master cylinder. Thi s forces hydraulic fluid through a pipe to the clutch release cylinder where another piston operates the clutch disengagement mechanism. The alternative is to link the clutch pedal to the disengagement mechanism by a cable.
The other parts including the cl utch fork, release bearing, bell-housing, bell housing cover, and pilot bushing are needed to couple and uncouple the transmission. The clutch fork, which connects to the linkage, actually operates the clutch. The release bearing fits between the clutch fork and the pressure plate assembly. The bell housing covers the clutch assembly. The bell housing c over fastens to the bottom of the bell housing. This removable cover allows a mechanic to inspect the clutch without removing the transmission and bell housing. A pilot bushing fits into the back of th e crankshaft and holds the transmission input shaft.
Torque Converter
The Basics
Just like manual transmission cars, cars with automatic transmissions need a way to let the en gine turn while the wheels and gears in the transmission come to a stop. Manual transmission cars use a clutch, which completely disconnects the engine from the transmission. Automatic transmis sion cars use a torque converter.
A torque converter is a type of fluid coupling, which allows the engine to spin somewhat independently of the transmission. If the engine is turning slowly, such as when the car is idling at a stoplight,
the amount of torque passed through the torque converter is very small, so keeping the car still requires only a li ght pressure on the brake pedal.
If you were to step on the gas pedal while the car is stopped, you would have to press harder on the brake to keep the car from moving. This is because when you step on the gas, the engine speeds up and pumps more fluid into the torque converter, causing more torque to be transmitted to the wheels.
Inside a Torque Converter
There are four components inside the very strong housing of the torque converter:
1. Pump;
2. Turbine;
3. Stator;
4. Transmission fluid.
The housing of the torque converter is bolted to the flywheel of the engine, so it turns at what ever speed the engine is running at. The fins that make up the pump of the torque converter are at tached to the housing, so they also turn at the same speed as the engine. The cutaway below shows how everything is connected inside the torque converter (Figure 8-6).
The pump inside a torque converter is a type of centrifugal pump. As it spins, fluid is flung to the outside, much as the spin cycle of a washing machine flings water and clothes to the outside of the wash tub. As fluid is flung to the outside, a vacuum is created that draws more fluid in at the center.
The fluid then enters the blades of the turbine, which is connected to the transmission. The turbine causes the transmission to spin, which basically moves the car. The blades of the turbine are curved. This means that the fluid, which enters the turbine from the outside, has to change direction before it exits the center of the turbine. It is this directional change that causes the turbine to spin.
The fluid exits the turbine at the center, moving in a different direction than when it entered. The fluid exits the turbine moving opposite the direction that the pump (and engine) is turning. If the fluid were allowed to hit the pump, it would slow the engine down, wasting power. This is why a torque converter has a stator.
The stator resides in the very center of the torque converter. Its job is to redirect the fluid returning from the turbine before it hits the pump again. This dramatically increases the efficiency of the torque converter.
The stator has a very aggressive blade design that almost completely reverses the direction of the fluid. A one-way clutch (inside the stator) connects the stator to a fixed shaft i n the transmission. Because of this arrangement, the stator cannot spin with the fluid - i t
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Something a little bit tricky happens when the car gets moving. There is a point, around 40 mph (64 kph), at which both the pump and the turbine are spinning at almost the same speed (the pump always spins slightly faster). At this point, the fluid returns from the turbine, entering the pump already moving in the same direction as the pump, so the stator is not needed.
Even though the turbine changes the direction of the fluid and flings it out the back, the fluid still ends up moving in the direction that the turbine is spinning because the turbine is spinning faster in one direction than the fluid is being pumped in the other direction. If you were standing in the back of a pickup moving at 60 mph, and you threw a ball out the back of that pickup at 40 mph, the ball would still be going forward at 20 mph. This is similar to what happens in the tur bine: The fluid is being flung out the back in one direction, but not as fast as it was going to start with in the other direction.
At these speeds, the fluid actually strikes the back sides of the stator blades, causing the stator to freewheel on its one-way clutch so it doesn’t hinder the fluid moving through it.
Benefits and Weak Points
In addition to the very important job of allowing a car come to a complete stop without stalling the engine; the torque converter a ctually gives the car more torque when you accelerate out of a Stop. Modern torque converters can multiply the torque of the engine by two to three times. This effect only happens when the engine is turning much faster than the transmission.
At higher speeds, the transmission catches up to the engine, eventually moving at almost the same speed. Ideally, though, the transmission would move at exactly the same speed as the engine, because this difference in speed wastes power. This is part of the reason why cars with automatic transmissions get worse gas mileage than cars with manual transmissions.
To counter this effect, some cars have a torque converter with a lockup clutch. When the two halves of the torque converter get up to speed, this clutch locks them together, eliminating the slip page and improving efficiency.
离合器
发动机产生动力用以驱动车辆。

动力传动系将发动机动力传到车轮。

传动系由飞轮后端到车轮之间的零件组成。

这些零件包括离合器、变速器、传动轴和减速器总成。

离合器是位于发动机和变速器之间的一个旋转装置，它包括飞轮、离合器（从动盘）磨擦片、压盘、压紧弹簧、离合器盖及操作离合器所需的连接杆件等。

它通过零件间的接触磨擦工作。

这是离合器为什么会称为磨擦机构的原因。

离合器接合后，给变速器传递所有的发动机转矩磨擦没有打滑。

离合器也被用于在变速器传动比变换时从传动系中分离发动机。

为了起动发动机或换档，驾驶员必须踩下离合器踏板以便实现变速器和发动机的分离。

在那时，与变速器输入轴相联的离合器从动件可能处于静止状态，也可能以一定的速度旋转，这一速度可能高于或低于与发动机相联的离合器主动件的旋转速度。

没有弹簧压力作用于离合器总成器件上。

因此在主动件和从动件之间没有磨擦。

当驾驶员松开离合器踏板时，弹簧对离合件器件压力增加。

各个器件之间的磨擦也会增加。

弹簧对从动件所施加的压力由驾驶员通过离合器踏板和连杆机构来控制。

主从动件的有效接合是通过其表面的摩擦来实现的。

当弹簧压力全部应用时，主从动件的转速是相同的。

此时，离合器充当一个刚性连接装置，没有滑转，将发动机全部功率传递给变速器。

但是，为了使汽车操作平稳，变速器应该逐渐与发动机接合，并减小传动系的扭转冲击，因为发动机空转时的功率输出很小。

否则，主动件与从动件连接过快，发动机会停转。

飞轮是离合器的一个主要部件。

飞轮安装在发动机的曲轴上，给离合器总成传递发动机转矩。

飞轮与离合器摩擦片和压盘结合在一起来传递或中断发动机给变速器的功率流。

飞轮也为离合器总成提供装配位置。

当离合器作用时，飞轮将发动机转矩传递给离合器从动盘。

飞轮重，所以有助于发动机的运
转平稳。

飞轮外缘还有一个大齿圈，在起动发动机时，它与起动机的小齿轮啮合。

离合器从动盘安装在飞轮和压盘之间，有一个花键毂套在变速器输入轴上的花键上。

花键毂上的槽与输入轴上的花键配合。

花键装配在槽内，因此，两个零件结合在一起。

但是，从动盘可以在轴上前后移动。

从动盘连接在输入轴上，与轴的转速相同。

离合器压盘一般由铸铁制成。

它是圆形，与（离合器）从动盘的直径相同。

压盘一侧被加工平滑。

这侧会把离合器摩擦衬面压到飞轮上。

外侧有各种形状，以有利于弹簧与分离机构的连接。

有两种主要的压盘总成分别是螺旋弹簧总成和膜片弹簧总成。

螺旋弹簧离合器中，压盘背部有许多螺旋弹簧支撑（压紧），并和它们一起安装在一个通过螺栓连接到飞轮上的压制钢（离合器）盖中。

弹簧推压离合器盖。

从动盘和压盘都不是严格连接到飞轮上，两个都可以相对飞轮前后移动。

当离合器踏板被踩下时，安放在碳质或滚珠推力轴承上的止推垫被压向飞轮。

分离杠杆（在枢轴上）转动，使它们能够与一侧的止推垫和另一侧的压盘接合，然后将压盘拉向弹簧。

这会释放施加在从动盘上的压力，变速器和发动机脱离。

现代轿车普遍采用膜片弹簧压盘总成。

膜片弹簧是一个薄金属片，在压力作用下会弯曲。

当压力释放时，这个金属弹簧会回到原来的形状。

膜片弹簧的中心部分有许多切开的分离指作为分离杠杆。

当离合器总成随着发动机旋转时，由于离心力的作用，它们的重量会被甩到膜片弹簧的外缘，从而使分离杠杆对压盘释压。

在离合器分离时，分离指在分离轴承作用下向前移动。

支撑环（圈）上的弹簧枢轴和它的外缘从飞轮分离。

弹簧收缩将压盘拉离离合器片，从而将离合器分离。

当离合器结合时，分离轴承和膜片弹簧的分离指向变速器方向移动。

当膜片枢轴越过支承环时，它的外缘将压盘压在离合器片上，使离合器片和飞轮接合。

膜片式压盘总成的优点在于它的结构紧凑，重量轻，运动部件少，接合费力小（轻便），通过对压盘周围施加的平衡力来减小转动
时的不平衡现象，离合器滑转率小。

离合器踏板可通过绳索或常见的液压系统连接到分离机构。

无论采用哪种方式，踩下踏板，操纵分离机构，通过分离轴承对离合器膜片弹簧指施加压力，均可解除膜片弹簧对离合器盘的压紧。

如果带有液压机构，由离合器踏板臂来操纵离合器主缸中的活塞，将液压油通过管道压入到离合器工作（分离）缸，此后由工作缸中的活塞操纵离合器分离机构。

另外一种是由绳索将离合器踏板连接到分离机构的。

其它零部件包括离合器（分离）叉、分离轴承、离合器壳、离合器盖和导轴衬（套），用来接合和分离变速器。

分离叉连接到杠杆机构，实际用来操纵离合器。

分离轴承安装在离合器分离叉和压盘总成之间。

离合器壳用来封闭离合器总成。

而离合器盖固定在离合器壳的底部。

这个活动盖可使技工（维修工）在检查离合器时不必拆卸变速器和离合器壳。

导轴衬安装在曲轴的后端，用来固定变速器输入轴。

扭矩变矩器
基础
就像装有手动变速器的汽车（有离合器）一样，装有自动变速器的汽车需要有一个装置，使发动机在车轮和变速器齿轮停止转动时能继续运转。

手动变速器汽车是通过离合器，使变速器完全与发动机脱离。

而自动变速器汽车采用的是液力变矩器（转矩变换器）。

液力变矩器是一种液力偶合器，它使发动机的旋转与变速器基本上不相关。

如果发动机转动很慢，例如在制动灯亮时汽车怠速行驶，通过液力变矩器传递的转矩很小，所以要使汽车停下来，只需要用很小的力踩制动踏板。

液力偶合器
如果在汽车停止时，踩下加速踏板。

就必须用很大的力来踩制动器，使汽车制动。

这是因为当你加速时，发动机转速增加，泵入液力变矩器的液体量增多，从而使更大的转矩被传递给车轮。

变矩器内部结构
有液力变矩器的坚固外壳内有4个部件：泵轮、涡轮、导轮和传动液。

液力变矩器的外壳用螺栓固定在发动机的飞轮上，因此它与发动机的转速相同。

液力变矩器泵轮叶片连接在外壳上，因此它的转速与发动机相同。

下面的剖视图说明了液力变矩器部件在其内部是如何连接的。

液力变矩器内的泵轮是一种离心泵。

当它旋转时，传动液会被甩到外侧，非常像洗衣机的旋转周期，将水和衣服甩到洗衣桶外侧。

当传动液甩向外侧时，会在中心产生真空，从而吸入更多的液体。

然后传动液进入到涡轮叶片中间，叶片与变速器相连。

涡轮带动变速器旋转，其本质是用来驱动汽车。

涡轮的叶片是弯曲的。

这说明从外侧进入到涡轮中的传动液在离开涡轮中心之前会改变方向。

正是这种方向的改变使涡轮旋转。

传动液从涡轮中心流出，流出时的方向与它进入时的方向不同。

流出涡轮的液体流动方向与泵轮旋转方向相反。

如果允许传动液冲击泵轮，它会使发动机减速，损耗功率。

这就是为什么液力变矩器要有一个导轮的原因。

导轮位于液力变矩器的正中心。

它的工作是让从涡轮返回的液体在它再次冲击泵轮之前，使其改变方向。

这会戏剧性地增加液力变矩器的效率。

导轮叶片具有很强的（侵袭性）主动性，它的方向与传动液流动方向完全相反。

导轮通过单向离合器连接在变速器的固定轴上。

因为采用这种布置方式，导轮不会随着传动液旋转，它只能按照与其相反的方向旋转，从而在传动液冲击导轮叶片时强迫其改变方向。

当汽车开始运动时，会有一些棘手的事情发生。

当行驶速度在40英里/时左右时，泵轮和涡轮转速基本上相同（泵轮总是旋转的稍快）。

此时，从涡轮返回的传动液流入泵轮时的方向已经与泵轮相同，因此不需要导轮。

尽管涡轮改变传动液的流动方向，并将它甩到后面，传动液仍
以涡轮旋转方向始终流动，因为涡轮在一个方向上的旋转速度大于传动液从另一方向泵入的速度。

如果你站在驶速在60英里/时的皮卡车后面，将一个小球从皮卡后方以40英里/时的速度扔出，这个小球仍会以20英里/时速度前进。

这与涡轮相似，传动液从一个方向甩出时的速度与它在另一个方向上的初始速度不一致。

在这些速度上，传动液实际上是在冲击导轮叶片的背面，从而使导轮在单向离合器上空转，因此不妨碍传动液从它中间穿过。

优缺点
除了在发动机转动时，使汽车达到完全停止之外，液力变矩器实际上在加速起动时能给汽车提供更大的转矩。

现代液力变矩器能够使发动机的转矩增大2－3倍。

这种效果只在发动机旋转速度明显快于变速器时出现。

在高速运转时，变速器随发动机转动，最终转速几乎相同。

虽然在理想情况下，变速器旋转速度可以与发动机相同，但由于速度消耗功率，因此实际是不同的。

这是为什么装有自动变速器的汽车比装有手动变速器的汽车燃油经济性差的原因之一。

为了使这种结果相反，一些汽车上的液力变矩器带有锁止离合器。

当液力变矩器的两半部分达到合适速度时，锁止离合器将它们锁在一起来消除滑转和提高效率。