二轴式手动变速器外文翻译

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机械毕业设计英文外文翻译436手动变速器 (2)

附录附录A.Manual TransmissionIt’s no secret that cars with manual transmissions are usually more fun to drive than the automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual transmission actually work?A history hows that manual transmissions preceded automatics by several decades. In fact，up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it’s logical for many types of today’s vehicles to be equipped with an automatic――such as a full-size sedan, SUV or pickup――the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, snort coupe or two-sealer equipped with a precise-shifting five-or six-speed gearbox．We know whicn types or cars have manual trannies. Now let’s take a look at how they work. From the most basic four-speed manual in a car from the’60s to the most high-tech six-speed one in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing）, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive,the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and a transaxle will both be referred to using the term transmission.The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle’s drive-wheel speed and torque in relation to engine speed and torque．Lower(numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill.Initially, power and torque from the engine comes into the front of the transmissions and rotates the main drive gear (or input shaft), which meshes with the cluster or counter shaft gear――a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine，whether or not the transmission is in gear or in neutral.There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic――and now obsolete――sliding-gear type，nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. Inorder to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the cluster. Once the gears are meshed, the clutch pedal is released and the engine’s power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds.All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However，all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral.Alongside each gear on the mainshaft is a dog clutch, wi th a hub that’s positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to themainshaft.To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates，lock rings（or springs）and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings，the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment.A synchro’s inner hub and sleeve are made of steel, but the blocking ring――the part of the synchro that rubs on the gear to change its speed――is usually made of a softer materia l, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty――they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side.That’s the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in t he 60’s, four-speeds were common in American and European performance cars．Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox.Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft（the driveshaft going to the wheels）than the driving shaft （crankshaft of the engine）. For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the ’89 Corvette. Designed by Chevrolet and Zahnradfabrik Friedrichshafen（ZF）and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the ’96 model year.Today，the Corvette uses a Tremec T56 six-speed mounted at the back of the car.Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK320, Honda S2000, Toyota Celica GT-S and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Celica for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios （fifth and sixth）the smaller cars like the Celica and S2000 usually have one overdriven gear ratio（sixth) and fifth is 1:1.Clearly a slick-shifting manual transmission is one of the maincomponents in a fun-to-drive car, along with a powerful engine，confidence-inspiring suspension and competent brakes.附录B.手动变速器相对于自动变速箱的车手动变速箱汽车开起来有更好的驾驶乐趣这是众所周知的。

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。

汽车变速器外文翻译

外文翻译Auto TransmissionFirst, an overview of automotive transmission and the development trendAutomobile available more than a century, especially from the mass production of motor vehicles and the automotive industry since the development of large, Car has been the economic development of the world for mankind to enter the modern life and have had a tremendous impact on the immeasurable, The progress of human society has made indelible contributions to the great, epoch-making set off arevolution. From From the vehicle as a power plant using internal combustion engine to start, auto transmission has become an important component. Is Generation is widely used in automotive reciprocating piston internal combustion engine with a small size, light weight, reliable operation and the use of The advantages of convenience, but its torque and speed range of smaller changes, and complex condition requires the use of motor vehicles Traction and the speed can be considerable changes in the scope. Therefore, its performance and vehicle dynamics and economy of There are large inter-contradictions, which contradictions of modern automotive internal combustion engine by itself is insoluble. Because Here, in the automotive power train set up the transmission and main reducer in order to achieve the purpose of deceleration by moment. Speed The main function of performance: ⑴ change gear ratio of motor vehicles, and expand the wheel drive torque and rotational speed of the Fan Wai, in order to adapt to constantly changing driving cycle, while the engine in the most favorable conditions within the scope of work; ⑵no change in the direction of engine rotation, under the premise of the realization of cars driving back; ⑶the realization of the free, temporary Interruption of power transmission, in order to be able to start the engine, idling, etc.. V ariable-speed drive transmission by the manipulation of institutions and agencies. Change the transmission ratio by way of transmission is divided into There are class-type, non-stage and multi-purpose three. Have class most widely used transmission. It uses gear drive, with a number of transmission ratio setting. Stepless transmission Continuously V ariable Transmission (CVT) transmission ratio of a certain The framework of multi-level changes may be unlimited, there is a common type of power and torque (dynamic fluid-type) and so on. Continuously V ariable Transmission Transmission development is the ultimate goal, because only it can make the most economical engine in working condition Can provide the best vehicle fuel economy and optimal power in order to provide the most comfortable By the feeling. Today's CVT is a typical representative of the CVTand IVT, however as a result of the reliability of Poor, non-durable materials and high cost issues, development is not very good. Comprehensive refers to transmission torque converter and the mechanical components have the level of transmission variable hydraulic mechanical Speed, the transmission ratio can be between the maximum and minimum range of a few discontinuous change for no class, but its Significantly lower transmission efficiency than the efficiency of gear drives. 2 By manipulation, transmission control type can be divided into mandatory, automatic and semi-automatic control to manipulate three - Species . Mandatory on the driver to manipulate the direct transmission gear shift control for the majority of motor vehicles used Also known as Manual Transmission Manual Transmission (MT). Automatic transmission control selection of the transmission ratio (transmission) is carried out automatically. Just add the driver to manipulate Speed pedal, you can control the speed, also known as Automatic Transmission Automatic Transmission (A T). It is According to the speed and load (throttle pedal travel) for two-parameter control, stall in accordance with the above two Parameters to automatically take-off and landing.A T and MT in common is that they are level transmission, but A T According to the speed of the speed shift automatically, you can eliminate the manual transmission "setback" of the shift feel. However, A T also have many drawbacks, such as body complex, mechanical efficiency is not high, high cost, reliability and control Sensitivity remains to be increasing . AMT (Automated Mechanical Transmission) is in the traditional dry clutch and manual transmission gear based on the transformation of form, mainly to change the part of the manual gearshift control. That is, the overall structure of the MT cases the same switch to electronically controlled automatic transmission to achieve. Semi-automatic control, there are two forms of transmission. A number of stalls is a common automatic control, and the remaining stalls manipulated by the driver; the other is pre-style, that is, pre-selected pilot stalls, the clutch pedal in the down or release the accelerator pedal, the for retirement or an electromagnetic device to shift the hydraulic device. In recent years, with advances in vehicle technology and road traffic density increased, the performance requirements of the transmission is also getting higher and higher. A large number of automotive engineers in improving the performance of automobile transmission study a great deal of effort devoted to the rapid transmission of technology development, such as A T, AMT, DCT, CVT and the emergence of IVT.2003 Hyundai A T, AMT, DCT, CVT forum reached a consensus on the following:in the next Development, MT will continue to be the most widely used automotive transmission, AMT will increase the proportion of the application, A T also Will occupy a large market share, CVT's use of certain limitations, can only be due to a number of small displacement Car, DCT (dual clutch transmission) will also be the budding growth. From 2003 to now, vehicle speed Thedevelopment of devices and the forum basically the consensus reached by consensus. By comparing the analysis, the traditional mechanical transmission is still the most widely used vehicle change Speed. Although it has many shortcomings, such as shifting the impact of large, bulky, cumbersome to manipulate and so on; however, it also There are many advantages, such as high transmission efficiency, reliable operation, long life, manufacturing processes mature and low cost. Therefore, if we can improve the mechanical transmission of the above-mentioned shortcomings, it still has great room for development.Second, Manual Transmission Fault DiagnosisManual transmission at the beginning of the fault diagnosis prior toFailure to confirm from other parts is not: to check the tire And wheels, to confirm the normal tire pressure, and the wheel is flat V alue of; to confirm instead of noise and vibration from the engine. Clutch , And steering and suspension, etc..(A), skip file1. PhenomenonV ehicle acceleration, deceleration, climbing or severe vehicle vibration, the gear lever neutral position automatically jump.2. Reasons① self-locking device of the ball did not enter the grooves or linked file does not meet the full-gear tooth meshing long;② self-locking device worn groove ball or serious, self-locking spring is too soft or broken fatigue;③ gear along the direction of tooth wear as a long cone-shaped;④ one or two too松旷shaft bearing, so that one or two three-axis and the crankshaft axis of the heart or different transmission and clutch shell shell bonding plane of the vertical axis the relative change in the crankshaft;⑤ Second Gear axis often axial or radial gap is too large;⑥ the axis of axial or radial gap is too large.3. Fault diagnosis and troubleshootingJump to file stalls Unascertained: After taking heat the entire vehicle, increase the use of continuous, slow approach to road test each file is determined.Will jump to the gear lever hanging file stalls the engine off, transmission cover removed carefully to observe the mating dance gear case file.① engagement does not meet the length, then the resulting fault;② to reach a total length of engagement, should continue to check;③ check mating wear parts: wear into a cone, then failure may be caused by;④ check b-axis of the gear profile and the axis of the axial and radial clearance, clearance is too large, then failure may be caused by;⑤ check self-locking devices, locking devices, if only a very small dynamic resistance, and even feel the ball is not plugged groove (the transmission cover caught in the vice, the hand-shaking shift stroke), the fault for the bad performance of self-locking ; Otherwise, the fault for the clutch and gearbox shell bonding plane and the vertical axis of the crankshaft caused by changes.(B), arbitrary files1. PhenomenonTechnical condition in the clutch normal circumstances, transmission at the same time put up or two files linked to the need to stall, the results linked to other stalls.2. Reasons① interlocking device failure: if the fork shaft, pin or interlocking interlocking ball too much wear and tear, etc.;② the bottom of the arc gear face wear and tear is too large or fork axis of the allocated blocks wear groove is too large;③ball pin gear lever broken or the ball-hole, ball松旷wear too. In short arbitrary file transmission is mainly due to institutional failure manipulation.3. Fault diagnosis and troubleshooting① linked to the need to stall, the results linked to the other stalls: rocking gear lever, to check their point of view before, if in excess of the normal range, while the lower end of failure by the gear lever ball pin and the positioning groove ball with or松旷, the ball is too large holes caused by wear and tear. Swung shift 360 °, compared with a broken pin.② If the pendulum angle to normal, still not on, or linked to more than picking file, then the lower end of failure by the gear lever away from the limitations arising from the groove in (due to break away from the bottom of the arc-shaped guide groove face wear and tear or wear).③ At the same time linked to the two files: the fault caused by the interlocking device failure.(C), the difficulties linked to files1. PhenomenonClutch technical condition, but can not be linked smoothly linked file into the stalls, often percussive sound gear.2. Reasons① synchronizer failure;② Bending fork shaft, locking the spring strong, ball injury, etc.;③ a shaft or a spline shaft bending injury;④ inadequate or excessive gear oil, gear oil does not meet the specifications.3. Fault diagnosis and troubleshooting①Synchronizer check whether the fall to pieces, cone ring is conical spiral groove wear, whether worn slider, spring is too soft, such as elastic.② If the Synchronizer normal, check whether the bending of a shaft, spline wear is severe.③ check whether the mobile axis normal fork.(D), abnormal sound transmission1. PhenomenonTransmission refers to transmission work abnormal sound when the sound is not normal.2. Reasons1) abnormal sound gearGear wear off very thin gap is too large, the impact of running in; bad tooth meshing, such as the repair did not replace the gear pairs. New and old gear with the gear mesh can not be correct; tooth metal fatigue spalling or damage to individual teeth broken; gear and the spline shaft with松旷, or the axial gear clearance is too large; axis caused by bending or bearing松旷space to change gears.2) Bearing ringSerious bearing wear; Bearing (outer) ring with the journal blocks (holes) with the loose; Ball Bearing Ma break-up or a point of ablation.3) ring made for other reasonsSuch as the transmission within缺油, lubricants have been thin, too thick or quality deterioration; transmission into the foreign body inside; some loose bolts fastening; odometer or the odometer shaft ring gear, such as fat.3. Troubleshooting①transmission issued metal dry friction sound, which is缺油and the poor quality of oil. Refueling and inspection should be the quality of oil, if necessary, replacement.② for moving into a file if the sound obvious, namely, the profile of gear tooth wear; If the occurrence of cyclical noise, while damage to individual teeth.③when the ring gap, and riding the clutch pedal under the noise disappeared after the general axis is a before and after the bearing or regular engagement ring gear; if any files are changed into the ring, after more than two-axis bearing ring.④transmission occurs when a sudden impact the work of sound, most of the tooth was broken and should be removed timely transmission inspection cover to prevent mechanicaldamage.⑤moving, only for transmission of a file into the ring gear made in the above-mentioned good premise, it should check with improper gear mesh, if necessary, should be re-assembling a pair of new gear. In addition, it may be synchronizer gear wear or damage should be repaired or replaced depending on the circumstances.⑥ when shifting gear ring made of impact, it may be the clutch or the clutch pedal can not be separated from stroke is incorrect, damaged synchronizer, excessive idling, gear improperly adjusted or tight-oriented, such as Bush. In such cases, to check whether the separation of the clutch, and then adjust the idle speed or the gear lever, respectively, the location, inspection-oriented with the bearing bushing and separation tightness.If excluded from the above examinations, the transmission is still made ring, should check the shaft bearings and shaft hole with the situation, bearing the state of their own technology, etc.; as well, and then view the odometer shaft and ring gear is made and, if necessary, be repaired or replacement.(E), transmission oil1. PhenomenonAround the transmission gear lubricants, transmission gear box to reduce the fuel can be judged as lubricant leakage.2. Reasons and troubleshooting① improper oil selection, resulting in excessive foam, or the volume too much oil, when in need of replacement or adjust the lubricant oil;② side cover is too loose, damaged gaskets, oil seal damage, damage to seals and oil seals should be replaced with new items;③ release and transmission oil tank and side cover fixed bolts loosening, tightening torque should be required;④ broken gear-housing shell or extended wear and tear caused by oil spills, must be replaced;⑤ odometer broken loose gear limit device must be locked or replaced; gear oil seal oil seal oil should be replaced.Third, the maintenance manual gearboxSantana is now as an example:Santana used to manually synchronize the entire, multi-stage gear transmission, there are four forward one block and reverse gear. Block are forward-lock synchronizer ring inertial, body-wide shift synchronizer nested engagement with a reasonable structure, the layout of a compact, reliable, long life and so on. However, if the use and maintenance is not the right way to do so, failure mayoccur at any time.The proper use of Synchronizer:1, the use of addition and subtraction block off both feet. Block addition and subtraction, if the clutch with one foot, then the speed at the time of addition and subtraction block must be correct, the timing should be appropriate and, if necessary, to addition and subtraction can be blocked off both feet, so that addition and subtraction method can reduce the block with Gear speed difference between the circumference, thereby reducing wear and tear Synchronizer to extend the life of Synchronizer.2, prohibited the use of tap-shift gear lever when the method (that is, a push of the operation of a song). Hand should always hold down the shift, this can greatly reduce the synchronizer sliding lock Moreton Central time and reduce wear and tear.3, no state in the gap off the use of force挂挡synchronizer start the engine. Moment of inertia as a great engine, the friction torque Synchronizer also small, so the time synchronization process is very long, so that lock ring temperature increased sharply, it is easy to burn synchronizer.4, is strictly prohibited by synchronizer clutch instead of the initial (that is, the use of non-use of the clutch friction synchronizer start挂挡role), control speed and braking.The correct use of lubricants:Santana at the factory, the transmission has been added to the quality of lubricating oil, under normal circumstances, the level of the transmission lubrication need to be checked. However, when normal travel 100,000 kilometers 10,000 kilometers -20 after the first lubricating oil must be replaced. Santana grade lubricants used in transmission as follows: Gear Oil API-GLA (MIL-L2105), SAE80 or SAE80W-90 grade汽车变速器一、汽车变速器概述及发展趋势汽车问世百余年来，特别是从汽车的大批量生产及汽车工业的大发展以来，汽车己为世界经济的发展、为人类进入现代生活，产生了无法估量的巨大影响，为人类社会的进步作出了不可磨灭的巨大贡献，掀起了一场划时代的革命。

变速器零件名称中英文对照

149 bearing, roller 承
spring assy, neutral 空档回位弹 fulcrum, clutch 支点（球头
75 return
簧总成
150 release lever 螺栓）
gear, differential 主减从动齿
151 drive
轮
shaft, reverse idler 倒档中间齿 fork,
shift 五、倒档拨
50 gear
轮轴
125 (5th&rev)
叉
gear assy, reverse倒档中间齿 rail, sub assy, 五、倒档拨
51 idler
轮总成
126 shift
叉轴分总成
五档从动齿
52 spacer
29 magnet
磁铁
gear, clutch 3rd 三档主动齿
104 speed
轮齿圈
gear assy, 3rd 三档主动齿
30 holder, magnet
磁铁固定器 105 speed
轮总成
procedure of vin no 打印标记步
31 marking
骤
106 shaft, output 输出轴
7 (3RD & 4TH)
转接套齿
82 clutch release 液压缸总成
FORK, SHIFT (5TH &
brg,
clutch 离合器分离
8 REV)
5/R 档拨叉 83 release
轴承
RAIL SUB ASSY, SHIFT5/R 档拨叉轴
9 (5TH & REV)

手动变速器基础外文文献翻译、中英文翻译、外文翻译

中国地质大学长城学院本科毕业设计外文资料翻译系别：工程技术系专业：机械设计制造及其自动化姓名：黄昌照学号：052115322015 年4月7日Manual Transmission BasicsIt's no secret that cars with manual transmissions are usually more fun to drive than their automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual trans actually work? With our primer on automatics(or slushboxes, as detractors call them) available for your perusal, we thought it would be a good idea to provide a companion overview on manual trannies, too.A brief history lesson shows that manual transmissions preceded automatics by several decades. In fact, up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it's logical for many types of today's vehicles to be equipped with an automatic -- such as a full-size sedan, SUV or pickup -- the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, sport coupe or two-seater equipped with a precise-shifting five- or six-speed gearbox. It's what makes cars such as a Corvette, Mustang, Miata or any BMW sedan or coupe some of the most fun-to-drive cars available today.We know which types of cars have manual trannies. Now let's take a look at how they work. From the most basic four-speed manual in a car from the '60s to the most high-tech six-speed in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing) that, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and transaxle will both be referred to using the term transmission.The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside thetransmission change the vehicle's drive-wheel speed and torque in relation to engine speed and torque. Lower (numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill.Initially, power and torque from the engine comes into the front of the transmission and rotates the main drive gear (or input shaft), which meshes with the cluster or counter shaft gear -- a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine, whether or not the transmission is in gear or in neutral.There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic -- and now obsolete -- sliding-gear type, nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the cluster. Once the gears are meshed, the clutch pedal is released and the engine's power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds.All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However, all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral.Alongside each gear on the mainshaft is a dog clutch, with a hub that's positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving the shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft.To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates, lock rings (or springs) and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings, the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment.That's the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the '60s, four-speeds were common in American and European performance cars. Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox.Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft (the driveshaft going to the wheels) than the driving shaft (crankshaft of the engine). For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the '89 Corvette. Designed by Chevrolet and Zahnradfabrik Friedrichshafen (ZF) and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the '96 model year. Today, the Corvette uses a Tremec T56 six-speed mounted at the back of the car.Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK350, Honda S2000, BMW 3-Series and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Miata for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios (fifth and sixth) the smaller cars like the Celica and S2000 usually have one overdriven gear ratio (sixth) and fifth is 1:1.Clearly a slick-shifting manual transmission is one of the main components in a fun-to-drive car, along with a powerful engine, confidence-inspiring suspension andcompetent brakes. For more information on a manual transmission's primary partner component, check out our basic primer on clutches and clutch operation.附录B 文献翻译手动变速器基础汽车手动变速器相比于自动变速器的驾驶装备来说，在驾驶方面拥有更多的乐趣，这已不再是什么秘密了。

外文翻译：手动变速器概述

Manual transmissionManual transmission is the most basic of transmission of a type, its effect is changing, and provide the transmission reverse and neutral. Usually, the pilot on the clutch pedal through manipulation and in any HuanDangGan can choose between gear. There are a few manual transmission, such as motorcycles, cars, some transmission shift transmission allows only sequence, the transmission is called sequence shift transmission. In recent years, along with the electronic control components durability, computerized automatic switching clutch automatic shift of transmission in Europe since the start line are more and more popular, car V olkswagen and ford are sold in the city on the double clutch provide updated generation, transmission from the start with two clutches, every shift automatically switch to another group of clutch engagement, need not as quick as traditional in manual have only one group separated again clutch engagement, shifting speed is faster, more small change gear vibration.Internal structure: shaftDecorate a form of transmission shaft type usually have two and three shaft type two kinds. Usually a rear wheel drive car will adopt three axis type, i.e. input shaft transmission, the output shaft and oart. Input shaft front associated with engine, borrow clutch output shaft back-end through the flange and universal transmission device connected.Input shaft and the output shaft in the same horizontal line, with their oart parallel arrangement. From the input shaft power through the gears to preach to the output shaft oart again. In many input and output shaft transmission shaft could engage in together, so to power, then the gear oart called directly. Direct files through uniaxial transmission, the ratio of 1:1, the highest transmission efficiency. Even in the transmission directly, cannot offer the input shaft, and the output shaft is decorated in a straight line to reduce work needed to inherit the torque transmission.Reversing deviceGenerally speaking, the reverse gear reducer than can alsosynchronizerIn synchronized meshing gears have type synchronizer Settings, can make two gear engagement in the first, before the speed reached synchronizer in all of this manual geartransmission of the car has been usedClutch,The clutch is can make two gear with a separate with mechanical parts, two gear transmission power can be combined, but when to speed, so will depend on the first two gear clutch, change gear ratio, the two gear transmission power, continue again Control：GearIn simple terms, the high speed, low speed ShengDang when the time cameEvery car high speedCompared with automatic transmissionThis refers to the automatic transmission of traditional hydraulic transmission, namely through hydraulic torque converter and planetary gear transmission power automatic transmission.Advantages：transmission efficiency than automatic gearboxes for high, of course, theoretically can compare economical.maintenance will be cheaper than transmission.If you want to higher cost, can begin from both the row of convenience and high power手动变速器手动变速器是汽车变速器中最基本的一种类型，其作用是改变传动比，并提供倒档和空档。

外文翻译-手动变速器

附录附录A.Manual TransmissionIt’s no secret that cars with manual transmissions are usually more fun to drive than the automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual transmission actually work?A history hows that manual transmissions preceded automatics by several decades. In fact，up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it’s logical for many types of today’s vehicles to be equipped with an automatic――such as a full-size sedan, SUV or pickup――the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, snort coupe or two-sealer equipped with a precise-shifting five-or six-speed gearbox．We know whicn types or cars have manual trannies. Now let’s take a loo k at how they work. From the most basic four-speed manual in a car from the’60s to the most high-tech six-speed one in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing）, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and a transaxle will both be referred to using the term transmission.The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle’s drive-wheel speed and torque in relation to engine speed and torque．Lower(numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill.Initially, power and torque from the engine comes into the front of the transmissions and rotates the main drive gear (or input shaft), which meshes with the cluster or countersha ft gear――a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine，whether or not the transmission is in gear or in neutral.There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic――and now obsolete――sliding-gear type，nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the clust er. Once the gears are meshed, the clutch pedal is released and the engine’s power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds.All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However，all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral.Alongside each gear on the mainshaft is a dog clutch, with a hub that’s positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft.To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates，lock rings（or springs）and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings，the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment.A synchro’s inner hub and sleeve are made of steel, but the blocking ring――the partof the synchro that rubs on the gear to change its speed――is usually made of a softer material, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty――they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side.That’s the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the 60’s, four-speeds were common in American and European performance cars．Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox.Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft（the driveshaft going to the wheels）than the driving shaft（crankshaft of the engine）. For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the ’89 Corvette. D esigned by Chevrolet and Zahnradfabrik Friedrichshafen（ZF）and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the ’96 model year. Today，the Corvette uses a Tremec T56 six-speed mounted at the back of the car.Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK320, Honda S2000, Toyota Celica GT-S and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Celica for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios（fifth and sixth）the smaller cars like the Celica and S2000 usually have one overdriven gear ratio（sixth) and fifth is 1:1.Clearly a slick-shifting manual transmission is one of the main components in a fun-to-drive car, along with a powerful engine，confidence-inspiring suspension and competent brakes.附录B.手动变速器相对于自动变速箱的车手动变速箱汽车开起来有更好的驾驶乐趣这是众所周知的。

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。

汽车车辆类手动变速器设计外文文献翻译

附录A 外文文献Manual transmissionManual transmission is the most basic of transmission of a type, its effect is changing, and provide the transmission reverse and neutral. Usually, the pilot on the clutch pedal through manipulation and in any HuanDangGan can choose between gear. There are a few manual transmission, such as motorcycles, cars, some transmission shift transmission allows only sequence, the transmission is called sequence shift transmission. In recent years, along with the electronic control components durability, computerized automatic switching clutch automatic shift of transmission in Europe since the start line are more and more popular, car V olkswagen and ford are sold in the city on the double clutch provide updated generation, transmission from the start with two clutches, every shift automatically switch to another group of clutch engagement, need not as quick as traditional in manual have only one group separated again clutch engagement, shifting speed is faster, more small change gear vibration.Internal structure: shaftDecorate a form of transmission shaft type usually have two and three shaft type two kinds. Usually a rear wheel drive car will adopt three axis type, i.e. input shaft transmission, the output shaft and oart. Input shaft front associated with engine, borrow clutch output shaft back-end through the flange and universal transmission device connected.Input shaft and the output shaft in the same horizontal line, with their oart parallel arrangement. From the input shaft power through the gears to preach to the output shaft oart again. In many input and output shaft transmission shaft could engage in together, so to power, then the gear oart called directly. Direct files through uniaxial transmission, the ratio of 1:1, the highest transmission efficiency. Even in the transmission directly, cannot offer the input shaft, and the output shaft is decorated in a straight line to reduce work needed to inherit the torque transmission.Reversing deviceGenerally speaking, the reverse gear reducer than can alsosynchronizerIn synchronized meshing gears have type synchronizer Settings, can make two gear engagement in the first, before the speed reached synchronizer in all of this manual gear transmission of the car has been usedClutch,The clutch is can make two gear with a separate with mechanical parts, two gear transmission power can be combined, but when to speed, so will depend on the first two gear clutch, change gear ratio, the two gear transmission power, continue again Control：GearIn simple terms, the high speed, low speed ShengDang when the time cameEvery car high speedCompared with automatic transmissionThis refers to the automatic transmission of traditional hydraulic transmission, namely through hydraulic torque converter and planetary gear transmission power automatic transmission.Advantages：transmission efficiency than automatic gearboxes for high, of course, theoretically can compare economical.maintenance will be cheaper than transmission.If you want to higher cost, can begin from both the row of convenience and high power附录B外文文献的中文翻译手动变速器手动变速器是汽车变速器中最基本的一种类型，其作用是改变传动比，并提供倒档和空档。

齿轮术语中英文对照表

齿轮术语中英⽂对照表中间齿轮intermediate gear(counter gear) 副轴齿轮counter shaft gear 副轴counter shaft变速器输⼊轴transmission imput shaft变速器输出轴transmission output shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速器中间轴transmission countershaft 变速器轴的刚度rigidity of shaft 变速齿轮⽐(变速⽐)transmission gear ratio 传动⽐gear ratio主压⼒line pressure调制压⼒modulated pressure真空调制压⼒vacuum modulator pressure 速控压⼒governor pressure 缓冲压⼒compensator or trimmer pressure限档压⼒hold presure前油泵front pump (input pump )液⼒传动装置充油压⼒hydrodynamic unit change pressure后油泵gear pump (output pump )回油泵scavenge oil pump阿基⽶德蜗杆 Archimedes worm安全系数safety factor; factor of safety安全载荷 safe load变形 deformation 摆线齿轮 cycloidal gear摆线齿形 cycloidal tooth profile背锥⾓ back angle背锥距 back cone distance⽐例尺 scale变速 speed change变速齿轮 change gear ; change wheel变位齿轮 modified gear变位系数 modification coefficient标准齿轮 standard gear标准直齿轮 standard spur gear表⾯粗糙度 surface roughness不完全齿轮机构 intermittent gearing补偿 compensation参数化设计 parameterization design, PD 残余应⼒ residual stress 操纵及控制装置operation control device槽数 Geneva numerate侧隙 backlash差动轮系 differential gear train差动螺旋机构differential screw mechanism差速器 differential常⽤机构conventional mechanism; mechanism in common use承载量系数 bearing capacity factor承载能⼒ bearing capacity成对安装 paired mounting尺⼨系列 dimension series齿槽 tooth space齿槽宽 spacewidth齿侧间隙 backlash齿顶⾼ addendum齿顶圆 addendum circle齿根⾼ dedendum齿根圆 dedendum circle齿厚 tooth thickness齿距 circular pitch齿宽 face width齿廓 tooth profile齿廓曲线 tooth curve齿轮 gear齿轮变速箱 speed-changing gear boxes齿轮齿条机构 pinion and rack齿轮插⼑ pinion cutter; pinion-shaped shaper cutter齿轮滚⼑ hob ,hobbing cutter齿轮机构 gear齿轮轮坯 blank齿轮传动系 pinion unit齿轮联轴器 gear coupling齿条传动 rack gear齿数 tooth number齿数⽐ gear ratio齿条 rack齿条插⼑rack cutter; rack-shaped shaper cutter齿形链、⽆声链 silent chain齿形系数 form factor齿式棘轮机构 tooth ratchet mechanism 插齿机 gear shaper重合点 coincident points重合度 contact ratio传动⽐ transmission ratio, speed ratio 传动装置 gearing; transmission gear传动系统 driven system传动⾓ transmission angle传动轴 transmission shaft创新设计 creation design垂直载荷、法向载荷 normal load从动带轮 driven pulley从动件 driven link, follower从动件平底宽度 width of flat-face从动件停歇 follower dwell从动件运动规律 follower motion从动轮 driven gear粗线 bold line粗⽛螺纹 coarse thread⼤齿轮 gear wheel打滑 slipping带传动 belt driving单列轴承 single row bearing单位⽮量 unit vector当量齿轮 equivalent spur gear; virtual gear当量齿数equivalent teeth number; virtual number of teeth 当量摩擦系数 equivalent coefficient of friction 当量载荷 equivalent load⼑具 cutter导数 derivative倒⾓ chamfer导程 lead导程⾓ lead angle等效质量 equivalent mass（疲劳）点蚀 pitting垫圈 gasket垫⽚密封 gasket seal顶隙 bottom clearance定轴轮系ordinary gear train; gear train with fixed axes动⼒学 dynamics动密封 kinematical seal动能 dynamic energy动⼒粘度 dynamic viscosity动⼒润滑 dynamic lubrication动载荷 dynamic load端⾯ transverse plane端⾯参数 transverse parameters端⾯齿距 transverse circular pitch端⾯齿廓 transverse tooth profile端⾯重合度 transverse contact ratio端⾯模数 transverse module端⾯压⼒⾓ transverse pressure angle 锻造 forge惰轮 idle gear额定寿命 rating life额定载荷 load rating发⽣线 generating line发⽣⾯ generating plane法⾯ normal plane法⾯参数 normal parameters法⾯齿距 normal circular pitch法⾯模数 normal module法⾯压⼒⾓ normal pressure angle法向齿距 normal pitch法向齿廓 normal tooth profile法向直廓蜗杆 straight sided normal worm 法向⼒ normal force 反正切 Arctan成法 generating cutting仿形法 form cutting⾮标准齿轮 nonstandard gear⾮接触式密封 non-contact seal⾮周期性速度波动aperiodic speed fluctuation⾮圆齿轮 non-circular gear粉末合⾦ powder metallurgy分度线 reference line; standard pitch line分度圆reference circle; standard (cutting) pitch circle分度圆柱导程⾓ lead angle at reference cylinder分度圆柱螺旋⾓ helix angle at reference cylinder分母 denominator分⼦ numerator分度圆锥 reference cone; standard pitch cone封闭差动轮系 planetary differential复合应⼒ combined stress复式螺旋机构 Compound screw mechanism ⼲涉 interference刚度系数 stiffness coefficient钢丝软轴 wire soft shaft根切 undercutting公称直径 nominal diameter⾼度系列 height series功 work⼯况系数 application factor⼯艺设计 technological design⼯作循环图 working cycle diagram⼯作机构 operation mechanism⼯作载荷 external loads⼯作空间 working space⼯作应⼒ working stress⼯作阻⼒ effective resistance⼯作阻⼒矩 effective resistance moment 公法线 common normal line公制齿轮 metric gears功率 power功能分析设计 function analyses design 共轭齿廓 conjugate profiles 共轭凸轮 conjugate cam 惯性⼒矩moment of inertia ,shaking moment惯性⼒平衡 balance of shaking force冠轮 crown gear轨迹⽣成 path generation轨迹发⽣器 path generator滚⼑ hob过度切割 undercutting耗油量 oil consumption耗油量系数 oil consumption factor横坐标 abscissa互换性齿轮 interchangeable gears花键 spline滑键、导键 feather key滑动率 sliding ratio环⾯蜗杆 toroid helicoids worm缓冲装置 shocks; shock-absorber机械 machinery机械平衡 balance of machinery机械设计machine design; mechanical design机械特性 mechanical behavior机械调速 mechanical speed governors机械效率 mechanical efficiency机械原理theory of machines and mechanisms机械⽆级变速 mechanical stepless speed changes基础机构 fundamental mechanism基本额定寿命 basic rating life基于实例设计 case-based design,CBD基圆 base circle基圆半径 radius of base circle基圆齿距 base pitch基圆压⼒⾓pressure angle of base circle基圆柱 base cylinder基圆锥 base cone极限位置 extreme (or limiting) position 极位夹⾓ crank angle between extreme (or limiting) positions 计算机辅助设计 computer aided design, CAD计算机辅助制造computer aided manufacturing, CAM计算机集成制造系统 computer integrated manufacturing system, CIMS计算⼒矩 factored moment; calculation moment计算弯矩 calculated bending moment间隙 backlash减速⽐ reduction ratio减速齿轮、减速装置 reduction gear减速器 speed reducer渐开螺旋⾯ involute helicoid渐开线 involute渐开线齿廓 involute profile渐开线齿轮 involute gear渐开线发⽣线generating line of involute渐开线⽅程 involute equation渐开线函数 involute function渐开线蜗杆 involute worm渐开线压⼒⾓ pressure angle of involute 渐开线花键 involute spline 键 key键槽 keyway交变应⼒ repeated stress交变载荷 repeated fluctuating load交叉带传动 cross-belt drive交错轴斜齿轮 crossed helical gears胶合 scoring⾓速度 angular velocity⾓速⽐ angular velocity ratio结构 structure结构设计 structural design截⾯ section节点 pitch point节距 circular pitch; pitch of teeth节线 pitch line节圆 pitch circle节圆齿厚 thickness on pitch circle节圆直径 pitch diameter节圆锥 pitch cone节圆锥⾓ pitch cone angle解析设计 analytical design紧边 tight-side 紧固件 fastener径节 diametral pitch径向 radial direction径向当量动载荷dynamic equivalent radial load径向当量静载荷static equivalent radial load径向基本额定动载荷basic dynamic radial load rating 径向基本额定静载荷 basic static radial load tating径向接触轴承 radial contact bearing径向平⾯ radial plane径向游隙 radial internal clearance径向载荷 radial load径向载荷系数 radial load factor径向间隙 clearance静⼒ static force静平衡 static balance静载荷 static load绝对运动 absolute motion绝对速度 absolute velocity可靠性 reliability可靠性设计 reliability design, RD理论廓线 pitch curve理论啮合线 theoretical line of action ⼒矩 moment⼒平衡 equilibrium⼒偶 couple⼒偶矩 moment of couple轮坯 blank螺旋副 helical pair螺旋机构 screw mechanism螺旋⾓ helix angle螺旋线 helix ,helical line模块化设计 modular design, MD模数 module磨损 abrasion ;wear; scratching耐磨性 wear resistance齿轮 internal gear齿圈 ring gear⼒ internal force圈 inner ring啮合 engagement, mesh, gearing 啮合点 contact points啮合⾓ working pressure angle啮合线 line of action啮合线长度 length of line of action 盘形转⼦ disk-like rotor抛物线运动 parabolic motion疲劳极限 fatigue limit疲劳强度 fatigue strength偏置式 offset偏 ( ⼼ ) 距 offset distance偏⼼率 eccentricity ratio偏⼼质量 eccentric mass偏距圆 offset circle偏⼼盘 eccentric切齿深度 depth of cut曲齿锥齿轮 spiral bevel gear曲率 curvature曲率半径 radius of curvature曲⾯从动件 curved-shoe follower 曲线运动 curvilinear motion全齿⾼ whole depth权重集 weight sets球⾯副 spheric pair球⾯渐开线 spherical involute球⾯运动 spherical motion⼈字齿轮 herringbone gear润滑装置 lubrication device润滑 lubrication三⾓形花键 serration spline三⾓形螺纹 V thread screw少齿差⾏星传动 planetary drive with small teeth difference 升程 rise升距 lift实际廓线 cam profile输出轴 output shaft实际啮合线 actual line of action双曲⾯齿轮 hyperboloid gear顺时针 clockwise瞬⼼ instantaneous center死点 dead point太阳轮 sun gear特性 characteristics图册、图谱 atlas 图解法 graphical method退⽕ anneal陀螺仪 gyroscope外⼒ external force外形尺⼨ boundary dimension⽹上设计 on-net design, OND微动螺旋机构differential screw mechanism位移 displacement蜗杆 worm蜗杆传动机构 worm gearing蜗杆头数 number of threads蜗杆直径系数 diametral quotient蜗杆蜗轮机构 worm and worm gear蜗杆形凸轮步进机构 worm cam interval mechanism蜗杆旋向 hands of worm蜗轮 worm gear⽆级变速装置stepless speed changes devices相对速度 relative velocity相对运动 relative motion相对间隙 relative gap象限 quadrant橡⽪泥 plasticine⼩齿轮 pinion⼩径 minor diameter谐波齿轮 harmonic gear谐波传动 harmonic driving斜齿轮的当量直齿轮equivalent spur gear of the helical gear ⼼轴 spindle⾏程速度变化系数 coefficient of travel speed variation⾏程速⽐系数advance-to return-time ratio⾏星齿轮装置 planetary transmission⾏星轮 planet gear⾏星轮变速装置planetary speed changing devices⾏星轮系 planetary gear train旋转运动 rotary motion压⼒⾓ pressure angle应⼒图 stress diagram应⼒—应变图 stress-strain diagram 优化设计 optimal design 油杯 oil bottle有效圆周⼒ effective circle force圆带传动 round belt drive圆弧齿厚 circular thickness圆弧圆柱蜗杆 hollow flank worm圆⾓半径 fillet radius圆盘摩擦离合器 disc friction clutch圆盘制动器 disc brake原动机 prime mover原始机构 original mechanism圆形齿轮 circular gear圆柱滚⼦ cylindrical roller圆柱滚⼦轴承cylindrical roller bearing圆柱副 cylindric pair圆柱蜗杆 cylindrical worm圆锥滚⼦ tapered roller圆锥滚⼦轴承 tapered roller bearing圆锥齿轮机构 bevel gears圆锥⾓ cone angle运动副 kinematic pair运动粘度 kenematic viscosity载荷 load展成法 generating直齿圆柱齿轮 spur gear直齿锥齿轮 straight bevel gear直径系数 diametral quotient直径系列 diameter series直廓环⾯蜗杆 hindley worm质量 mass中⼼距 center distance中⼼距变动 center distance change中径 mean diameter终⽌啮合点final contact, end of contact周节 pitch轴 shaft轴承盖 bearing cup轴承合⾦ bearing alloy轴承座 bearing block轴承外径 bearing outside diameter轴颈 journal 轴⽡、轴承衬 bearing bush轴端挡圈 shaft end ring轴环 shaft collar轴肩 shaft shoulder轴⾓ shaft angle轴向 axial direction轴向齿廓 axial tooth profile转动副 revolute (turning) pair转速 swiveling speed ; rotating speed 转轴 revolving shaft 转⼦ rotor装配条件 assembly condition锥齿轮 bevel gear锥顶 common apex of cone锥距 cone distance锥轮 bevel pulley; bevel wheel锥齿轮的当量直齿轮equivalent spur gear of the bevel gear锥⾯包络圆柱蜗杆 milled helicoids worm 准双曲⾯齿轮 hypoid gear ⾃由度 degree of freedom, mobility总重合度 total contact ratio总反⼒ resultant force总效率combined efficiency; overall efficiency组成原理 theory of constitution组合齿形 composite tooth form组合安装 stack mounting最少齿数 minimum teeth number最⼩向径 minimum radius作⽤⼒ applied force坐标系 coordinate frame电磁阀调压阀solenoid regulator valve液⼒变矩器旁通阀converter bypass valve速控阀governor valve选档阀selectro valve换档阀shift valve信号阀signal valve继动阀relay valve换档指令发⽣器shift pattern generator档位指⽰器shift indicator(shift torwer)先导阀priority valve流量阀flow valve重迭阀overlap valve液⼒减速器控制阀retarder control valve。

汽车类机械翻译词汇1

中间齿轮intermediate gear(counter gear)副轴齿轮counter shaft gear副轴counter shaft变速器输入轴transmission imput shaft变速器输出轴transmission output shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速齿轮比（变速比）transmission gear ratio传动比gear ratio主压力line pressure调制压力modulated pressure真空调制压力vacuum modulator pressure速控压力governor pressure缓冲压力compensator or trimmer pressure 限档压力hold presure前油泵front pump (input pump )液力传动装置充油压力hydrodynamic unit change pressure 后油泵gear pump (output pump )回油泵scavenge oil pump调压阀pressure -regulator vavle电磁阀调压阀solenoid regulator valve液力变矩器旁通阀converter bypass valve速控阀governor valve选档阀selectro valve换档阀shift valve信号阀signal valve继动阀relay valve换档指令发生器shift pattern generator档位指示器shift indicator(shift torwer)先导阀priority valve流量阀flow valve重迭阀overlap valve液力减速器控制阀retarder control valve液力起步fluid start零速起动stall start液力变矩器锁止converter lockup全液压自动换档系统hydraulic automatic control system 电液式自动换档系统electronic -hydraulic automatiec换档shift升档upshift降档downshift动力换档power shfit单向离合器换档freewheel shfit人工换档manual shfit自动换档automaitc shfit抑制换档inhibited shift超限换档overrun shift强制换档forced shift换档点shift point叶片转位blade angle shift换档滞后shift hysteresis换档循环shift schedule换档规律process of power shift动力换档过程timing换档定时property of automatic shift 换档品质property of automatic shft换档元件engaging element换档机构gearshift操纵杆control lever变速杆stick shift(gear shift lever) （副变速器）变速杆range selector变速叉shifting fork (gear shift fork) 分动箱控制杆transfer gear shift fork变速踏板gear shift pedal变速轨（拨叉道轨）shift rail直接变速direct change(direct control)方向盘式变速column shift (handle change)按钮控制finger-tip control槽导变速gate change空档位置neutral position直接驱动direct drive高速档top gear(high gear)低速档bottom gear(low speed gear)第一档first gear第二档second gear超速档overdirve gear经济档economic gear倒档reverse gear爬行档creeper gear驱动特性drive performance反拖特性coast performance定输入扭矩特性constant input torque performance全油门特性full throttle performance寄生损失特性no load (parasitic losses)performance 原始特性primary characteristic响应特性response characteristic吸收特性absorption characteristic全特性total external characteristic输入特性characteristic of enhance输出特性characteristic of exit力矩特性torque factor(coefficient of moment) 过载系数overloading ratio变矩系数torque ratio能容系数capacity factorr几何相似geometry similarity运动相似kinematic similarity动力相似dynamic similarity透穿性transparency万向节和传动轴universal joint and drive shaft万向节universal joint非等速万向节nonconstant velocity universal joint 等速万向节constant velocity universal joint准等速万向节near constant velocity universal joint 自承式万向节self-supporting universal joint非自承式万各节non self suporting universal joint回转直径swing diameter等速平面constant velocity plane万向节夹角true joint angle十字轴式万向节cardan (hookes)universal joint 万向节叉yoke突缘叉flange york滑动叉slip yoke滑动节，伸缩节slip joint花键轴叉slip shaft yoke轴管叉（焊接叉）tube(weld yoke)十字轴cross(spider)十字轴总成cross assembly挠性元件总成flexible universal joint球销式万向节flexible member assembly双柱槽壳housing球环ball球头轴ball head球头钉button中心球和座centering ball and seat球笼式万向节rzeppa universal joint钟形壳outer race星型套inner race保持架cage可轴向移动的球笼式万向节plunging constant velocity joint 筒形壳cylinder outer race柱形滚道星形套inner race withcylinder ball grooves 偏心保持架non-concentric cage滚动花键球笼式万向节ball spline rzeppa universal joint外壳outer housing内壳体inner housing球叉式万向节weiss universal joint球叉ball yoke定心钢球centering ball三球销万向节tripod universal joint三柱槽壳housing三销架spider双联万向节double cardan universal joint凸块式万向节tracta universal joint凸块叉fork yoke榫槽凸块tongue and groove couplijng凹槽凸块groove coupling传动轴drive shaft(propeller shaft)传动轴系drive line传动轴形式drive shaft type两万向节滑动的传动轴two -joint inboard slip ddiveshaft 两万向节外侧滑动传动轴two joint ouboard slip drive shaft单万向节传动轴single joint coupling shaft组合式传动轴unitized drive shaft传动轴减振器drive shaft absorber传动轴中间轴承drive shaft center bearing传动轴管焊接合件weld drive shaft tube assembly传动轴特征长度drive shaft length传动轴谐振噪声resonant noise of rive shaft传动轴的临界转速critical speed of drive shaft传动轴总成的平衡balance of drive shaft assembly允许滑动量slip相位角phase angle传动轴安全圈drive shaft safety strap驱动桥drive axle(driving axle)类型type断开式驱动桥divided axle非独立悬架式驱动桥rigid dirve axle独立悬架式驱动桥independent suspension drive axle 转向驱动桥steering drive axle贯通式驱动桥tandem axles“三速”贯通轴"three-speed" tandem axles单驱动桥single drive axle多桥驱动multiaxle drive减速器reducer主减速器final drive单级主减速器single reduction final drive双级主减速器double reduction final drive前置式双级主减速器front mounted double reduction final drive后置式双级主减速器rear mounted double reduction final drive上置式双级主减速器top mounted double reducton final drive行星齿轮式双级主减速器planetary double reduction final drive贯通式主减速器thru-drive双速主减速器two speed final drive行星齿轮式双速主减速器two speed planetary final drive双级双速主减速器two speed double reduction final drive轮边减速器wheel reductor(hub reductro)行星圆柱齿轮式轮边减速器planetary wheel reductor行星锥齿轮式轮边减速器differential geared wheel reductor(bevelepicyclick hub reductor) 外啮合圆柱齿轮式轮边减速器spur geared wheel reductor差速器differential锥齿轮式差速器bevel gear differential圆柱齿轮式差速器spur gear differential防滑式差速器limited -slip differential磨擦片式自锁差速器multi-disc self -locking differential凸轮滑滑块自锁差速器self-locking differential with side ring and radial cam plate自动离合式自锁差速器automotive positive locking differential强制锁止式差速器locking differential液压差速器hydraulic differential轴间差速器interaxial differential差速器壳differential carrieer(case)主降速齿轮final reduction gear驱动轴减速比axle ratio总减速比total reduction ratio主降速齿轮减速比final reduction gear ratio双减速齿轮double reduction gear差速器主齿轮轴differential pinion-shaft差速器侧齿轮differential side gear行星齿轮spider gear(planetary pinion)螺旋锥齿轮spiral bevel gear双曲面齿轮hypoid gear格里林齿制gleason tooth奥林康型齿制oerlikon tooth锥齿轮齿数number of teeth in bevel gears and hypoid gears锥齿轮齿宽face width of tooth in bevel gears and hypoid gears 平面锥齿轮plane bevel gear奥克托齿形octoid form平顶锥齿轮contrate gear齿面接触区circular tooth contact齿侧间隙backlash in circular tooth差速器十字轴differential spider差速器锁止机构differential locking -device差速器锁止系数differential locking factor差速器壳轴承carrier bearing桥壳axle housing整体式桥壳banjo housing可分式桥壳trumpet-type axle housing组合式桥壳unitized carrier-type axle housing 对分式桥壳split housing冲压焊接桥壳press-welding axle housing钢管扩张桥壳expanded tube axle housing锻压焊接桥壳forge welding axle housing整体铸造式桥壳cast rigid axle housing半轴axle shaft全浮式半轴full-floating axle shaft半浮式半轴semi-floating axle shaft四分之三浮式半轴three-quarter floating axle shaft 驱动桥最大附着扭矩slip torque驱动桥额定桥荷能力rating axle capactiy驱动桥减速比driveaxle ratio驱动桥质量drive axle mass单铰接式摆动轴single-joint swing axle双铰接式摆动轴double joint swig axle悬架系suspension system悬架suspension类型type非独立悬架rigid axle suspension独立悬架independent suspension平衡悬架equalizing type of suspension 组合式悬架combination suspension可变刚度悬架variable rate suspension纵置板簧式parallel leaf spring type上置板簧式over slung type下置板簧式under slung type双横臂式double with-bone arm type 横置板簧式transversal leaf spring type 双纵臂式double trailing arm type单横臂式single transverse arm type双横臂式double -wishbone type单横臂式singe trailing arm type双纵臂式double-trailing arm type单斜臂式single oblique arm tyep四连杆式four link type扭矩套管式torque tube drive type第迪安式De Dion type烛式sliding pillar type麦弗逊式MacPherson type金属弹簧式metal spring type空气弹簧式air spring type油气弹簧式hydro-pneumatic spring type 橡胶液体弹簧式hydro-rubber spring type橡胶弹簧式rubber spring type液体弹簧式hydraulic spring type三点悬架three-point suspension四点悬架four-point suspension部件assembly and parts悬架臂suspension arm上悬架臂upper suspension arm控制臂control arm上控制臂upper control arm下控制臂lower control arm纵臂trailing arm横臂transverse arm斜臂oblique arm支撑梁support beam横向推力杆lateral rod纵向推力杆longitudinal rod拉杆tension rod压杆strut bar支撑杆strut bar扭矩套管torque tube变截面弹簧tapered spring钢板弹簧leaf spring(laminated spring) 副钢板弹簧auxiliary spring非对称钢板弹簧unsymmetrical leaf spring单片式钢板弹簧single leaf spring多片式钢板弹簧muotileaved spring纵向钢板弹簧longitudinal leaf spring螺旋弹簧coil spring (helicalspring)空气弹簧air spring囊式空气弹簧bellow type air spring膜式空气弹簧diaphragm typeair spring橡胶弹簧rubber spring type液体弹簧hydraulic spring油气弹簧hydro-pneumatic spring type单气室油气弹簧single chamber hydragas spring 双气室油气弹簧double chamber hydragas spring液体弹簧hydraulic spring底盘弹簧chassis spring四分之一椭圆形弹簧quarter elliptic spring半椭圆形弹簧half-elliptic spring(semi-elliptic spring) 四分之三椭圆形弹簧three quarter elliptic spring全椭圆形弹簧full elliptic spring悬臂弹簧cantilever spring簧上质量sprung weight簧下质量unsprung weight垫上弹簧载荷量spring capacity at pad地面弹簧载荷量spring capacity at ground弹簧静挠度spring static deflection弹簧跳动间隙bump clearance of spring弹簧中心距distance between spring centers减振器shock absorber筒式减振器telescopic shock absorber油压缓冲器hydraulic buffer负荷调平式减振器load -levelling shock absorber液压减振器dydraulic shock absorber可调减振器adjustable shock absorber摇臂式减振器lever type shock absorber磨擦式减振器frictional shock absorber充气减振器gas-filled shock absorber 动力减振器dynamic shock absorber减振器卸荷阀shock absorber relief valve 减振器进油阀shock absorber intake valve 减振器示功图damper indicator diagram 减振器液damper fluid横向稳定器stabilizer anti-roll bar滑动座sliding seat滑板sliding plate弹簧架spring bracket弹簧主片spring leaf钢板弹簧吊耳leaf spring shackle钢板弹簧衬套leaf spring bushing钢板弹簧销leaf spring pin弹簧卷耳spring eyeU型螺栓U bolt钢板弹簧中心螺栓leaf spring center bolt橡胶衬套rubber bushing缓冲块buffer stopper限位块limiting stopper平衡轴trunnion shaft平衡轴支座trunnion base臂轴arm shaft平横臂equalizer螺纹衬套screw bushing（车身）高度阀levelling valve车架auxiliary tank整体车架unitized frame上弯式梁架upswept frame (kick up frame) 短型车架stub frame发动机支架engine mounting半径杆radius rod平衡杆stabilizer bar制动反应杆brake reaction rod分开式车身和车架separated body and frame车轮wheel车轮尺寸名称wheelsize designation车轮类型wheel type单式车轮single wheel双式车轮dual wheel整体轮毂式车轮wheel with integral hub组装轮辋式车轮demountable rim wheel对开式车轮divided wheel可调车轮adustable wheel辐板式车轮disc wheel可反装式车轮reversible wheel辐条式车轮wire wheel安装面attachment face安装面直径attachment face diameter 双轮中心距dual spacing半双轮中心距half dual spacing轮缘flange固定轮缘fixed flange轮缘规格代号flange size disignation轮缘高度flange height轮缘半径flange radius轮级端部半径flange edge radius轮级宽度flange width内轴承座肩inner bearing cup shoulder 内移距inset横向跳动lateral run-out外移距outset径向跳动radius run-out轮辋rim轮辋尺寸名称rim size disignation轮辋宽度rim width标定轮辋宽度specified rim width轮辋直径rim diameter标定轮辋直径specified rim diameter轮辋类型rim types整体式（深槽式）one-piece(drop -center DC)半深槽式semi-drop center (SDC)二件式two-piece三件式three-piece四件式four-piece轮毂座hub seat五件式five-piece轮辋轮廓类型rim contour classification深槽轮辋drop center rim(DC)深槽宽轮辋wide drop center rim(WDC) 半深槽轮辋semi-drop center rim(SDC)平底轮辋flat base rim平底宽轮辋wide flat base rim (WFB)全斜底轮辋full tapered bead seat rim (TB) 可拆卸轮辋demountable rim wheel对开式轮辋divided rim(DT)轮辋基体rim base轮辋基体偏移距rim base offset轮辋偏移距rim bevel distance气门嘴孔valve hole气门嘴孔的位置rim hole location锁圈槽gutter锁圈槽沟gutter groove锁圈槽顶gutter tip隔圈spaceband隔圈宽度spacerband width标定轮辋直径specified rim diameter 标定轮辋宽度specified rim width花键spline弹性锁圈spring lock ring辐条式车轮轮毂shell (wire shell)轮辋槽well槽角well angle槽深well depth槽底半径well iner radius槽的位置well position槽顶圆角半径well radius top槽宽度well width中心孔center hole中心线center line夹紧块clamp夹紧螺栓clamping bolt锥型座（螺帽定位用）cone seat (for retaining nut)可拆卸档圈detachable endless flange可拆卸弹簧档圈detachable spring flange可拆卸锥形座圈detachable endless taper bead seat ring 轮辐disc辐条wire spoke零移距zeroset弯距bending moment动态径向疲劳试验dynamic radial fatigue test横向疲劳试验cornering fatigue test轴安装axel mounting轴颈安装journal mounting孔径bore轮胎tyre (tire)轮胎系列tyre series轮胎规格tyre size轮胎标志tyre marking速度符号speed symbol胎面磨耗标志tread wear indicator骨架材料framework material层数number of plies层级ply rating外胎cover内胎inner tube胀大轮胎grown tyre充气轮胎pneumatic tyre新胎new tyre有内胎轮胎tubed tyre无内胎轮胎tubeless tyre水胎curing bag保留生产轮胎reserved old series of tyre 普通断面轮胎conventional section tyre 低断面轮胎low section tyre超低断面轮胎super low section tyre宽基轮胎wide base tyre斜交轮胎diagonal tyre子午线轮胎radial ply tyre活胎面轮胎removable tread tyre越野轮胎cross-country tyre沙漠轮胎sand tyre浇注轮胎cast tyre调压轮胎adjustable inflation tyre海棉轮胎foam filled tyre常压轮胎atomospheric pressure tyre 内支撑轮胎internal supporter tyre拱形轮胎arch tyre椭圆形轮胎elliptical tyre实心轮胎solid tyre粘结式实心轮胎cured on solid tyre非粘结式实心轮胎pressed on solid tyre圆柱实心轮胎cylindrical base solid tyre 斜底实心轮胎conical base solid tyre抗静电实心轮胎anti-static solid tyre导电实心轮胎conductive solid tyre耐油实心轮胎oil-resistance solid tyre高负荷实心轮胎high load capacity solid tyre 胎面花纹treadpattern纵向花纹circumferetial pattern横向花纹transverse pattern公路花纹highway tread pattern越野花纹cross-country tread pattern 混合花纹dual purpose tread pattern 定向花纹directional tread pattern雪泥花纹mud and snow pattern 花纹细缝pattern sipe花纹块pattern block花纹条pattern rib花纹沟groove花纹加强盘tie-bar of pattern花纹角度pattern angle花纹纹深度pattern depth花纹展开图patttern plan光胎面smooth tread胎冠crown胎面tread胎面行驶面tread cap胎面基部tread base胎面基部胶tread slab base胎面过渡胶transition rubber of tread 缓冲层breaker带束层belt缓冲胶片breaker strip包边胶tie-in strip完带层cap ply胎体carcass帘面层cord ply隔离胶insulation rubber 封口胶sealing rubber胎里tyre cavity内衬层inside liner气密层innerliner胎肩shoulder胎肩区shoulder area胎肩垫胶shoulder wedge胎侧sidewall屈挠区flexing area胎侧胶sidewall rubber装饰胎侧decorative sidewall 装饰线decorative rib装配线fitting line防擦线kerbing rib胎圈bead钢丝圈bead ring钢丝包胶wire covering胎圈座bead seat胎圈座角度beat seat angle胎圈座圆角半径bead seat radius胎圈座宽度bead seat width可选择的胎圈座轮廓bead seat optional contours 凹陷型center-pente(CP)平峰型flat hump(FH)凸峰型round hump(RH)特殊座架special ledge(SL)胎圈芯bead core三角胶apex胎圈补强带bead reinforcing strip胎圈包布chafer胎圈外护胶bead filler rubber胎踵bead heel胎趾bead toe胎圈底部bead base内胎胎身tube body断面宽度section width断面高度section height高宽比（H/S）aspect ratio(H/S)外直径overall diameter自由半径free radius转向系steering system类型type机械转向系动力转向系power steering system转向操纵机构steering control mechanism直列式转向器in-line steering gear四边联杆式转向机构parallelogram linkage steering整体式动力转向机构integral type power steering总成和部件assemblies and parts转向万向节steering universal joint转向传动轴steering inner articulated shaft转向管柱steering column球轴承套管式转向管柱tube and ball type steering column 可伸缩式转向管柱telescopic steering column折叠式转向管柱collapsible steering column倾斜和缩进式转向管柱tilt and telescopic steering column 吸能式转向管柱energy-absorbing steering column 网络状转向柱管net type steering column转向轴steering shaft转向横轴cross shaft转向盘steering wheel倾斜式方向盘tilt steering wheel机构转向器manual steering gear蜗杆滚轮式转向器worm and roller steering gear转向器盖壳体housing转向蜗杆steering worm滚轮roller滚轮轴roller shaft侧盖side cover摇臂轴pitman arm shaft循环球式转向器recirculating ball steering gear循环球和螺母式转向器recirculating ball and nut steering gear循环球齿条齿扇式转向器recirculating ball-rack and sector steering gear 转向螺母steering nut钢球ball转向螺杆steering screw循环球-曲柄销式转向器recirculating ball-lever and peg steering gear指销stud蜗杆指销式转向器worm and peg steering gear转向齿轮steering pinion转向齿条steering rack动力转向器power steering stgear整体式动力转向器integral power steering gear常压式液压动力转向器constant pressure hydraulic power steering gear 常流式液压动力转向器constant flow hydraulic power steering gear螺杆螺线式转向器蜗杆指销式转向器worm and peg steering gear齿轮齿条式转向器rack and pinion steering gear变传动比转向器steering gear with variable ratio 转向控制阀steering control valve滑阀式转向控制器spool valve type阀体valve housing滑阀valve spool转阀式转向控制阀rotary valve type扭杆torsion bar转向动力缸power cylinder转向油泵power steerig pump转向油罐oil reservoir转向传动杆系steering linkage动力转向系布置power steering system layout反作用阀reactive valve梯形转向机构ackerman steering整体式转向梯形杆系ackerman steering linkdage分段式转向梯形杆系divided ackerman steering linkage 中间转向杆intermediate steering rod转向摇臂pitman arm转向直拉杆steering drag link中间转向联杆端部螺塞end plug球头销ball stud球头座ball cup压缩弹簧compression spring梯形机构tie rod linkage梯形臂tie rod arm转向横拉杆steering tie rod接头socket横拉杆端接头tie rod end分段式梯形机构split tie rod type tie rod linkage摆臂swing arm动力转向power steering气压式动力转向air-power steering液压式动力转向hydraulic power steerig液压常流式动力转向hydraulic constant flow type power steering 液压储能式动力转向hydraulic accumulator power steering慢速转向slow steeirng快速转向fast steering (quick steering)过度转向oversteering转向不足understeering转向系刚度steering system stiffness转向盘自由行程free play of steering wheel转向器转动力矩rotating torque of steering gear转向力矩steering mometn转向阻力矩steering resisting torque转向力steering force转向传动比steering gear ratio (steering ratio0恒定转向传动比constant ratio steering可变转向传动比variable ratio steering转向系角传动比steering system angle ratio转向器角传动比steering gear angle ratio转向传动机构角传动比steering linkage angle ratio转向器传动效率steerign gear efficiency正效率forward efficiency逆效率reverse efficiency转向器扭转刚度torsional stiffness of steering gear转向盘总圈数total number of steering wheel turns转向器总圈数total turns of steering gaer转向器传动间隙steering gar cleanrance摇臂轴最大转角max.rotating angle of pitman arm shaft 转向摇臂最大摆角max. Swing angle of steering pitman arm 转向器反驱动力矩reverse rotating torque of steering gear 转向器最大输出扭矩steering gear max. Output torque最大工作压力max. Working pressure额定工作压力rated working pressure转向油泵理论排量theoretical displacement of pump限制流量limited flow转向控制阀预开隙pre-opened play of steering contol valve转向控制阀全开隙totally -opened play of steering control valve转向控制阀内泄漏量internal leakage in steering control valve转向控制阀压力降pressure loss in steering control valve转向器角传动比特性steering gear angle ratio characteristic转向器传动间隙特性steering gear clearance characterstic转向器传动效率特性steering gear efficeieny characteristic转向力特性steering force characteristic动力转向系灵敏度特性power steering systme response characteristic转向控制阀压力降特性steeirn gcontrol valve presrue loss characteristtic 前桥front axle工字梁I-beam双工字梁twin I-beam非驱动桥dead axle转向节steering knuckle挂车转向装置steering system of trailer中央主销式转向装置central king pin type steering systme无主销转向装置no king pin type steering system全杆式转向装置all linkage tyep steering system球销式转向节ball and socket steering knuckle转向节止推轴承steering knuckle thrust bearing前轮轴front wheel spindle转向盘轴steering spindle转向节轴knuckle spindle转向节臂steering knuckle arm（转向节）主销knuckle pin(King pin)反拳式前桥reverse elliott axle反拳式转向节reverse elliott steering knuckle叉式前桥elliott type axle叉式转向节elliott steering knuckle制动系braking ssytem类型tyep行车制动系统service braking sytem应急制动系统secondary (emergency )braking sytem 驻车制动系统parking braking system辅助制动系统auxiliary braking system自动制动系统automatic braking sytem人力制动系统muscular energy braking sytem助力制动系统energy assisted braking system动力制动系统non-muscular energy braking system 惯性制动系统重力制动系统gravity braking sytem单回路制动系统single-circuit braking system双回路制动系统dual -ciurcuit braking system单管路制动系统single-line braking system双管路制动系统dual braking sytem多管路制动系统multi-line braking sytem连续制动系统continuous braking sytem半连续制动系统semi-continuous braking sytemm 非连续制动系统non-continuous braking system 伺服制动系统servo braking system液压制动系统hydraulic braking sytem电磁制动系统electormagnetic braking sytem 机械制动系统mechanical braking sytem组合制动系统combination braking sytem基本术语bsic terms制动装备braking equipment组成部件constituent elements制动力学braking mechanics渐进制动gradual braking制动能源braking energy source制动力矩braking torque总制动力干扰后效制动力矩distrubing residual braking torque总制动距离total braking distance有效制动距离active braking distance制动力分配率braking force distaribution rate制动效能因素（制动强度）braking efficiency factro制动力braking work瞬时制动功率instantaneous braking power保护压力rptection pressure报警压力alarm pressure制动系滞后braking system hysteresis制动效果百分数percentage of the braking efficiency停车距离（制动距离）stopping distance充分发出的平均减速度mean fully developed braking deceleration (MFDD) 制动反应时间reaction time促动时间actuating time初始反应时间initial response time制动力增长时间build-up time of braking force有效制动时间active braking time释放时间release time驾驶员反应时间reaction time of driver机构滞后时间mechanism hysteresis time增长时间build-up time of braking force 主制动时间main braking time总制动时间total braking tiem停车时间stopping tiem开启行程opening travel空行程spare travel中间行程mid-travel制动储备行程reserve brake travel断油行程cut-off travel行程损失loss of travel缩小比（减压比）reduction ratio回缩retraction两片法two-plate method单片法single-plate method含水量moistrue content单轮控制individual wheel control多轮控制multi wheel control轴控制axle control边控制side control对角控制diagonal control组合多轴控制combined multi-axle control 可变选择variable selection最低控制速度minimum control speed传感器信号选择sensor signal低选择select -low高选择select-high预定选择predetermined selectin车轮选择selection by wheel平均选择average selecton分辨率resolution rate控制周期control cycle控制频率control frequency控制力control force作用力control froce制动器效能因素application force制动器材的滞后brake hysteresis制动器输出力矩brake output torque制动器额定力矩brake rating torque制动蹄效能因素brake shoe efficiency factro制动蹄作用压力application pressure of brake shoe assebmly 制动蹄释放压力release pressure of brake shoe最大制动蹄中心升程maximum shoe centre lift制动鼓直径drum diameter制动鼓宽度drum width制动鼓厚度drum thickness制动盘厚度disc thickness（鼓或盘）的摩擦面积swept area制动衬片吸收功率power absorption of lining制动衬片包角lining arc制动衬片单位面积制动力lining drag衬片摩擦系数lining mu衬片摩擦面积/每轴lining area/axle衬片摩擦面积/每个制动器lining area/brake踏板行程pedal travel踏板自由行程free pedal travel踏板最大行程maximum pedal travel踏板力pedal effort有效踏板长度effective pedal length踏板速比pedal velocity ratio踏板回位弹簧力pedal return spring load踏板回位弹簧刚度pedal return spring rate制动初速度initial speed of braking制动减速度braking deceleration瞬时制动减速度instantaneous braking deceleration 平均制动减速度mean braking deceleration最大制动减速度maximum braking deceleration石油基制动液petroleum base brake fluid非石油基制动液non-petroleum base brake fluid 最低湿沸点minimum wet boiling point防冻液anti-freeze liquid冷却液cooling liquid供能装置energy supplying device真空泵vacuum pump喷射器ejector真空罐（筒）vacuum tank空压机air compressor气缸盖cylinder head气缸体cylinder block活塞piston火塞环piston ring连杆connecting rod活塞销piston pin曲轴crank shaft进气阀intake valve排气阀exhaust valve储气罐（筒）air storage reservoir调压阀pressure regulating valve单向阀single check valve止回阀、单向阀check valve滤清器filter进气滤清器air intake filter排气滤清器air exhaust filter管路滤清器line filter滤网（芯）strainer油水分离器oil and water seperator防冻器aiti-freezer空气干燥器air dryer排放阀drain valve压力保护阀pressrue protection valve控制装置control device行车制动踏板装置service braking pedal device 制动踏板braking pedal踏板护套pedal pad踏板支架pedal brackeet衬套bushing套管collar销轴axis pin回位弹簧retruen spring驻车制动操纵装置parking brake control device 操纵杆control lever操纵杆支架control lever bracket操纵杆导套control lever guide collar齿杆（棘轮）rod rack(ratchet)棘抓ratchet pawl操纵揽绳control cable平衡臂equalizer拉杆（拉绳）pull rod(pull wire)拉杆导套pull rod guide collar制动杆brake lever手制动杆hand lever气制动阀aire brake valve单腔气制动阀single-chamber air brake valve推杆plunger气阀air valve平衡弹簧equalizing spring膜片diaphragm双腔气制动阀dual-chamber air brake valve串列式双腔气制动阀series dual -chamber air brake valve 并列式双腔气制动阀parallel dual-chamber air brake valve 三腔气制动阀triple-chamber air brake valve三通路控制阀three way control valve双向止回阀（双通单向阀）dual way check valve继动阀。

汽车变速器英语

汽车变速器英语变速器transmission (gearbox)机械式变速器mechanical transmission固定轴式变速器fixed shaft transmission中间轴变速器countershaft transmission双中间轴变速器twin countershaft transmission多中间轴变速器multi-countershaft transmission两轴式变速器twin-shaft transmission行星齿轮式变速器planetary transmission滑动齿轮变速器sliding gear trnasmission全直齿常啮式变速器fully constant mesh all spur gear transmission 全斜齿常啮式变速器fully constant mesh all helical gear transmission 全齿套变速器all dog clutch transmission多级变速器multi-speed transmission无级变速器non-stage transmission同步器式变速器synchromesh transmission直接档变速器direct drive transmission超速档变速器over drive transmision手动换档变速器manually shifted transmission直接操纵变速器direct control transmissionm远距离操纵变速器remote control trnasmission动力助力换档变速器power assisted shift transmission自动换档机械式变速器automatic mechanical tranmission半自动换档机械式变速器semi-automatic mechanical transmission 插入式多档变速器interttype multi-speed tranmission分段式多档变速器sectional type multi-speed tranmisssion组合式变速器combinatory transmission主变速器basic trnasmission副变速器splitter带主减速器的变速器final driving transmission液力变速器hydraudynamic transmission自动液力变速器automatic transmission半自动液力变速器semiautomatic transmission人工换档液力变速器manually shifted transmission分流式液力变速器split torque drive tranmisson定轴式液力变速器countershaft transmission行星式液力变速器planetary trnamission电子同步变速装置electronically synchronized transmission assembly 滑动齿轮传动sliding -gear transmission常啮合齿轮传动constant mesh transmission啮合套shift sleeve (engagement sleeve)液力传动hydraudynamic drive液力传动装置dydraudynamic drive unit液力偶合器fluid coupling液力变矩器torque converter综合式液力变矩器torque converter-coupling锁止式液力变矩器lock-up torque converter变容式液力变矩器variable capacity converter同步器synchronizer常压式同步器constant pressure synchronizer惯性式同步器inertial type of synchronizer自动增力式同步器self-servo sysnchronizer双涡轮液力变矩器double-turbine torque converter双泵轮液力变矩器double-impeller torque converter导轮可反转的变矩器torque converter with revereal reacto分动箱（分动器）transfer case辅助变速器auxiliary gear box取力器（动力输出机构）power take-off传动轴减速器dirveline retarder液力减速器hydraulic retarder单向离合器one-way clutch锁止离合器lock-up clutch叶轮member泵轮impeller涡轮turbine导轮reactro转子rotor定子stator级stage相phase叶片blade转动叶片variable blade循环圆trus section速度三角形triangle of velocities外环shell内环core设计流线design path边斜角（进出口）bias(entrance and exit) 包角scroll叶片骨线mean camberline叶片角blade angle阻流板step,reflectro,baffle速度环量circulation (circulation of stream) 液流角flow angle滑差slip速比speed ratio变矩比torque ratio能容系数capacity factor零速转速stall speed空转转速racing speed变矩范围torque conversion range偶合范围coupling range偶合点coupling point锥形渐开线齿轮conical involute gear变速齿轮transmission gear分动齿轮（分动机构）transfer gear变速齿轮组change gear set滑动齿轮sliding gear常啮齿轮constant mesh gear倒档中间齿轮reverse idler gear行星齿轮机构planetary gears行星齿轮planet gear行星架planet carrier太阳齿轮sun gear内齿轮internal or king gear外侧行星齿轮outer planet gear内侧行星齿轮inner planet geear长行星齿轮long planet gear短行星齿轮shor planet gear双联行星齿轮compound planet gear中间齿轮intermediate gear(counter gear) 副轴齿轮counter shaft gear副轴counter shaft变速器输入轴transmission imput shaft变速器输出轴transmission output shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速齿轮比（变速比）transmission gear ratio传动比gear ratio主压力line pressure调制压力modulated pressure真空调制压力vacuum modulator pressure速控压力governor pressure缓冲压力compensator or trimmer pressure限档压力hold presure前油泵front pump (input pump )液力传动装置充油压力hydrodynamic unit change pressure 后油泵gear pump (output pump )回油泵scavenge oil pump调压阀pressure -regulator vavle电磁阀调压阀solenoid regulator valve液力变矩器旁通阀converter bypass valve速控阀governor valve选档阀selectro valve换档阀shift valve信号阀signal valve继动阀relay valve换档指令发生器shift pattern generator档位指示器shift indicator(shift torwer)先导阀priority valve流量阀flow valve重迭阀overlap valve液力减速器控制阀retarder control valve液力起步fluid start零速起动stall start液力变矩器锁止converter lockup全液压自动换档系统hydraulic automatic control system电液式自动换档系统electronic -hydraulic automatiec换档shift升档upshift降档downshift动力换档power shfit单向离合器换档freewheel shfit人工换档manual shfit自动换档automaitc shfit抑制换档inhibited shift超限换档overrun shift强制换档forced shift换档点shift point叶片转位blade angle shift换档滞后shift hysteresis换档循环shift schedule换档规律process of power shift动力换档过程timing换档定时property of automatic shift换档品质property of automatic shft换档元件engaging element换档机构gearshift操纵杆control lever变速杆stick shift(gear shift lever)（副变速器）变速杆range selector变速叉shifting fork (gear shift fork)分动箱控制杆transfer gear shift fork变速踏板gear shift pedal变速轨（拨叉道轨）shift rail直接变速direct change(direct control)方向盘式变速column shift (handle change) 按钮控制finger-tip control槽导变速gate change空档位置neutral position直接驱动direct drive高速档top gear(high gear)低速档bottom gear(low speed gear)第一档first gear第二档second gear超速档overdirve gear经济档economic gear倒档reverse gear爬行档creeper gear驱动特性drive performance反拖特性coast performance定输入扭矩特性constant input torque performance 全油门特性full throttle performance寄生损失特性no load (parasitic losses)performance 原始特性primary characteristic响应特性response characteristic吸收特性absorption characteristic全特性total external characteristic输入特性characteristic of enhance输出特性characteristic of exit力矩特性torque factor(coefficient of moment)过载系数overloading ratio变矩系数torque ratio能容系数capacity factorr几何相似geometry similarity运动相似kinematic similarity动力相似dynamic similarity透穿性transparency万向节和传动轴universal joint and drive shaft万向节universal joint非等速万向节nonconstant velocity universal joint 等速万向节constant velocity universal joint准等速万向节near constant velocity universal joint 自承式万向节self-supporting universal joint非自承式万各节non self suporting universal joint 回转直径swing diameter等速平面constant velocity plane万向节夹角true joint angle十字轴式万向节cardan (hookes)universal joint万向节叉yoke突缘叉flange york滑动叉slip yoke滑动节，伸缩节slip joint花键轴叉slip shaft yoke轴管叉（焊接叉）tube(weld yoke)十字轴cross(spider)十字轴总成cross assembly挠性元件总成flexible universal joint球销式万向节flexible member assembly双柱槽壳housing球环ball球头轴ball head球头钉button中心球和座centering ball and seat球笼式万向节rzeppa universal joint钟形壳outer race星型套inner race保持架cage可轴向移动的球笼式万向节plunging constant velocity joint 筒形壳cylinder outer race柱形滚道星形套inner race withcylinder ball grooves偏心保持架non-concentric cage滚动花键球笼式万向节ball spline rzeppa universal joint外壳outer housing内壳体inner housing球叉式万向节weiss universal joint球叉ball yoke定心钢球centering ball三球销万向节tripod universal joint三柱槽壳housing三销架spider双联万向节double cardan universal joint凸块式万向节tracta universal joint凸块叉fork yoke榫槽凸块tongue and groove couplijng凹槽凸块groove coupling传动轴drive shaft(propeller shaft)传动轴系drive line传动轴形式drive shaft type两万向节滑动的传动轴two -joint inboard slip ddiveshaft两万向节外侧滑动传动轴two joint ouboard slip drive shaft 单万向节传动轴single joint coupling shaft组合式传动轴unitized drive shaft传动轴减振器drive shaft absorber传动轴中间轴承drive shaft center bearing传动轴管焊接合件weld drive shaft tube assembly传动轴特征长度drive shaft length传动轴谐振噪声resonant noise of rive shaft传动轴的临界转速critical speed of drive shaft传动轴总成的平衡balance of drive shaft assembly允许滑动量slip相位角phase angle传动轴安全圈drive shaft safety strap驱动桥drive axle(driving axle)类型type断开式驱动桥divided axle非独立悬架式驱动桥rigid dirve axle独立悬架式驱动桥independent suspension drive axle转向驱动桥steering drive axle贯通式驱动桥tandem axles“三速”贯通轴"three-speed" tandem axles单驱动桥single drive axle多桥驱动multiaxle drive减速器reducer主减速器final drive单级主减速器single reduction final drive双级主减速器double reduction final drive前置式双级主减速器front mounted double reduction final drive后置式双级主减速器rear mounted double reduction final drive上置式双级主减速器top mounted double reducton final drive行星齿轮式双级主减速器planetary double reduction final drive贯通式主减速器thru-drive双速主减速器two speed final drive行星齿轮式双速主减速器two speed planetary final drive双级双速主减速器two speed double reduction final drive轮边减速器wheel reductor(hub reductro)行星圆柱齿轮式轮边减速器planetary wheel reductor行星锥齿轮式轮边减速器differential geared wheel reductor(bevelepicyclick hub reductor) 外啮合圆柱齿轮式轮边减速器spur geared wheel reductor差速器differential锥齿轮式差速器bevel gear differential圆柱齿轮式差速器spur gear differential防滑式差速器limited -slip differential磨擦片式自锁差速器multi-disc self -locking differential凸轮滑滑块自锁差速器self-locking differential with side ring and radial cam plate 自动离合式自锁差速器automotive positive locking differential强制锁止式差速器locking differential液压差速器hydraulic differential轴间差速器interaxial differential差速器壳differential carrieer(case)主降速齿轮final reduction gear驱动轴减速比axle ratio总减速比total reduction ratio主降速齿轮减速比final reduction gear ratio双减速齿轮double reduction gear差速器主齿轮轴differential pinion-shaft差速器侧齿轮differential side gear行星齿轮spider gear(planetary pinion)螺旋锥齿轮spiral bevel gear双曲面齿轮hypoid gear格里林齿制gleason tooth奥林康型齿制oerlikon tooth锥齿轮齿数number of teeth in bevel gears and hypoid gears锥齿轮齿宽face width of tooth in bevel gears and hypoid gears平面锥齿轮plane bevel gear奥克托齿形octoid form平顶锥齿轮contrate gear齿面接触区circular tooth contact齿侧间隙backlash in circular tooth差速器十字轴differential spider差速器锁止机构differential locking -device差速器锁止系数differential locking factor差速器壳轴承carrier bearing桥壳axle housing整体式桥壳banjo housing可分式桥壳trumpet-type axle housing组合式桥壳unitized carrier-type axle housing对分式桥壳split housing冲压焊接桥壳press-welding axle housing钢管扩张桥壳expanded tube axle housing锻压焊接桥壳forge welding axle housing整体铸造式桥壳cast rigid axle housing半轴axle shaft全浮式半轴full-floating axle shaft半浮式半轴semi-floating axle shaft四分之三浮式半轴three-quarter floating axle shaft驱动桥最大附着扭矩slip torque驱动桥额定桥荷能力rating axle capactiy驱动桥减速比driveaxle ratio驱动桥质量drive axle mass单铰接式摆动轴single-joint swing axle双铰接式摆动轴double joint swig axle【本文档内容可以自由复制内容或自由编辑修改内容期待你的好评和关注，我们将会做得更好】。

传动系英汉互译词汇

clutch离合type类型friction clutch摩擦式离合器single plate clutch单盘离合器double plate clutch双盘离合器multi-plate clutch多盘离合器diaphragm spring clutch膜片弹簧离合器automatic clutch自动离合器centrifugal tyep automatic clutch离心式自动离合器eelctromagnetic clutch电磁离合器magnetic-powder lutch磁粉离合器spring-loaded clutch螺旋弹簧离合器cetnral spring clutch中央弹簧离合器angle-spring clutch斜置弹簧离合器servo clutch伺服离合器assembly and parts部件clutch operation 离合器操纵机构flywheel stored energy transmission system飞轮flywheel casing飞轮壳clutch palte lining从动盘摩擦衬片clutch housing离合器壳steel tape传力片pressure plate压盘release lever分离杆release sleeve分离套筒clutch shaft离合器轴clutchcover离合器盖clutch plate从动盘clutch plate hub从动盘毂release spring分离弹簧release thrust bearing分离轴承center plate中间压盘pressure spring压紧弹簧diaphragm spring膜片弹簧damping spring减震弹簧friction lining摩擦片tortional vibration damper扭转振动减震器clutch operation device(mechanical )离合器机械式操纵机构clutch pedal shaft离合器踏板轴clutch pedal lever离合器踏板臂pedal lever seal 离合器踏板密封套cltuch pedla pad离合器踏板release rod分离推杆push-rod fork分离推杆叉clutch release shaft离合器分离轴release lever supoort分离杆支座release lever axle分离杆轴release lever adjusting screw分离杆调整螺钉release bearing and sleeve assembly 分离轴承和分离套筒总成self-aligning release thrust bearing自动调心分离轴承clutch thrust bearing离合器推力轴承clutch opilot bearing离合器轴前轴承withdrawal fork分离叉operating fork bal -end分离叉球头支座release rod adjusting screw分离推杆调整螺钉operatign fork retrun spring分离叉回位弹簧clutch pedal retrun spring踏板回位弹簧clutch release cable离合器分离拉索clutch operaton (hydraulic)离合器液压式操纵机构clutch release master cylinder 离合器操纵机构主缸fluid reservoir储液罐master cylinder piston主缸活塞master cylinder push rod主缸推杆slave cylinder push rod工作缸推杆slave cylinder piston工作缸活塞clutch release slave cylinder工作缸hydraulic system bleeding plug 液压系统放气塞pipe油管hose联接软管clutch pedal mounting bracket踏板支座operating lever articulation 分离杆铰销工作缸活塞回位弹簧slave cylinder piston return spirng主缸活塞回位弹簧master cylinder piston return spring 离合器打滑cltuch slipping滑磨功work of slipping接合平顺性smoothness of pick-up (engagement) 分离的彻底性cleanliness of disengagemet离合器后备系数reserve coefficient of clutch离合器的微处理机控制microprocessor controlled clutch变速器transmission (gearbox)机械式变速器mechanical transmission固定轴式变速器fixed shaft transmission中间轴变速器countershaft transmission双中间轴变速器twin countershaft transmission多中间轴变速器multi-countershaft transmission两轴式变速器twin-shaft transmission行星齿轮式变速器planetary transmission滑动齿轮变速器sliding gear trnasmission全直齿常啮式变速器fully constant mesh all spur gear tra nsmission全斜齿常啮式变速器fully constant mesh all helical gear tr ansmission全齿套变速器all dog clutch transmission多级变速器multi-speed transmission无级变速器non-stage transmission同步器式变速器synchromesh transmission直接档变速器direct drive transmission超速档变速器over drive transmision手动换档变速器manually shifted transmission直接操纵变速器direct control transmissionm远距离操纵变速器remote control trnasmission动力助力换档变速器power assisted shift transmission自动换档机械式变速器automatic mechanical tranmission 半自动换档机械式变速器semi-automatic mechanical transmis sion插入式多档变速器interttype multi-speed tranmission 分段式多档变速器sectional type multi-speed tranmisssi on组合式变速器combinatory transmission主变速器basic trnasmission副变速器splitter带主减速器的变速器final driving transmission液力变速器hydraudynamic transmission自动液力变速器automatic transmission半自动液力变速器semiautomatic transmission人工换档液力变速器manually shifted transmission分流式液力变速器split torque drive tranmisson定轴式液力变速器countershaft transmission行星式液力变速器planetary trnamission电子同步变速装置electronically synchronized transmiss ion assembly滑动齿轮传动sliding -gear transmission常啮合齿轮传动constant mesh transmission啮合套shift sleeve (engagement sleeve)液力传动hydraudynamic drive液力传动装置dydraudynamic drive unit液力偶合器fluid coupling液力变矩器torque converter综合式液力变矩器torque converter-coupling锁止式液力变矩器lock-up torque converter变容式液力变矩器variable capacity converter同步器synchronizer常压式同步器constant pressure synchronizer惯性式同步器inertial type of synchronizer自动增力式同步器self-servo sysnchronizer双涡轮液力变矩器double-turbine torque converter双泵轮液力变矩器double-impeller torque converter导轮可反转的变矩器torque converter with revereal react o分动箱（分动器）transfer case辅助变速器auxiliary gear box取力器（动力输出机构）power take-off传动轴减速器dirveline retarder液力减速器hydraulic retarder单向离合器one-way clutch锁止离合器lock-up clutch叶轮member泵轮impeller涡轮turbine导轮reactro转子rotor定子stator级stage相phase叶片blade转动叶片variable blade循环圆trus section速度三角形triangle of velocities 外环shell内环core设计流线design path边斜角（进出口）bias(entrance and exit)包角scroll叶片骨线mean camberline叶片角blade angle阻流板step,reflectro,baffle速度环量circulation (circulation of stream) 液流角flow angle滑差slip速比speed ratio变矩比torque ratio能容系数capacity factor零速转速stall speed空转转速racing speed变矩范围torque conversion range偶合范围coupling range偶合点coupling point锥形渐开线齿轮conical involute gear变速齿轮transmission gear分动齿轮（分动机构）transfer gear变速齿轮组change gear set滑动齿轮sliding gear常啮齿轮constant mesh gear倒档中间齿轮reverse idler gear行星齿轮机构planetary gears行星齿轮planet gear行星架planet carrier太阳齿轮sun gear内齿轮internal or king gear外侧行星齿轮outer planet gear内侧行星齿轮inner planet geear长行星齿轮long planet gear短行星齿轮shor planet gear双联行星齿轮compound planet gear中间齿轮intermediate gear(counter gear) 副轴齿轮counter shaft gear副轴counter shaft变速器输入轴transmission imput shaft变速器输出轴transmission output shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速齿轮比（变速比）transmission gear ratio传动比gear ratio主压力line pressure调制压力modulated pressure真空调制压力vacuum modulator pressure速控压力governor pressure缓冲压力compensator or trimmer pressure 限档压力hold presure前油泵front pump (input pump )液力传动装置充油压力hydrodynamic unit change pressure 后油泵gear pump (output pump )回油泵scavenge oil pump调压阀pressure -regulator vavle电磁阀调压阀solenoid regulator valve液力变矩器旁通阀converter bypass valve速控阀governor valve选档阀selectro valve换档阀shift valve信号阀signal valve继动阀relay valve换档指令发生器shift pattern generator档位指示器shift indicator(shift torwer)先导阀priority valve流量阀flow valve重迭阀overlap valve液力减速器控制阀retarder control valve液力起步fluid start零速起动stall start液力变矩器锁止converter lockup全液压自动换档系统hydraulic automatic control system 电液式自动换档系统electronic -hydraulic automatiec换档shift升档upshift降档downshift动力换档power shfit单向离合器换档freewheel shfit人工换档manual shfit自动换档automaitc shfit抑制换档inhibited shift超限换档overrun shift强制换档forced shift换档点shift point叶片转位blade angle shift换档滞后shift hysteresis换档循环shift schedule换档规律process of power shift动力换档过程timing换档定时property of automatic shift换档品质property of automatic shft换档元件engaging element换档机构gearshift操纵杆control lever变速杆stick shift(gear shift lever) （副变速器）变速杆range selector变速叉shifting fork (gear shift fork) 分动箱控制杆transfer gear shift fork变速踏板gear shift pedal变速轨（拨叉道轨）shift rail直接变速direct change(direct control) 方向盘式变速column shift (handle change) 按钮控制finger-tip control槽导变速gate change空档位置neutral position直接驱动direct drive高速档top gear(high gear)低速档bottom gear(low speed gear) 第一档first gear第二档second gear超速档overdirve gear经济档economic gear倒档reverse gear爬行档creeper gear驱动特性drive performance反拖特性coast performance定输入扭矩特性constant input torque performance 全油门特性full throttle performance寄生损失特性no load (parasitic losses)performanc e原始特性primary characteristic响应特性response characteristic吸收特性absorption characteristic全特性total external characteristic输入特性characteristic of enhance输出特性characteristic of exit力矩特性torque factor(coefficient of moment) 过载系数overloading ratio变矩系数torque ratio能容系数capacity factorr几何相似geometry similarity运动相似kinematic similarity动力相似dynamic similarity透穿性transparency万向节和传动轴universal joint and drive shaft万向节universal joint非等速万向节nonconstant velocity universal joint 等速万向节constant velocity universal joint准等速万向节near constant velocity universal joint 自承式万向节self-supporting universal joint非自承式万各节non self suporting universal joint回转直径swing diameter等速平面constant velocity plane万向节夹角true joint angle十字轴式万向节cardan (hookes)universal joint万向节叉yoke突缘叉flange york滑动叉slip yoke滑动节，伸缩节slip joint花键轴叉slip shaft yoke轴管叉（焊接叉）tube(weld yoke)十字轴cross(spider)十字轴总成cross assembly挠性元件总成flexible universal joint球销式万向节flexible member assembly 双柱槽壳housing球环ball球头轴ball head球头钉button中心球和座centering ball and seat球笼式万向节rzeppa universal joint钟形壳outer race星型套inner race保持架cage可轴向移动的球笼式万向节plunging constant velocity joint筒形壳cylinder outer race柱形滚道星形套inner race withcylinder ball grooves 偏心保持架non-concentric cage滚动花键球笼式万向节ball spline rzeppa universal joint外壳outer housing内壳体inner housing球叉式万向节weiss universal joint球叉ball yoke定心钢球centering ball三球销万向节tripod universal joint三柱槽壳housing三销架spider双联万向节double cardan universal joint凸块式万向节tracta universal joint凸块叉fork yoke榫槽凸块tongue and groove couplijng凹槽凸块groove coupling传动轴drive shaft(propeller shaft)传动轴系drive line传动轴形式drive shaft type两万向节滑动的传动轴two -joint inboard slip ddiveshaft 两万向节外侧滑动传动轴two joint ouboard slip drive shaft 单万向节传动轴single joint coupling shaft组合式传动轴unitized drive shaft传动轴减振器drive shaft absorber传动轴中间轴承drive shaft center bearing传动轴管焊接合件weld drive shaft tube assembly 传动轴特征长度drive shaft length传动轴谐振噪声resonant noise of rive shaft传动轴的临界转速critical speed of drive shaft传动轴总成的平衡balance of drive shaft assembly 允许滑动量slip相位角phase angle传动轴安全圈drive shaft safety strap 驱动桥drive axle(driving axle)类型type断开式驱动桥divided axle非独立悬架式驱动桥rigid dirve axle独立悬架式驱动桥independent suspension drive axle 转向驱动桥steering drive axle贯通式驱动桥tandem axles“三速”贯通轴"three-speed" tandem axles单驱动桥single drive axle多桥驱动multiaxle drive减速器reducer主减速器final drive单级主减速器single reduction final drive双级主减速器double reduction final drive前置式双级主减速器front mounted double reduction final drive后置式双级主减速器rear mounted double reduction final drive上置式双级主减速器top mounted double reducton final d rive行星齿轮式双级主减速器planetary double reduction final driv e贯通式主减速器thru-drive双速主减速器two speed final drive行星齿轮式双速主减速器two speed planetary final drive双级双速主减速器two speed double reduction final driv e轮边减速器wheel reductor(hub reductro)行星圆柱齿轮式轮边减速器planetary wheel reductor行星锥齿轮式轮边减速器differential geared wheel reductor(be velepicyclick hub reductor)外啮合圆柱齿轮式轮边减速器spur geared wheel reductor差速器differential锥齿轮式差速器bevel gear differential圆柱齿轮式差速器spur gear differential防滑式差速器limited -slip differential磨擦片式自锁差速器multi-disc self -locking differential 凸轮滑滑块自锁差速器self-locking differential with side ring and radial cam plate自动离合式自锁差速器automotive positive locking differenti al强制锁止式差速器locking differential液压差速器hydraulic differential轴间差速器interaxial differential差速器壳differential carrieer(case)主降速齿轮final reduction gear驱动轴减速比axle ratio总减速比total reduction ratio 主降速齿轮减速比final reduction gear ratio双减速齿轮double reduction gear差速器主齿轮轴differential pinion-shaft差速器侧齿轮differential side gear行星齿轮spider gear(planetary pinion)螺旋锥齿轮spiral bevel gear双曲面齿轮hypoid gear格里林齿制gleason tooth奥林康型齿制oerlikon tooth锥齿轮齿数number of teeth in bevel gears and h ypoid gears锥齿轮齿宽face width of tooth in bevel gears an d hypoid gears平面锥齿轮plane bevel gear奥克托齿形octoid form平顶锥齿轮contrate gear齿面接触区circular tooth contact齿侧间隙backlash in circular tooth差速器十字轴differential spider差速器锁止机构differential locking -device差速器锁止系数differential locking factor差速器壳轴承carrier bearing桥壳axle housing整体式桥壳banjo housing可分式桥壳trumpet-type axle housing组合式桥壳unitized carrier-type axle housing 对分式桥壳split housing冲压焊接桥壳press-welding axle housing钢管扩张桥壳expanded tube axle housing锻压焊接桥壳forge welding axle housing整体铸造式桥壳cast rigid axle housing半轴axle shaft全浮式半轴full-floating axle shaft半浮式半轴semi-floating axle shaft四分之三浮式半轴three-quarter floating axle shaft 驱动桥最大附着扭矩slip torque驱动桥额定桥荷能力rating axle capactiy驱动桥减速比driveaxle ratio驱动桥质量drive axle mass单铰接式摆动轴single-joint swing axle双铰接式摆动轴double joint swig axle。

变速器外文翻译

The ZF AS Tronic Family Automotive Transmissions forAll Commercial Vehicle Classes1 Requirements for Commercial Vehicle TransmissionsCustomers demand high efficiency along with increasing vehicle comfort and safety. As an independent transmission manufacturer, ZF customer needs include the needs of drivers, forwarding companies, and vehicle manufacturers.Therefore, ZF considers the many requirements that a new transmission concept must fulfill when developing a transmission, Figure 1 .图1商用车辆的需求Fig. 1 Requirements for commercial vehiclesKeeping and later during operation. That is why fuel consumption is increasingly one of the decisive vehicle features that separate the competition. A modern transmission can make an important contribution here: On the one hand by improving efficiency and on the other hand in automatic transmissions by the optimal selection of the gear ratio dependent on the driving situation. Reducing the transmission, s weight also leads to reduced costs: Using less material reduces acquisition costs and enabling a higher payload reduces operating costs. On the one hand, decreased oil consumption contributes to environmental protection; additionally, it has an immediate influence on the costs, however, th at accrue throughout the vehicle ’ s service life.The demand for system comfort increasingly approaches the standard set by car technology, whereas in this case limits are set by mass ratios and cost constraints.Low noise emissions are a result of legal regulations on the one hand but also contribute to more comfortable driver workplaces when met. Furthermore, electronic systems increasingly support the driver and relieve him/her from routine tasks. This benefits safety in traffic.2 Advances with Automatic TransmissionsAutomatic transmissions can satisfy many of the demands that customers make on commercial vehicles considerably better than manual transmissions. Despite the fact that automatic transmissions are generally more expensive, if one takes the complete installed manual transmission system including the gearshift system into account, the difference in acquisition costs is no longer as great. Moreover, the goal of future developments is to further reduce the costs for automatic transmissions.Even today the higher acquisition costs are already paying for themselves relatively quickly due to lower operating costs so that automatic transmissions are economically advantageous in the long run. The efficiency of the AS Tronic family of transmissions is comparable to a manual transition; however, as a rule, the shifting point selection is better due to the application of an automatic driving strategy, which positively affects fuel consumption. A long term study conducted by ZF and DEKRA found that the automatic shifting point selection represents the consumption performance of a very good, concentrated driver. Thus, averaging all drivers and driving situations in a commercial fleet, consumption is reduced on the order of 3 percent since the engine operates reliably in the optimum speed range with regard to fuel consumption; a process that is controlled independently of the driver, s qualification.An additional advantage in terms of operating costs is reduced clutch wear. Reduced differential speeds during starting and shifting operations lengthen the service life of the clutch, which has al so been proven in long term tests. Many vehicle manufacturers take this into account and offer a significantly longer warranty cover on the clutch in AS Tronic transmissions.By automating the clutch, the clutch pedal is no longer needed, which clearly simplifies operation for the driver, particularly in stop and go traffic or when maneuvering. The automatic gear selection relieves the driver from shifting as well, whereby he/she can concentrate better on road traffic. However, at the same time, the driver can engage manually at any time, for instance in driving situations where thedriver's forward field of vision is in question. This takes place according to Shift by Wire via an electromechanical control switch so that only very little actuating forces are applied when manually selecting gears. The rapid automatic shifting and the protection against operating error also contribute to the increase in driver comfort while at the same time protecting the transmission and driveline. In addition, the absence of a mechanical link between shift lever and transmission reduces cabin noise.Using an automatic transmission also has advantages for vehicle manufacturers. Like the clutch control, the complete shift linkage is no longer needed, which makes both left and right hand steering vehicles easy to manufacture. When designing the driver workplace, anything is possible in terms of operating the transmission.3 The ZF AS Tronic FamilyZF began developing automated manual transmissions for commercial vehicles early. The first product was a partially automated transmission with automatic pre selection, which was introduced into the market in 1984. Ten years later, an automated transmission followed with the introduction of the first AS Tronic; however, the driver still had to select gears. Its successor model was first equipped with an intelligent shift program, which has been in production since 1998. Thus, a fully automatic solution was offered in a heavy commercial vehicle for the first time.The chosen transmission concept for AS Tronic resulted in the most efficient solution possible for larger volumes. Extensive integration and removal of unnecessary components opened up potential cost savings. As a group drive, AS Tronic is designed with an unsynchronized basic transmission and synchronized splitter and range change group, Figure 2.图2 ZF AS Tronic的3D剖示图Fig. 2 ZF AS Tronic: 3D section cutIn order to reduce the weight of the transmission, a design with two countershafts was chosen, which is optimal in this performance class in terms of weight. Due to a modular design and a basic transmission with 3 or 4 speeds, l6 peed, 12 speed, and 10 speed variants could be represented.In the basic transmission, the synchronizations were replaced with shift dogs, because the synchronization can take place by controlling the internal combustion engine in modern EDC engines. An additional transmission brake is then required for up shifts, which is located on one of the two counter shafts. A standard dry clutch is used. It is fully automatic so that a clutch pedal is no longer necessary. All automated components are pneumatically operated and are combined within modules that are integrated into the transmission housing. The coordinated operation of transmission, clutch, and engine takes place by electronic control, which is located in the shift module. The interfaces to the out side were minimized.AS Tronic was initially limited to torques of 2, 300 Nm (12 speed) and 2, 600 Nm (16 speed). Afterward, variants were introduced in a two step development, which expand the torque ranges of 12 speed transmissions upwards. AS Tronic is offered in direct drive and overdrive designs and is generally available with an integrated secondary retarder “Intarder. ’’Automatic transmissions have found increasing acceptance in heavy commercial vehicles in the past few years and enjoy enormous popularity among customers. However, the advantages of these transmissions are also demonstrated especially in light and medium duty commercial vehicles. Vehicles in these classes are primarily used in city and regional traffic. Relief from operating the transmission and the clutch is especially important in this case because the traffic environment requires the driv er’s full attention. Furthermore, this sector is marked by a high number of untrained drivers and frequent driver turnover. Therefore, reducing the driver's influence on fuel consumption and clutch wear is an unmistakable advantage, not to mention safeguarding against transmission and clutch damage caused by the driver.For these reasons ZF decided to expand the product portfolio for automatic transmissions systematically into the area of low torques, Figure 3.图3变速器型谱:ZF AS Tronic的转矩范围Fig. 3 Transmission portfolio：the ZF AS Tronicproducts with torque rangesStarting from the technical fundamental principle- two pedal solutions with automatic shifting and a customer benefit that is commensurate with the AS Tronic- smaller AS Tronic transmission will be developed as well. They receive additional coding to their genuine designation in order to mark their association to the respective vehicle applications. AS Tronic mid will be used for applications from 800 Nm to 1, 600 Nm；AS Tronic lite will cover trucks in the lower torque range up to 1, 050 Nm with 6 speed transmissions.4 ZF AS Tronic midThe vehicle sector where the AS Tronic mid series will be used is very sensitive to price and highly differentiated in terms of application types. Thus, midrange vehicles will service both distributor and long distance transport as well as construction sites. Therefore, one of the focal points of development lies in a cost effective design that will fulfill the many and diverse customer requirements easily and also cover the wide torque range.Consistent product planning led to the development of an uncompromising midrange transmission series designed for automation. It encompasses seven transmission types combined into one modular design. With 840 mm short and 900mm long transmission variants, the modular design concept is primarily based on the variation of the wheel widths in order to cover the torque ranges up to 1, 200 Nm and 1，600 Nm respectively. Both transmission lengths will be offered in direct and overdrive de signs. Compared to the AS Tronic, the AS Tronic mid transmissions are approx. 50 to 65 kg lighter. In order to optimize costs, a consistent complexity management system was pursued. Approximately 40% of the components were taken from existing transmissions in production at ZF.In order to offer uniform automation technology for all commercial vehicles in the midrange and heavy duty sectors, the proven AS Tronic components such as transmission/clutch actuators, electronics, and software were used. Due to the inter face equality this achieved, the vehicle manufacturer can offer both AS Tronic and AS Tronic mid series in almost identical vehicles with various drive line variants at minimal expense.In a preliminary concept study, various gear set concepts were considered. Eight gear set formulas were compared using eleven selected evaluation criteria in terms of function, costs, and deadline. In order to provide this complex decision matrix with the necessary transparency, a decision making software tool was used. The choice was made for a 12 speed gear set (2x3x2), which is comparable to a conventional 9 speed gear set in terms of design space and weight and even has advantages compared to a 10 speed gear set, Figure 4.图4 ZF AS Tronic mid变速器剖示图Fig. 4 ZF AS Tronic mid in complete viewIt consists of engaging and disengaging input constants ( splitter group), 3 speed main transmission, and an output end planetary drive stage (range change group). Synchronizations are used in the splitter and range change group; the main transmission shifting elements are designed as dogs. The gear steps has a slightly progressive gear interval due to a small increase in the gear ratio. Thus, at a total gear spread of approx. 12. 8, the gear ratio of 23. 8 % from 11th to 12th speed is on par with a comparable 16 speed transmission. For the first time, the gear ratio of the reverse gear was designed 13. 1, i. e. slower than 1st gear on a range change group transmission by an offset engagement over the reverse idler gear. In close cooperation with the customers, high drivability was already emphasized in the specification phase. Upon completion of the rough design, the drivability release criteria of one customer were already proven in simulations.A detailed cost analysis of the gear units in ZF transmissions led to the design of the planetary rear mounted range change group in the AS Tronic mid，in which the most cost effective solutions were adopted in each case. Thus, the design of the new gear unit is marked by the synchronization of the AS Tronic and the gear set design of the Ecosplit Figure 5.图5 ZF AS Tronic mid:行星齿轮传动Fig. 5 ZF AS Tronic mid：planetary drive detailThe bearings of the swing fork in the range change group are realized between the twohousing parts, which minimizes seal points to the outside and possible corrosion weak points. The clutch actuating cylinder was turned in driving direction from the 6 o’ clock position for AS Tronic to the 8 o'clock position for AS Tronic mid. This not only increases vehicle road clearance and brings the actuating cylinder out of the danger zone, it al so offers the flexibility to react to potential requirements pushed clutch release under compression.Different from the AS Tronic, the AS Tronic mid gear set will only be designed with one counter shaft. The solution was the best in a parameter study for the torque range considered, which takes into account both the modular design aspects as regards optimal gear set length variation as well as the legally permitted noise requirements. As a result, the developer faced an additional challenge. If the oil pump and transmission brake are each driven by one countershaft in the AS Tronic, then both components now must be combined in a joint, cost effective brake pump module.Maximizing transmission efficiency in order to reduce fuel consumption attracted much interest during development. By consistently changing splash lubrication to injection lubrication, quasi dry sump lubrication was achieved so that diving losses do not occur. In order to optimize the lubrication system, oil flow calculations were conducted. The oil itself was handled like a structural/ design element. ZF has worked intensively for years with lubricant manufacturers in order to develop synthetic oils such as the ZF Ecofluid M, which is used in these transmissions. This oil has low viscosity and therefore contributes low internal losses; however, at the same time it offers sufficient lubricating film to guarantee the service life of gears, bearings, and synchronizations. An additional advantage of Ecofluid M is high stability, which makes clearly longer oil change intervals possible and greatly reduces oil consumption.Shift dogs in the main transmission and a com pact transmission design with small center distance also contribute to loss reduction. All these measures together increased the efficiency in the direct gear from 99. 2 to 99. 6% under comparable operating conditions. Active heat management enabled additional fuel savings. If the transmission runs at approx. 60℃ oil sump temperature on road, the oil viscosity can be further reduced by additionally heating to 80℃. In this case, AS Tronic mid is optionally available for the addition of a highly integrated heat exchanger. Short payback periods of approx, one year are ensured by cost effectively integrating theheat exchanger cartridge with the integrated bypass valve in the oil circulation on the intake side.ZF AS Tronic系列-适用于各种商用车辆的自动变速器1 商用车辆变速器的需求客户的要求是在提高车辆舒适性和安全性的同时也提高效率。

汽车变速箱专业词汇

汽车变速箱专业词汇汽车vehicle变速箱transmission assembly 传动比gear ratio齿轮gear轴shaft壳体case同步器synchronizer换档机构gearshift同步环baulk ring拨叉shifting fork拨叉轴declutch shift shaft螺栓bolt螺母nut弹簧spring销子pin通气塞declutch shift shaft拨块blocks拉线支架Farrowed stents互锁interlocking自锁self-locking轴承bearing滚针轴承multi-roll bearing 滚子（柱）轴承roller bearing 油封oil seal停止器hold back轴套shaft sleeve花键spline垫片gasket离合器clutch润滑油lubricating oilAT automatic transmissionMT manual transmissionAMT automatic manual transmissionCVTDCT Double Clutch Transmission变速齿轮transmission gear变速齿轮组change gear set变速杆stick shift(gear shift lever)变速轨（拨叉道轨）shift rail变速器transmission (gearbox)变速器输出轴transmission output shaft 变速器输入轴transmission input shaft 变速器中间轴transmission countershaft 变速器轴的刚度rigidity of shaft变速器主动齿轮轴transmission drive gear shaft 变速器主轴transmission main shaft变速踏板gear shift pedal操纵杆control lever倒档reverse gear倒档中间齿轮reverse idler gear低速档bottom gear(low speed gear)第二档second gear第一档first gear换档机构gearshift换档元件engaging element级stage。

变速箱构造中英文对照表

缩写词变速箱专有名词自动离合器，变矩器（图见附件2）手动变速箱，操纵机构，总成，差速器锁（图见附件3、附件4.jpg）Manual gearbox, Con trol, Assy, Differe ntial lock手动变速箱-齿轮、齿轮轴、内部控制器（图见附件5、附件6）Gearbox, Gears, Shafts, i nternal con trol自动变速箱，齿轮，液压控制装置（图见附件7）Automatic gearbox, Gears, Hyd. Con trols主减速器，差速器，差速器锁（图见附件8）Final drive, Differe ntial, Differe ntial lock30传动系统KrattObertragung po-.ver transmission离合器•操纵机构Kupplung, BetatigungClutch, Controls73 7- BG51 "32 47 32厶7 Dicblrfvg f DrehrnorTHjntv.-arXj.e* 32 47 Torque 8亦诃心32 50 32 50 Drehn^onienv.%3nd*er 32 50 Torque converter32 51 变扭器衬套32 51 Lagerb-jchse f Drehmocr.ercA^dler 32 51 Torque ooivT^rter bu^3438XO7665-4'6S手动变速箱，操纵机构•总成•差速器锁Getriebe mech-Betat..ZSB.. Diflerentialsp ・ Manual gearbox, Controls. Assy., Differential lock34 0334 03 Schahhebelfuhrung 址03 Gsa r stick guide34 04 变進杆手樋34 (X SchaJthebelknopf 34 04 Gear lever kreb 34 05S4 05 SchalthebelX.05 Gear k>/er 34 05 变速杆防尘套34 06 Ri^enbalg f Smhhebel 3^06 Gear Ic^e* belhv/s3^0734 07 Scnolthebellaaer 3X07 le.*er rnojntrrj34 eg 变速机构支鎂 34 08 Scfialtbock:U08 Gz change hou^m^ 34 09 联砂垛纵装冒 34 09 Betatigung f NebenabtHeb MOS FTO linkage 34 10 变速杆壳体 3^ 10 GehSusc f Schalthroe! M 10 Gear teve ， 34 11 逸档籽 34 11 Wahlstange34 H Selector rod 34 12 空速拉爱昶12 Schahse 印M 12Shrft cab ：c34 1434 UWfihlsei ：工14 Selector cable3416推杆/拉素34 16 Schubstarge'Seil^ug 34 16 Push rtxi-csb't 34 17 交逹拉杼34 17 Schahs^nge 34 17 Shift rod 34188 18Lagerpatte3x ieSe^nng O dte3420连杆34 23 Vertjndjngsstange 34 20 Connecting rod 34 21 交速拉杆衬套 34 21 Lag«rtxKhse 342： Shrft rod bush34 22 交3i 拉杆•/前平復疋 34 22 Schahsrangen^lgeft^/zcht g% 34 22 Selector rod b3 ancig gyr 34 23 卡箍 *23 SchelleM 23front Cla-npS 24压力弹贅，応球壳内34 24D- jckfeder nrS^nrg ba hous ；q手动变速箱一齿轮，齿轮轴，内部控制机构Getricbe mech.-Rader, Wellen. InncnbetSt.Gearbox, Gears. Shafts, internal control \ 7796S7\ 8192606035手动变速箱一齿轮•齿轮轴•内部控制机构Gctriebe mech.-RSder. Wellen. Innenbetlt.Gearbox. Gears, Shafts, internal control35 1435 16 选档较 3517 魅动杆 3518内炎連拉杆35 21 1/2档齿轮次档法叉 35 23 3/4档吿轮换档按叉 35 24 5/倒笞齿轮拱拦按叉 35 25 伺档齿轮拱挡按叉 35 25 5/6档齿轮换档拔叉坊295軽齿轮换档按殳35 30锁蹄3533 1~4档按档又轴 35345档齿轮尖栏乂轻3535倒档齿轮今档又辂 3535 1/倒档齿轮拱拦找叉35372/3档齿轮按塔找叉 35 38"5杷齿轮换橙按,35 14. Schaftfirar 35 16 Scha^r.€ 35 17 MIeZZ35 18 Innenschahstange 35 21 Schahgabel 1J2. Gang 35 23 Schohgabel 3/A. Gang35 24 SchaltzatxJ 5•空 Ga 号 35 25 SchahgbeH RW Ga% 35 26 S<±iltgabel 5/6. Gang 35 25 SchaitQObel 5. Gang 35 30 Spen^tiick35 33 SchaJ^chien« 1・"・ 0旳 35 34 Schaltschienc 5・ Gang 35 35 Schaltschierx; f RW Gang35 36 Schaltgabel 1 TRW Gang 35 37 ScZtgabd 2/3 Gang 35 38 Schaltgabel ^^5- Gang * f.a c.riygw,•35 16 S*ectcr shaft■ ■ ■— 35 17 Rc'av le/e- 35 18 Internal shift rods.・35 21 Selector fork'1/2 gear •(・ ■ —■■ 35 23 Selector fork 3/A gears 35 24 Selector fork 54igverse gear 3S 25 Selector tofk for rwerse gear 35 26 Se^ecor fork 5/6 gear 35 29 Scecor fork 5th gear 35 30 locking ke/s35 33 Selector plate, gear 1 35 SA Selector plate, gear 5 35 35 Selyor ptote. reverse ge^r 35 36 Seiectoc fork 1st/^ gear 35 37 Selector fork 2nd/3nd gca f 35 38 Seiecor fort^ 3V5th g«r 35 40 IputsX35 Gearshift firmer38自动变速箱■齿轮，液压控制机构Getriebeautom-R3der. Regelung Automatic gearbox. Gears. Hyd. Contrcls38 05 行星齿轮装&33 05 Banetcngetnete 38 05 Planetar/ gcanx )x 38 10 输入轴38 10 Aniriebs.vclte 38.10 • •tcput shaft3814 自由轮和Bl 活塞 38 U Frcilauf mit B1 Koltun 38 14 F FWA W 词十 81 p^on 38 27 行星齿轮聚•前 38 27 Planetent 冃 ger 3S27Ranezary carrier, front38 30 太阳轮•小 38 30 Sonnenrad Wein 38 30 Sun gear, small 八38 31 太阳轮•大38 31 Sonnenrad groB 38 31 Sun gear, large 38 32 B1制动器 38 32 Brernse Bl 38 32 Brake B1 38 33 B2制动器 38 33Bremse 9238 33 Brake B2 38 37 K3离合器 33 37 K upplung K3 38 37 Clutch K3 38 38 K1离合器 38 38 K upplung K1 38 38 C lutch K1 38 39 K2离合器38 39 Kupplung K2 38 39 Clutch K2 38 56 交速器油油泵 38 55 AFF-Pumpe 38 56 ATF pump 38 60 变速器浊冷却器 38 60 ATF-Kuhler38 60 A1F cooler 38 62 变速器油冷却管 38 62 Leitung f ATF-Kuhlung 38 62 ATF cooling pig 38 74 停车锁 38 74 Parkspene 38 74 Parking lock 3876 变速暮活泛网 38 76ATF-Sieb38 76 ATF strainer 38 77 淆阀箱38 77 SchieberVasten38 77 V a'?/e block 38 78集成电路拄头疔奈38 7838 78 Printed drewH 灿39主减速益•差速器■差速器锁Achsantr.. Ausgleichgetr., DifferentialspFinal drive. Differential Differential lock杉27 63 50 Ss 54 51。

变速器

5）snap ring：
In the card bad, the function of the slider pressure to engage set, make its raised ends exactly spherical embedded in the joints of central set groove, which has a gap positioning function
第22页
1、 Classification
Synchronizer
constant pressure
inertial type
To increase strength type
Lock ring type synchronizer
Locking pin type inertia synchronizer
❖ For these reasons, cars need a device that makes better use of engine power and torque. The transmission is this device.
BMW，five-speed manual
transmission
Y
定位销固定于拨叉轴 1
7
X
限位块由壳体定位，轴向固定
Oct. 11(th),2011
TAuhteomviorttuiveesEongf ianmeebriintigoEnnglish
Y
限位块
X
由壳体定位，轴向固定
1
8
Oct. 11(th),2011
Basic Knowledge of Synchronizer
Lock ring of the corner and engage set the same corner, lock ring has cone within, its spiral groove, so that two after the contact surface, destroy the oil film, increase the

汽车手动变速箱外文及其部份翻译

MANUAL GEARBOXESMANUAL GEARBOX CLASSIFICATIONGearboxes are normally classiﬁed according to the number of toothed wheel couples (stages) involved in the transmission of motion at a given speed; in the case of manual vehicle transmissions, the number to be taken into account isthat of the forward speeds only, without consideration of the ﬁnal gear, even if included in the gearbox.Therefore there are:• Single stage gearboxes• Dual stage or countershaft gearboxes• Multi stage gearboxesFigure shows the three conﬁgurations for a four speed gearbox.It is useful to comment on the generally adopted rules of these schemes.Each wheel is represented by a segment whose length is proportional to the pitch diameter of the gear; the segment is ended by horizontal strokes, representing the tooth width. If the segment is interrupted where crossing the shaft, the gear wheel is idle; the opposite occurs if the segment crosses the line of theshaft without interruption. Then the wheel rotates with the shaft. Hubs arerepresented according to the same rules, while sleeves are represented with apair of horizontal strokes. Arrows show the input and output shafts.Single stage gearboxes are primarily applied to front wheel driven vehicles,because in these it is useful that the input and the output shaft are oﬀset; inG. Genta and L. Morello, The Automotive Chassis, Volume 1: Components Design, 425 Mechanical Engineering Series,c Springer Science+Business Media . 2009426 9. MANUAL GEARBOXESFIGURE . Schemes for a four speed gearbox shown in three diﬀerent conﬁgurations:a: single stage, b: double stage and c: triple stage.conventional vehicles, on the other hand, it is better that input and output shaftsare aligned.This is why rear wheel driven vehicles usually adopt a double stage gearbox.The multi-stage conﬁguration is sometime adopted on front wheel drivenvehicles with transversal engine, because the transversal length of the gearboxcan be shortened; it is used when the number of speeds or the width of the gearsdo not allow a single stage transmission to be used.It should be noted that on a front wheel driven vehicle with transversalengine, having decided on the value of the front track and the size of the tire,the length of the gearbox has a direct impact on the maximum steering angle ofthe wheel and therefore on the minimum turning radius.The positive result on the transversal dimension of multi-stage gearboxes isoﬀset by higher mechanical losses, due to the increased number of engaged gearwheels.It should be noted that in triple stage gearboxes, shown in the picture, theaxes of the three shafts do not lie in the same plane, as the scheme seems toshow. In a lateral view, the outline of the three shafts should be represented asthe vertices of a triangle; this lay-out reduces the transversal dimension of thegearbox. In this case and others, as we will show later, the drawing is representedby turning the plane of the input shaft and of the counter shaft on the plane ofthe counter shaft and of the output shaft.Gear trains used in reverse speed are classiﬁed separately. The inversion ofspeed is achieved by using an additional gear. As a matter of fact, in a train ofthree gears, the output speed has the same direction as the input speed, whilethe other trains of two gears only have an output speed in the opposite direction;the added gear is usually called idler.The main conﬁgurations are reported in Fig. .In scheme a, an added countershaft shows a sliding idler, which can matchtwo close gears that are not in contact, as, for example, the input gear of theﬁrst speed and the output gear of the second speed. It should be noted that, inthis scheme, the drawing does not preserve the actual dimension of the Manual gearbox classiﬁcation 427FIGURE . Schemes used for reverse speed; such schemes ﬁt every type of gearboxlay-out.Scheme b shows instead two sliding idlers, rotating together; this arrange-ment oﬀers additional freedom in obtaining a given transmission ratio. The coun-tershaft is oﬀset from the drawing plane; arrows show the gear wheels that matchwhen the reverse speed is engaged.Scheme c is similar to a in relation to the idler; it pairs an added speciﬁcwheel on the output shaft with a gear wheel cut on the shifting sleeve of the ﬁrstand second speed, when it is in idle position.Conﬁguration d shows a dedicated pair of gears, with a ﬁxed idler and ashifting sleeve.The following are the advantages and disadvantages of the conﬁgurationsshown in the ﬁgure.•Schemes a, b and c are simpler, but preclude the application of synchro-nizers (because couples are not always engaged), nor do they allow the useof helical gears (because wheels must be shifted by sliding).•Scheme d is more complex but can include a synchronizer and can adopthelical gears.•Schemes a, b and c do not increase gearbox 9. MANUAL GEARBOXESMECHANICAL EFFICIENCYThe mechanical eﬃciency of an automotive gear wheel transmission is high com-pared to other mechanisms performing the same function; indeed, the value ofthis eﬃciency should not be neglected when calculating dynamic performanceand fuel consumption. The continuous eﬀort of to limit fuel consumption justi-ﬁes the care of transmission designers in reducing mechanical losses.Total transmission losses are conveyed up by terms that are both dependentand independent of the processed power; the primary terms are:•Gearing losses; these are generated by friction between engaging teeth(power dependent) and by the friction of wheels rotating in air and oil(power independent).•Bearing losses; these are generated by the extension of the contact area ofrolling bodies and by their deformation (partly dependent on and partlyindependent of power) and by their rotation in the air and oil (powerindependent).•Sealing losses; they are generated by friction between seals and rotatingshafts and are power independent.•Lubrication losses; these are generated by the lubrication pump, if present,and are power independent.All these losses depend on the rotational speed of parts in contact and,therefore, on engine speed and selected transmission ratio.Table reports the values of mechanical eﬃciency to be adopted in calcu-lations considering wide open throttle conditions; these values consider a pair ofgearing wheels or a complete transmission with splash lubrication; in the sametable we can see also the eﬃciency of a complete powershift epicycloidal auto-matic transmission and a steel belt continuously variable transmission. For thetwo last transmissions, the torque converter must be considered as locked-up.TABLE . Mechanical eﬃciency of diﬀerent transmission mechanisms.Mechanism type Eﬃciency (%)Complete manual gearboxwith splash lubrication 92–97Complete automatic transmission(ep. gears) 90–95Complete automatic gearbox(steel belt; without press. contr.) 70–80Complete automatic gearbox(steel belt; with press. contr.) 80–86Pair of cyl. gears –Pair of bevel gears 90– Mechanical eﬃciency 429FIGURE . Contributions to total friction loss of a single stage gearbox designed for300 Nm as function of input speed.It is more correct to reference power loss measurement as a function ofrotational input speed rather than eﬃciency. Figure shows the example ofa double stage transmission, in fourth speed, at maximum power; the diﬀerentcontributions to the total are shown.This kind of measurement is made by disassembling the gearbox step bystep, thus eliminating the related loss.In the ﬁrst step all synchronizer rings are removed, leaving the synchronizerhubs only; mechanical losses of non-engaged synchronizers are, therefore, mea-surable. The loss is due to the relative speed of non-engaged lubricated conicalsurfaces; the value of this loss depends, obviously, on speed and the selectedtransmission ratio.In the second step all rotating seals are removed.In the third step the lubrication oil is removed, and therefore, the bulk ofthe lubrication losses is eliminated; some oil must remain in order to leave thecontact between teeth unaﬀected.By removing those gear wheels not involved in power transmission, theirmechanical losses are now measurable.The rest of the loss is due to bearings; the previous removal of parts canaﬀect this value.A more exhaustive approach consists in measuring the complete eﬃciencymap; the eﬃciency can be represented as the third coordinate of a surface, wherethe other two coordinates are input speed and engine torque. Eﬃciency calcu-lations can be made by comparing input and output torque of a working trans-mission.Such map can show how eﬃciency reaches an almost constant value at amodest value of the input torque; it must not be forgotten that standard fuelconsumption evaluation cycles involve quite modest values of torque and there-fore imply values of transmission eﬃciency that are changing with torque.Figure shows a qualitative cross section of the aforesaid map, cut atconstant engine speed. It should be noted that eﬃciency is also zero at input430 9. MANUAL GEARBOXESFIGURE . Mechanical eﬃciency map, as a function of input torque at constantengine speed; the dotted line represents a reasonable approximation of this curve, to beused on mathematical models for the prediction of performance and fuel consumption.torque values slightly greater than zero; as a matter of fact, friction implies acertain minimum value of input torque, below which motion is impossible.A good approximation to represent mechanical eﬃciency can be made usingthe dotted broken line as an interpolation of the real curve.MANUAL AUTOMOBILE GEARBOXES9.3.1 Adopted schemesIn manual gearboxes, changing speed and engaging and disengaging the clutchare performed by driver force only.This kind of gearbox is made with helical gears and each speed has a syn-chronizer; some gearboxes do not use show the synchronizer for reverse speed,particularly those in economy minicars.We previously discussed a ﬁrst classiﬁcation; additional information is thespeed number, usually between four and six.Single stage gearboxes are used in trans-axles; they are applied, with someexceptions, to front wheel driven cars with front engine and rear driven cars withrear engine; this is true with longitudinal and transversal engines.In all these situations the ﬁnal drive is included in the gearbox, which istherefore also called transmission.Countershaft double stage gearboxes are used in conventionally driven cars,where the engine is mounted longitudinally in the front and the driving axle isthe rear axle. If the gearbox is mounted on the rear axle, in order to improve theweight distribution, the ﬁnal drive could be included in the Manual automobile gearboxes 431 By multi-stage transmissions, some gear wheels could be used for diﬀerentspeeds. The number of gearing wheels could increase at some speeds; this nor-mally occurs at low speeds, because the less frequent use of these speeds reducesthe penalty of lower mechanical eﬃciency on fuel consumption.Cost and weight increases are justiﬁed by transmission length reduction,sometimes necessary on transversal engines with large displacement and morethan four cylinders.In all these gearboxes synchronizers are coupled to adjacent speeds .:ﬁrst with second, third with fourth, etc.) in order to reduce overall length andto shift the two gears with the same selector rod.We deﬁne as the selection plane of a shift stick (almost parallel to the xzcoordinate body reference system plane for shift lever on vehicle ﬂoor) the planeon which the lever knob must move in order to select two close speed pairs. Forinstance, for a manual gearbox following many existing schemes, ﬁrst, second,third, fourth and ﬁfth speed are organized on three diﬀerent selection planes; thereverse speed can have a dedicated plane or share its plane with the ﬁfth speed.Figure shows a typica l example of a ﬁve speed single stage gearbox. Theﬁrst speed wheels are close to a bearing, in order to limit shaft deﬂection.In this gearbox the total number of tooth wheels pairs is the same as forthe double stage transmission shown in Fig. .While in the ﬁrst gearbox there are only two gearing wheels for each speed,in the second there are three gearing wheels for the ﬁrst four speeds and noneFIGURE . Scheme for a ﬁve speed single stage transmission, suitable for front wheeldrive with transversal 9. MANUAL GEARBOXESFIGURE . Scheme of an on-line double stage gearbox for a conventional lay-out.for the ﬁfth. This property is produced by the presence of the so called constantgear wheels (the ﬁrst gear pair at the left) that move the input wheels of t heﬁrst four speeds; the ﬁfth speed is a direct drive because the two parts of theupper shaft are joined together.The single stage gearbox in Fig. shows the ﬁfth speed wheel pair posi-tioned beyond the bearing, witness to the upgrading of an existing four speed transmission; in this case the ﬁfth speed has a dedicated selection plane.The double stage gearbox in Fig. is organized in a completely diﬀerentway but also shows the ﬁrst speed pair of wheels close to the bearing. The directdrive is dedicat ed to the highest speed; the ﬁfth speed shows a dedicated selectionplane.Six speed double stage gearboxes do not show conceptual changes in com-parison with the previous examples; synchronizers are organized to leave ﬁrstand second, third and fourth, ﬁfth and sixth speeds on the same selection plane.As already seen, the multistage conﬁguration shown in Fig. allows areasonable reduction of the length of the gearbox. In this scheme, only ﬁrst andsecond speeds beneﬁt from the second countershaft; power enters the counter-shaft through a constant gear pair of wheels and ﬂows to the output shaft at areduced speed. Third, fourth and ﬁfth speed have a single stage arrangement.Reverse speed is obtained with a conventional idling wheel.9.3.2 Practical examplesFour speed gearboxes represented the most widely distributed solution in Europeuntil the 1970s, with some economy cars having only three Manual automobile gearboxes 433 FIGURE . Scheme of a triple stage ﬁve speed gearbox, suitable for front wheel drivencar with transversal engine.With the increase in installed power, the improvement in aerodynamic per-formance and increasing attention to fuel consumption, it became necessary toincrease the transmission ratio of the last speed, having the ﬁrst s peed remain atthe same values; as a matter of fact car weight continued to increase and engineminimum speed did not change signiﬁcantly.To achieve satisfactory performance all manufacturers developed ﬁve speedgearboxes; this solution is now standard, but many examples of six speed gear-boxes are available on the market, not limited to sports cars.Figure shows an example of a six speed double stage transmission withthe ﬁfth in direct drive; here the ﬁrst and second pair of wheels are close to thebearing.This rule is not generally accepted; on one hand having the most stressedpairs of wheels close to the bearing allows a shaft weight containment. On theother hand, having the most frequently used pairs of wheels close to the bearingreduces the n oise due to shaft deﬂection.Synchronizers of fourth and third speed are mounted on the countershaft;this lay-out reduces the work of synchronization, improving shifting quality by anamount proportional to the dimension of the synchronizing rings. Synchronizersof ﬁrst and second gear on the output shaft are, because of their diameter, larger434 9. MANUAL GEARBOXESFIGURE . Double stage six speed gearbox (GETRAG).than those of the corresponding gear; the penalty of the synchronization work ispaid by the adoption of a double ring synchronizer.Synchronizers on the countershaft oﬀer a further advantage: In idle positionthe gears are stopped and produce no rattle; this subject will be studied later Manual automobile gearboxes 435Figure introduces the example of a single stage gearbox for a frontlongitudinal engine. The input upper shaft must jump over the diﬀerential, whichis set between the engine and the wheels. The increased length of the shaftssuggested adopting a hollow section. Because of this length the box is dividedinto two sections; on the joint between the two sections of the box additionalbearings are provided to reduce the shaft deﬂection.The input shaft features a ball bearing close to the engine and three otherneedle bearings that manage solely the radial loads. The output shaft has twotapered roller bearings on the diﬀerential side and a roller bearing on the oppositeside. This choice is justiﬁed by the relevant axial thrust emerging from the bevelgears.The ﬁrst and second speed synchronizers are on the output shaft and featurea double ring.The reverse speed gears are placed immediately after the joint (the idlergear is not visible) and have a synchronized shift. Remaining synchronizers areset in the second section of the box on the input shaft. The output shaft endswith the bevel pinion, a part of the ﬁnal ratio.It should be noted that the gears of the ﬁrst, second and reverse speeds aredirectly cut on the input shaft, in order to reduce overall dimensions.Most contemporary cars use a front wheel drive with transversal engine; thenumber of gearboxes with integral helical ﬁnal ratio is, therefore, dominant.In these gearboxes geared pairs are mounted from the ﬁrst to the last speed,starting from the engine side. An example of this architecture is given in Fig. .Like many other transmissions created with only four speeds, it shows theﬁfth speed segregated outside of the aluminium box and enclosed by a thin steelsheet cover; this placement is to limit the transverse dimension of the powertrain, in the area where there is potential interference with the left wheel in thecompletely steered position.This solution is questionable as far as the total length is concerned but showssome advantage in the reduction of the span between the bearings. Each bearingis of the ball type; on the side opposite to the engine the external ring of thebearing can move axially, to compensate for thermal diﬀerential displacements.One of the toothed wheels of the reverse speed is cut on the ﬁr st and secondshifting sleeve.The casing is open on both sides; one of these is the rest of one of thebearings of the ﬁnal drive. A large cover closes the casing on the engine side and,in the meantime, provides installation for the second bearing of the ﬁnal driveand the space for the clutch mechanism; it is also used to join the gearbox tothe engine.In this gearbox synchronizers are placed partly on the input shaft and partlyon the output shaft.Figure shows a drawing of a more modern six speed gearbox, in whichit was possible to install all the gears in a conventional single stage arrangement,thanks to the moderate value of the rated 9. MANUAL GEARBOXESFIGURE . Single stage six speed gearbox for longitudinal front engine (Audi). Manual gearboxes for industrial vehicles 437FIGURE . Five speed transmission for a transversal front engine (FIAT).Gears are arranged from the ﬁrst to the sixth, starting from the engineside; as we have already said this arrangement is demanded by the objectiveof minimizing shaft deﬂection. Only the synchronizers of ﬁrst and second speedfound no place on the input shaft; they are of the double ring type, as for theﬁrst speed.The reverse speed is synchronized and beneﬁts of a countershaft not shownin this drawing.MANUAL GEARBOXES FOR INDUSTRIALVEHICLES9.4.1 Lay-out schemesThe gearboxes we are going to examine in this section are suitable for vehicles ofmore than about 4 t of total weight; lighter vehicles, usually called commercialvehicles, adopt gearboxes that are derived from automobile production, as notedin the previous 9. MANUAL GEARBOXESFIGURE . Six speed transmission for a transversal front engine (FIAT).Gearboxes used in industrial vehicles also feature synchronizers; they can beshifted directly, as in a conventional manual transmission, or indirectly with theassistance of servomechanisms. Non-synchronized gearboxes are sometimes usedon long haul trucks, because of their robustness. Assisted shifting mechanismsare widespread because of the easy availability of power media. Automatic orsemi-automatic transmissions are also used, the ﬁrst type especially in buses.For gearboxes with four up to six speeds, the double stage countershaftarchitecture represents a standard; the scheme is the same as seen before.The constant gear couple is used for all speeds but the highest. Also notableis that the lowest speed wheels are close to the bearings.As shown in the drawings of Fig. , the highest speed can be obtainedeither in direct drive (scheme b) or with a pair of gears (scheme a); in this lastcase the direct drive is used for the speed before the last: these architectures arecalled direct drive and overdrive.In the ﬁgure, only the last and the ﬁrst before the last speed are represented.The cho ice between the two alternatives can be justiﬁed by the diﬀerentvehicle mission; virtually the same gearbox can be used on diﬀerent vehicleswith diﬀerent frequently used speeds (a truck and a bus for example). Manual gearboxes for industrial vehicles 439FIGURE . Alternative constant gear schemes with last or ﬁrst before the last speedin direct drive.Sometime the constant gear is set on the output shaft, after the diﬀerentspeed gears; this conﬁguration oﬀers the following advantages:•Reduction of the work of synchronization, because of the smaller gear di-mension at the same torque and total transmission ratio•Less stress on the input shaft and countershaftOn the other hand, the following disadvantages emerge:•Bearings rotate faster.•Constant gear wheels are more highly stressed.This applies for single range transmissions.Multiple range transmissions feature, in addition to the main gearbox, othergearboxes that multiply the number of speeds of the main gearbox by the numberof their speeds. With this architecture the total number of gear pairs might bereduced, for a given number of speeds, and, sometime the use of the gearshiftlever can be simpler.This arrangement is used when more than six speeds are necessary. A multi-ple range transmission is therefore made out of a combination of diﬀerent coun-tershaft gearboxes, single range gearboxes or epicycloidal gearboxes.Each added element is called a range changer if it is conceived as beingcapable of using the main gearbox speeds in sequence, in two completely non-overlapping series of vehicle speeds; for example, if the main gearbox has fourspeeds, the ﬁrst speed in the high range is faster than the fourth speed in thelow range.The element is called a splitter if it is intended to create speeds that areintermediate to those of the main gearbox; in this case, for example the third440 9. MANUAL GEARBOXESFIGURE . Scheme of a 16 speed gearbox for industrial vehicles; it is made with afour gear main gearbox, a double speed splitter and a double speed range changer withdirect drive.speed in the high range is faster than the third speed in the low range, but slowerthan the fourth speed in the low range.We call the gearbox with the highest number of speeds the main gearbox;the splitter and the range changer will be set in series before and after the maingearbox.Figure shows the scheme of a gearbox featuring a splitter and a rangechanger. The splitter is made out of a pair of wheels that work as two diﬀerentconstant gears for the main gearbox. The countershaft can therefore be movedat two diﬀerent speeds, according to the position of the splitter unit. Becausethe main gearbox has four speeds, this splitter unit can create a total of eightspeeds, one of them being in direct drive.At the output shaft of this assembly, there is a range changer unit madeas a two speed double stage gearbox with direct drive; this unit multiplies by two the total number of obtainable speeds. The range changer is qualiﬁed by the signiﬁcant diﬀerence between the two obtainable speeds.The range changer can be made with a countershaft gearbox or an epicy- cloidal gearbox with direct drive; the advantage in the latter case is the possi- bility of an easier automatic actuation, by braking some of the elements of the epicycloidal Manual gearboxes for industrial vehicles 441FIGURE . Transmission ratios obtained with the scheme of transmission shown in Fig. ; speed identiﬁcation shows the main gearbox speed with the number, the splitter position with the ﬁrst letter, the range changer position with the second; L stands for low, H stands for high.It is also possible to place the range changer before the main gearbox andthe splitter unit after the main gearbox.A diﬀerent way of deﬁning the functions of r ange change units is to say thatthe splitter is a gearbox that compresses the gear sequence, because it reduces the gap between speeds, while the range changer is a gearbox that expands the gear sequence, because it increases the total range of the transmission.Figure explains the concept of compression; the bars represent the ratios obtained in all shifting lever positions. Ratios obtained with the splitter unit in the L position (the ﬁrst letter in the speed identiﬁcation, L stands for lower ratio) are interspersed with the ratios obtained with the splitter unit in the H position (H stands for higher ratio, in this case 1:1) and reduce the amplitude of the gear steps of the main gearbox.The same ﬁgure also explains the concept of expansion, showing on thesame graph the ratio obtained with the range changer in the H position (second identiﬁcation letter) and the L position; the gear step between the ﬁrst in low gear and the ﬁrst in high gear is as big as the range of the main gearbox, andthe total transmission range is widened.The range changer is therefore seldom used, when driving conditions change suddenly, as, for example, when leaving a normal road for a country road that must be driven more slowly, or when encountering a strong slope with a fully loaded vehicle. The splitter allows the dynamic performance of the vehicle to be improved, making the optimum transmission ratio available to obtain the desired power. The splitter is therefore used frequently. In a fully loaded vehicle, for example, all split ratios can be used in sequence during full throttle acceleration from a 9. MANUAL GEARBOXESThe range changer and splitter are usually made as modular units that canbe mounted at both ends of the main gearbox, or changed with simple covers,in order to satisfy all application needs with limited total production costs. Generalizing these concepts could suggest building transmissions using ad- ditional range changing units arranged in series. These could be conceived as being made only of splitter units with direct drive.In such a case, with n pairs of tooth wheels it is possible to obtain a totalof z transmission ratios, given by the formula:z =2n−1.The formula expresses the number of possible states that can be obtainedfrom n − 1 pairs of gears; one unit is subtracted because one pair must be a constant gear to move the countershaft.With four pairs of gears, for example, four speeds can be obtained in adouble stage gearbox; while using a cascade of splitters eight diﬀerent speeds could be obtained. The goal of good shift manoeuvrability and the implications for mechanical losses must not be forgotten, while deﬁning the best architecture. Figure shows the scheme of the 16 speed transmission with splitter and。

齿轮术语中英文对照表

QC T 465-1999汽车机械式变速器分类的术语及定义

中华人民共和国国家标准UDC 629.113—585.001.4汽车机械式变速器分类的术语及定义QC/T 465—1999代替GB 5925—86 Automotive mechanical transmission terminologyand definition本标准对汽车中具有一定设计与技术特征的机械式变速器分类的术语予以定义。

机械式变速器（Mechanical transmission）——用齿轮及其他机械元件来获得多种传动比，使汽车具有前进与倒退功能的传动装置。

机械式变速器的结构特点有多种多样，分别定义如下：1 按轴的运动形式定义1．1 固定轴式变速器（Fixedshaft transmission）所有轴的旋转中心固定不变的变速器。

1．1．1 中间轴变速器（Countershaft transmission）只有一根中间轴的固定轴式变速器。

1．1．2 双中间轴变速器（Twin countershaft transmission）有两根中间轴的固定轴式变速器。

1．1．3 多中间轴变速器（Multi—countershaft transmission）有三根或三根以上中间轴的固定轴式变速器。

1．1．4 两轴式变速器（Twin—shaft transmission）无中间轴的固定轴式变速器。

1．2 行星齿轮式变速器（Planetary transmission）用行星齿轮传动的变速器。

2 按换档的形式定义2．1 滑动齿轮变速器（Sliding gear transmission）多数档位靠齿轮轴向滑动与另一齿轮相啮合来获得不同传动比的变速器。

2．2 常啮式变速器（Constant mesh transmission）多数档位的齿轮常啮合，靠齿套或同步器轴向移动与相应齿轮的接合齿接合来获得不同传动比的变速器。

2．3 全直齿常啮式变速器（Fully constant mesh all spur gear transmission）前进档位的全部齿轮副都是直齿轮的常啮式变速器。