变速器设计,中英文带翻译
变速器介绍外文文献翻译、中英文翻译、外文翻译
附录附录A 英文文献Transmission descriptionTransmission gearbox's function the engine's output rotational speed is high, the maximum work rate and the maximum torque appears in certain rotational speed area. In order to display engine's optimum performance, must have a set of variable speed gear, is coordinated the engine the rotational speed and wheel's actual moving velocity. The transmission gearbox may in the automobile travel process, has the different gear ratio between the engine and the wheel, through shifts gears may cause the engine work under its best power performance condition. Transmission gearbox's trend of development is more and more complex, the automaticity is also getting higher and higher, the automatic transmission will be future mainstream.Automotive Transmission's mission is to transfer power, and in the process of dynamic change in the transmission gear ratio in order to adjust or change the characteristics of the engine, at the same time through the transmission to adapt to different driving requirements. This shows that the transmission lines in the automotive transmission plays a crucial role. With the rapid development of science and technology, people's car is getting higher and higher performance requirements, vehicle performance, life, energy consumption, such as vibration and noise transmission depends largely on the performance, it is necessary to attach importance to the study of transmission.Transmission gearbox's pattern the automobile automatic transmission common to have three patterns: Respectively is hydraulic automatic transmission gearbox (AT), machinery stepless automatic transmission (CVT), electrically controlled machinery automatic transmission (AMT). At present what applies is most widespread is, AT becomes automatic transmission's pronoun nearly.AT is by the fluid strength torque converter, the planet gear and the hydraulic control system is composed, combines the way through the fluid strength transmission and the gear to realize the speed change bending moment. And the fluid strength torque converter is the most important part, it by components and so on pump pulley, turbine wheel and guide pulley is composed, has at the same time the transmission torque and the meeting and parting function.And AT compare, CVT has omitted complex and the unwieldy gear combination variable transmission, but is two groups of band pulleys carries on the variable transmission. Through changes the driving gear and the driven wheel transmission belt's contact radius carries on the speed change. Because has cancelled the gear drive, therefore its velocity ratio may change at will, the speed change is smoother, has not shifted gears kicks the feeling.AMT and the hydraulic automatic transmission gearbox (AT) is the having steps automatic transmission equally. It in the ordinary manual transmission gearbox's foundation, through installs the electrically operated installment which the microcomputer controls, the substitution originally coupling's separation which, the joint and the transmission gearbox completes by the manual control elects to keep off, to shift gears the movement, realizes fluid drive.Manual transmission gear mainly uses the principle of deceleration. Transmission within the group have different transmission ratio gear pair, and the car at the time of shift work, that is, through the manipulation of institutions so that the different transmission gear pair work. Manual transmission, also known as manual gear transmission, with axial sliding in the gears, the meshing gears through different speed to achieve the purpose of torque variation. Manual shift transmission can operate in full compliance with the will of the driver, and the simple structure, the failure rate is relatively low, value for money.Automatic transmission is based on speed and load (throttle pedal travel) fortwo-parameter control gear in accordance with the above two parameters to automatically take-off and landing. Automatic transmission and manual transmission in common, that is, there are two-stage transmission, automatic transmission can only speed the pace to automatically shift, manual transmission can be eliminated, "setback" of the shift feel.Automatic transmission is a torque converter, planetary gears and hydraulic manipulation of bodies, through the hydraulic transmission and gear combination to achieve the purpose of variable-speed torque variation.Also known as CVT-type continuously variable CVT. This transmission and automatic transmission gear generally the biggest difference is that it eliminates the need of complex and cumbersome combination of variable-speed gear transmission, and only two groups to carry out variable-speed drive pulley.CVT transmission than the traditional structure of simple, smaller and it is not the number of manual gear transmission, no automatic transmission planetary gear complex group, mainly rely on the driving wheel, the driven wheel and the transmission ratio brought about by the realization of non-class change.Widely used in automotive internal combustion engine as a power source, the torque and speed range is very small, and complex conditions require the use of motor vehicles and the speed of the driving force in the considerable changes in the scope. To resolve this contradiction, in the transmission system to set up the transmission to change transmission ratio, the expansion of the driving wheel torque and speed range in order to adapt to constantly changing traffic conditions, such as start, acceleration, climbing and so on, while the engine in the most favorable conditions to work under the scope; in the same direction of rotation of the engine under the premise of the automobile can be driven back; the use of neutral, interruption of power transmission, in order to be able to start the engine, idle speed, and ease of transmission or power shift . Transmission is designed to meet the above requirements, so that the conditions in a particular vehicle stability.In addition to transmission can be used to meet certain requirements, but also to ensure that it and the car can have a good match, and can improve the car's power andeconomy to ensure that the engine in a favorable condition to increase the scope of the work of the use of motor vehicles life, reduce energy consumption, reduce noise, such as the use of motor vehicles.Today the world's major car companies CVT are very active in the study. The near future, with electronic control technology to further improve, electronically controlled Continuously Variable Transmission-type is expected to be a wide range of development and application.附录B 文献翻译变速器介绍发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
变速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。
自动变速器英文文献翻译
毕业设计外文翻译THE RESEARCHS OFAMT SHIFTING SCHEDULESThe modern automatic transmission is by far,the most complicated mechanical component in today`s automobile. It is a type of transmission that sifts itself.A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.There are two basic types of automatic transmission based on whether the vehicle is rear wheel drive or front wheel drive. On a rear wheel drive car,the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position. A drive shaft connects the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels. Power flow on this system is simple and straight forward going from the engine,through the torque converter,then trough the transmission and drive shaft until it reaches the final drive where it is split and sent to the two rear transmission.On a front wheel drive car,the transmission is usually combined with the final drive to form what is called a transaxle. The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the rear of the car. Front axles are connected directly to the transaxle and provide power to front wheels. In this example,power floes from the engine,through the torque converter to a larger chain that sends the power through a 180 degree turn to the transmission that is along side the engine. From there,the power is routed through the transmission to the final drive where it is split and sent to the two front wheels throughthe drive axles.There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A much less popular rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything,the engine,transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche;The modern automatic transmission consists of many components and systems that designed to work together in a symphony of planetary gear sets,the hydraulic system, seals and gaskets,the torque converter,the governor and the modulator or throttle cable and computer controls that has evolved over the years into what many mechanical inclined individuals consider to be an art from. Here try to used simple,generic explanation where possible to describe these systems.1Planetary gear setsAutomatic transmission contain many gears in various combinations. In a manual transmission,gears slide along shafts as you move the shift lever from one position to another,engaging various sizes gears as required in order to provide the correct gear ratio. In an automatic transmission,how ever,the gears are never physically moved and are always engaged to the same gears. This is accomplished through the use of planetary gear sets.The basic planetary gear set consists of a sun gear,a ring and two or more planet gears,all remaining in constant mesh. The planet gears are connected to each other through a common carrier which allows the gears to spin on shafts called “pinions” which are attached to the carrier.One example of a way that this system can be used is by connecting the ring gear to the input shaft coming from the engine,connecting the planet carrier to the output shaft,and locking the sun gear so that it can`t move. In this scenario,when we turn the ring gear,the planets will “walk” along the sun gearwhich is held stationary causing the planet carrier to turn the output shaftin the same direction as the input shaft but at a slower speed causing gearreduction similar to a car in first gear .If we unlock the sun gear and lock any two elements together,this will causeall three elements to turn at the same speed so that to output shaft will turnat the same rate of speed as the input shaft. This is like a car that is thirdor high gear. Another way we can use a planetary gear set is by locking the planetcarrier from moving,then applying power to the ring gear which will cause thesun gear to turn in opposite direction giving us reverse gear.The illustration in Figure shows how the simple system described above wouldlook in an actual transmission. The input shaft is connected to the ring gear,theoutput shaft is connected to the planet carrier which is also connected to a“Multi-disk” clutch pack. The sun gear is connected to drum which is also connected to the other half of the clutch pack. Surrounding the outside of thedrum is a band that can be tightened around the drum when required to preventthe drum with the attached sun gear from turning.The clutch pack is used,in this instance,to lock the planet carrier with thesun gear forcing both to turn at the same speed. If both the clutch pack andthe band were released,the system would be in neutral. Turning the input shaftwould turn the planet gears against the sun gear,but since noting is holdingthe sun gear,it will just spin free and have no effect on the output shaft. Toplace the unit in first gear,the band is applied to hold the sun gear from moving.To shift from first to high gear,the band is released and the clutch is appliedcausing the output shaft to turn at the same speed as the input shaft.Many more combinations are possible using two or more planetary sets connected in various way to provide the different forward speeds and reversethat are found in modern automatic transmission.2Clutch packA clutch pack consists of alternating disks that fit inside a clutch drum.Half of the disks are steel and have splines that fit into groves on the insideof the drum. The other half have a friction material bonded to their surfaceand have splines on the inside edge that fit groves on the outer surface of the adjoining hub. There is a piston inside the drum that is activated by oil pressure at the appropriate time to squeeze the clutch pack together so that the two components become locked and turn as one.3One-way ClutchA one-way clutch also known as a “sprag” clutch is a device that will allow a component such as ring gear to turn freely in one direction but not in the other. This effect is just like that bicycle,where the pedals will turn the wheel when pedaling forward,but will spin free when pedaling backward.A common place where a one-way clutch is used is in first gear when the shifter is in the drive position. When you begin to accelerate from a stop,the transmission starts out in first gear. But have you ever noticed what happens if you release the gas while it is still in first gearThe vehicle continues to coast as if you were in neutral. Now,shift into Low gear instead of Drive. When you let go of the gas in this case,you will feel the engine slow you down just like a standard shift car. The reason for this is that in Drive,one-way clutch is used whereas in Low,a clutch pack or a band is used.4Torque ConverterOn automatic transmission,the torque converter takes the place of the clutch found on standard shift vehicles. It is there to allow the engine to continue running when the vehicle comes to a stop. The principle behind a torque converter is like taking a fan that is plugged into the wall and blowing air into another fan which is unplugged. If you grab the blade on the unplugged fan,you are able to hold it from turning but as soon as you let go,it will begin to speed up until it comes close to speed of the powered fan. The difference with a torque converter is that instead of using air it used oil or transmission fluid,to be more precise.A torque converter is a lager doughnut shaped device that is mounted between the engine and the transmission. It consists of three internal elements that work together to transmit power to the transmission. The three elements of the torque converter are the pump,the Turbine,and the Stator. The pump is mounteddirectly to the torque housing which in turn is bolted directly to the engine’s crankshaft and turns at engine speed. The turbine is inside the housing and is connected directly to the input shaft of the transmission providing power to move the vehicle. The stator is mounted to a one-way clutch so that it can spin freely in one direction but not in the other. Each of the three elements has fins mounted in them to precisely direct the flow of oil through the converter.With the engine running,transmission fluid is pulled into the pump section and is pushed outward by centrifugal force until it reaches the turbine section which stars it running. The fluid continues in a circular motion back towards the center of the turbine where it enters the stator. If the turbine is moving considerably slower than the pump,the fluid will make contact with the front of the stator fins which push the stator into the one way clutch and prevent it from turning. With the stator stopped,the fluid is directed by the stator fins to re-enter the pump at a “help” angle providing a torque increase. As the speed of the turbine catches up with the pump,the fluid starts hitting the stator blades on the back-side causing the stator to turn in the same direction as the pump and turbine. As the speed increase,all three elements begin to turn at approximately the same speed. Sine the ‘80s,in order to improve fuel economy,torque converters have been equipped with a lockup clutch which locks the turbine to the pump as the vehicle reaches approximately 40-50 mph. This lockup is controlled by computer and usually won’t engage unless the transmission is in 3rd or 4th gear.5Hydraulic SystemThe hydraulic system is a complex maze of passage and tubes that sends that sends transmission fluid and under pressure to all parts of the transmission and torque converter and. Transmission fluid serves a number of purpose including : shift control ,general lubrication and transmission cooling;Unlike the engine ,which uses oil primary for lubrication ,every aspect of a transmission ‘s function is dependant on a constant supply of fluid is send pressure. In order to keep the transmission at normal operating temperature,aportion of the fluid is send to through one of two steel tubes to a special chamber that is submerged in anti-freeze in the radiator. Fluid passing through this chamber is cooled and then returned to the transmission through the other steel tube. A typical transmission has an avenge of ten quarts of fluid between the transmission,torque converter,and cooler tank,In fact,most of the components of a transmission are constantly submerged in fluid including the clutch packs and bands. The friction surfaces on these parts are designed to operate properly only when they are submerged in oil.6Oil PumpThe transmission oil pump not to confused with the pump element inside the torque converter is responsible for producing all the oil pressure that is required in the transmission. The oil pump is mounted to front of the transmission case and is directly connected to a flange on the engine crankshaft,the pump will produce pressure whenever the engine is running as there is a sufficient amount of transmission fluid available. The oil enters the pump through a filter that is located at bottom of the transmission oil pan and travels up a pickup tube directly to the oil pump. The oil is then sent,under pressure to the pressure regulator,the valve body and the rest of the components,as required.7Valve BodyThe valve body is the control center of the automatic transmission. It contains a maze of channels and passages that direct hydraulic fluid to the numerous valves which when activate the appropriate clutch pack of band servo to smoothly shift to the appropriate gear for each driving situation. Each of the many valves in the valve body has a specific purpose and is named for that function. For example the 2-3 shift valve activates the 2nd gear up-shift or the 3-2 shift timing valve which determines when a downshift should occur.The most important valve and the one that you have direct control over is the manual valve. The manual valve is directly connected to the gear shift handle and covers and uncovers various passages depending on what position the gear shift is paced in. When you place the gear shift in Drive,for instance,the manual valve directs fluid to the clutch pack s that activates 1st gear. Italso sets up to monitor vehicle speed and throttle position so that it can determine the optimal time and the force for the 1-2 shift. On computer controlled transmission,you will also have electrical solenoids that are mounted in the valve body to direct fluid to the appropriate clutch packs or bands under computer control to more precisely control shift points.8Seals and GasketsAn automatic transmission has many seals and gaskets to control the flow of hydraulic fluid and to keep it from leaking out. There are two main external seals : the front seal and the rear seal. The front seal seals the point where the torque converter mounts to the transmission case. This seal allows fluid to freely move from the converter to the transmission but keeps the fluid from leaking out. The rear seal keeps fluid from leaking past the output shaft.A seal is usually made of rubber similar to the rubber in a windshield wiper blade and is used to keep oil from leaking past a moving part such as a spinning shaft. In some cases,the rubber is assisted by a spring that holds he rubber in close contact with the spinning shaft.A gasket is a type of seal used to seal two stationary parts that are fasted together. Some common gasket materials are : paper,cork,rubber,silicone and soft metal.Aside from the main seals,there are also a number of other seals and gasket that vary from transmission to transmission. A common example is the rubber O-ring that seals the shaft for the shift control lever. This is the shaft that you move when you manipulate the gear shifter. Another example that is common to most transmission is the oil pan gasket. In fact,seals are required anywhere that a device needs to pass through the transmission case with each one being a potential source for leaks.9Computer ControlsThe computer uses sensors on the engine and transmission to detect such things as throttle position,vehicle speed,engine speed,engine load,stop light switch position,etc. to control exact shift points as well as how soft or firm the shift should be. Some computerized transmission even learn your driving style andconstantly adapt to it so that every shift is timed precisely when you would need it.Because of computer controls,sports models are coming out with the ability to take manual control of the transmission as through it were a stick shift lever through a special gate,then tapping it in one direction or the other in order to up-shift at will. The computer monitors this activity to make sure that the driver dose not select a gear that could over speed the engine and damage it.Another advantage to these “ smart” transmission is that they have a self diagnostic mode which can detect a problem early on and warn you with an indicator light on the dash. A technician can then plug test equipment in and retrieve a list of trouble codes that will help pinpoint where the problem is.Vehicular Automatic Transmission can be divided into three types: Automatic TransmissionAT, Automated Mechanical Transmission AMT and Continuously Variable TransmissionCVT. LMT has become a kind of transmission that is full of potentiality, due to its high transfer efficiency, low cost and easiness to manufacture.The research on AMT shifting performance is key technology in the developing. Shifting performance directly influence the market competition and industrialization of AMT.AMT has good market expectation, but during the shifting procedure, the power must be cut off which causes the poor shifting performance than AT and CVT. Only through improving the shitting performance can the commercial competence be established. So the virtual important thing is to find the way to improve shifting performance.The development of AMT can be divided into three phases: semi-automatic, automatic, and intelligent. The two major part of AMT are: the hardware including the mastered object, executor , sensors and TCU; and the software performing the control strategy.The performance of AT shift influences greatly the performance of the vehicle. So the research on at shift quality is an important problem in the domain of AT researching. 5hi代q notify control of AT is accomplished by electronic andhydraulic system. To shift smoothly, according the real time throttle calve opening and vehicle speed signal, the controller sends electronic signals to control oil pressure changing curve of the applying elements. this paper analyzes and research detailed shift quality control system, the analyzing model of shifting process and pressure changing curve of the applying elements.Firstly this paper summaries the existing evaluated quota of shift quality, and fully analyzes and introduces the existing control manner of AT shift quality.To meet the needs of research of vehicle starting and the real time control of shift, this paper puts forward a simplified model of engine-torque and a dynamics model of AT shifting process. Through the applying of the established model, this paper fully analyses the process al' the AT shitting.This paper drafts the proper oil pressure changing curve of the applying elements which can improve the AT shift quality, and gives the material calculated methods of the AG4 AT. This paper simulates the AG4 AT's shifting process of 2H to results of the simulation validate the established simplified models and the expected oil pressure changing curve.This paper fully analyses the mechanism of the pressure regulating and flow controlling system of the AG4 AT, and preparatory discusses the design of the block-diagram of the shift quality control. This paper test the control system and hydraulic system of the AG4 AT by the AT hydraulic-electronic testing-bed. The result of the test validates the correction of these analyses.Automated Mechanical Transmission, as so called AMT, is a new-style transmission technology applies the automatic. technology to the manual mechanical transmission and makes the selection-gear, shift, clutch and throttle implement automatically. AMT technology is suitable for the situation of our country, and has an expansive market arid development foreground. Shift schedules decide the time to shill and are the soul of the AMT. When the AMT is working, by comparing the states of the vehicle with the optimal shift schedules, the AMT decides the optimal shift time and achieves the shill automatically. This will lessen the tiredness of the drier and improve thesafety. all the same time, the power and fuel-economy of the vehicle can also be improved. The author chooses the shift schedule as the key technology problem to be researched and the main study aim of this thesis is to get the optimal shill schedules for the AMT and so improve the power and fuel-economy of the vehicle. Through analyzing the influence factors of power and fuel-economy far the automobile, the author get the establishment methods for the optimal-power shift schedule and optimal fuel-economy shill schedule. In order to solve the influence of mass on the shift schedule, the author presents a variable-structure-controlled shift system. This enriches the theory of shift schedules. Because the computer simulation can save a lot of manpower and material resources comparing with the true-car test, so in this thesis, the author uses the simulation toolbox MATLABI/Simulate to setup the simulation model for shift schedules. Using this model, the optimal-power shift schedule and optimal fuel-economy shift schedule above are simulated and proved to be reasonable.Shifting performance is defined as the extent of swiftness and softness during the procedure of non-power shifting and to extend the left of the power train. The index is comfort of passenger, time duration and shock, nine Factors maybe influence the shifting performance, and two experimental methods can be used to investigate the nature of this performance: one is collecting real-time data during road experiment and analyzing them, the other is the simulation of the operation conditions of the vehicle.The core of the AMT system is the control strategy, the principle of the clutch engagement, shifting procedure, the choice of` control method and the CAN communication between TCU and ECU can influence the shifting performance.Shilling schedule is the schedule of auto shifting time between two shifts with controlling parameters. It includes economical and dynamical shilling schedule. At present, shilling schedule of two controlling parameters Vehicle speed and opening on throttle is mainly used. If shifting schedule is not good, shifting will not happen at right time and the working condition of engine will be severe. It will make the sound of engine abnormally and stability badly throughthe whole shifting procession. Sometimes even flame out Schedule of clutch engagement is determined by releasing journey of clutch, opening of throttle, shifting, Vehicle speed and loading. The main.Controlling goals are engaging quantity and engaging speed. The engaging control of clutch is mainly referred to the control of engaging speed. It is divided into three stages: fast, slow, Fast. Shifting quality is directly influenced by the second stage. If engaging harder, it will make shitting concussion, even flame out: if` engaging more slowly, it will make the Friction time longer and reduce its longevity. The main controlling parameters are difference between initiative and passive and torques on both sides. When torques being approximately equal, it is proved by experiments that it can guarantee shifting time and not make concussion through the procession of engagement at the time of difference of rotating speed below some Value. Meanwhile, the abrasion of clutch is not severe.Shifting procedure is the procedure through working harmoniously among engine, clutch and transmission. Their cooperation will affect shifting time heavily. In order to decrease the shining tune, the time that is spent on the Friction of the clutch should be decreased First. If we intend to increase the time of non-load stage, which helps to minimize the difference of the rotary speed between the driving disc and the driven disc. If we intend to shorten the time of the non-toad stage, engage the clutch immediately after the gear change. The clutch can engage in a satisfying period ii` the new method of controlling the engaging speed of the clutch is realizable. And the time that is spent on synchronizing the gears should also he shortened. It can be realized in the following two ways. The first is to decrease the difference of the driving gear and the driven gear. The second is to increase the shifting force. If realizing the union control between and TCU by CAN bus, AMT has the best control and the best shitting performance by use of communication strategy between TCU and ECU.Influence on shifting performance by hardware.The elements in hardware system are the basis of proper functions of AMT. Executors, sensors, electronic components, hydraulic systems have influenceson shifting performance, the choice of hardware parameters is of` vital important to improvement of shilling performance.With the development of the theory and technology of vehicle, the technical increasingly mature of microprocessor and the extensive application of electronic technique on the car, people have no limit at satisfying the automotive means of transportation only, facing gradually from the request of the ear power, economy and easily manipulating, flexibility, safety, an d the intelligent type of car becomes the focus in the vision of people increasingly. Company's publicity slogan of" person, car, life"," make people the center" etc. On the side exhibit the expectation of people to the automotive individuation, humanity.In the development direction of the car intelligence, the intelligence of the automatic gearbox has important effect. But the intelligence of the automatic. gearbox embodies at the establishment of the shill regulation. For the fashion, for satisfying people to the new automotive request, far competitive advantage of the car type, at present each big factory in world worked very much in shill regulation of new car type. Among those, the mast arresting is AL4 automatic gearbox developed by PELIGEGTICITROEN and RENAULT in that there unexpectedly are the 1 D kinds of so many shift regulations. In the big system of person-car-road, the goad and had of the car control, reflect primarily in the coordination of the vehicle and environment road, the coordination of the vehicle and person. And so, the electronic automatic control system can same various regulations to provide the driver to choose to use, not only having the economic regulation ,motive ca11 to sport the type again regulation, but also still having the general usual regulation ,environment temperature and regulation with the outsider condition variety Namely, the point of` shilling can be Li-eely enacted for every kind of regulation. In the intelligence direction of` the shill regulation, everyone has made much work up to now, parts of the results has been applied on the car. But the work that developing this intelligent shill regulation still is hard, this is mainly.because of:1 .The intelligence degree of the current intelligent gearbox needs to be increased, and it expresses at that accurate degree to identify environment t,riot high and to identify the driver's driving can't give satisfaction.2. The intelligence function is still not perfect. The intelligent automatically ship system is an open system; it must he continuously perfect and plentiful on the current foundation. Only this way, it can adapt to the driving request of the different drivers, reducing the driver's labor strength, Increasing the performance of the whole vehicle.Conventional design method which used in the structure parameters' design of automobile gear box and synchronizer is a time-wasting job and hard work and it is difficult to get idea design parameters and no good to the enhancement of products qualities. The optimum design of automobile gearbox and synchronizer which take the advantage of computers seeking the best structure parameters within constrains is a perfect and high-quality design method. The main target of this article is to set up a optimum mathematical model of structure parameters of the truck's gearbox and synchronizer, the auth or use a optimum method based an K-T equation to improve the design level automobile gearbox and synchronizer. Gearbox is a important part of transmission, so the optimization of automobile gearbox is very important because the transmission is a main part of automobile. According to the design request and character sofa sort of truck, the optimum mathematical model of` track's gearbox is analyzed and set up in this article to decrease iGs weight and volume when the strength, stiffness, and lifetime of parts are permitted. hind we can receive a satisfaction result through optimizing it's parameter for instance.Synchronizer is a important part of automobile gearbox, it make drive gear and driven gear engaged after their synchronized, so it can decrease engaged shock and noise, it can decrease shift forcing and make it comfort to gear shill and increase the life of synchronizer. The synchronized process of synchronizer is analyzed in this article; we can recei4'e a satisfaction result through optimizing its influence parameter for instance when the synchronized time is the shortest. The optimum toolbox of MATLAB is a convenient of ware of modern。
自动五速手动变速箱- EASYTRONIC 3.0外文文献翻译、中英文翻译
附录1：外文翻译自动五速手动变速箱- EASYTRONIC 3.0。
The new Opel/Vauxhall公司在2014年秋季推出了自动化五速手动变速箱(MTA) Easytronic 3.0。
该变速器使用电动液压离合器和位移控制，其主要部件主来自手动变速箱(F17-5)。
这个新的变速器新增了停止/启动功能，而他的控制系统是根据安全标准ISO 26262设计的。
DIPL.-ING。
THOMAS ZEMMRICH是德国Adam Opel公司变速器自动化MT系统组长和技术专家。
持续战略2014年秋季，欧宝/沃克斯豪尔公司引进了新一代自动化手动变速器MTA(手动变速器) Easytronic 3.0。
这延续了公司自2001年开始战略，通过这种低成本的变速器有效代替小型车辆的常规自动变速器。
由于传统变速器在传动过程中有扭矩中断会使车辆在驾驶时舒适度不佳。
因此，他们设计了与传统变速箱相比操作操作更简便，燃油经济性更好的，并且带有运动驾驶风格的自动化变速器。
这篇文章介绍了欧宝新推出的MTA 的设计和性能特点。
变速器的设计这款新推出的变速器是在Opel公司五速手动变速箱(F17-5)的基础上开发的，它的扭矩容量为190Nm。
这款变速器用在中小型汽油发动机手动档车型上的排量高达1.4L，用在材油机手动挡车型上的排量为1.3L。
虽然拥有高达200Nm转矩容量的6速变速箱越来越受到欢迎，但是考虑到成本，目前五速版的变速箱任是小型汽车的首选。
这款变速器采用拨叉和同步器进行换档，所选的齿轮组传动比范围为5.53，这对于一个五速变速箱来说是一个相当大的传动比范围。
由于较大的传动比范围，使得一档工作时不需要输入较大的转矩，使驾驶舒适性能得到提高，且在五档工作时不需要发动机输入较高的转速就可以获得较高的驾驶速度，还能够降低噪音，提高燃油经济性。
后者是实现自动手动变速器而不损失任何性能，因为加速度可以通过快速自动降档来实现。
变速箱构造中英文对照表-7页精选文档
Diesel anti－theft device（DATD）
数控怠速装置
Digital idling stabilization（DIS）
数字式组合音响
Digital sound package（DSP）
电子柴油控制装置
Electronic diesel control（EDC）
电子差速锁
03
变速杆导向件
Gear stick guide
04
变速杆手柄
这个工作可让学生分组负责收集整理,登在小黑板上,每周一换。要求学生抽空抄录并且阅读成诵。其目的在于扩大学生的知识面,引导学生关注社会,热爱生活,所以内容要尽量广泛一些,可以分为人生、价值、理想、学习、成长、责任、友谊、爱心、探索、环保等多方面。如此下去,除假期外,一年便可以积累40多则材料。如果学生的脑海里有了众多的鲜活生动的材料,写起文章来还用乱翻参考书吗?Anti－locking brakesystem（ABS）
47
变矩器密封圈
Torque converter seal
50
变矩器
Torque converter
51
变矩器衬套
Torque converter bush
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, Control, Assy, Differential lock
后窗刮水器/清洗系统
Rear wiper/washer system（RWW）
合成革（人造革）
Synthetic leather(leatherette)（SL）
座椅安全带报警系统
Seat belt warning system（SWS）
自动变速器--中英文翻译
自动变速器现代自动变速箱是当今汽车迄今为止,最复杂的机械组件.自动变速器包含机械系统、液压系统、电气系统和计算机控制.它们几乎无声地完美和谐的工作在一起,直到出现问题. 这篇文章将帮助您了解这些技术奇迹背念，让你进入当它们工作出在问题如何修复的天地.这篇文章分为四个部分:∙什么是变速器损坏在最简单的条件下，变速器的用途是什么.∙在他们变得更坏前发现问题，展示如何寻找并防止小问题变成大问题.∙维修谈大家也应该知道的预防性维修.∙变速器修理描述典型地执行在变速器从较小调整完成检修的修理形式。
什么是变速器?变速器是一个连接到背面发动机,并将动力从发动机传到驱动车轮的装置. 汽车发动机工作在它最佳的一些转速(转每分钟) 范围内，而变速器的工作就是在发动机转速在一定范围内确保动力被分到各个轮子.这个通过各种齿轮组合来实现的. 在一档里, 发动机快速转动传到驱动轮，而在高挡时发动机空转，即使汽车可能行驶超出70 里/时。
除各种各样的前进齿轮之外,变速器也有一个并没有连接从驱动轮到发动机的中性位置, 并且相反,能使驱动轮相反转动允许你倒退。
最后，是停车位置。
在这个位置, 门闩机制(不似一个非螺栓锁住门) 被插入入一个槽孔在输出轴去锁住驱动轮和保持它们转动, 从而防止车辆滚动.。
有两个基本类型的汽车自动变速器基于是否后轮驱动或前轮驱动.对后轮驱动汽车，变速器通常安装到后面的发动机和位于地板的中心沿着油门踏板位置.一根传动轴连接变速器后方到位于后车轴被用来传递动力到后轮的主减速器. 动力流在这个系统是从引擎简单和直接向前传递, 通过扭矩交换器,然后通过变速器和传动轴直到到达主减速器，分散开传到两个后轮.对前轮驱动汽车，变速器通常由一根传动轴与主减速器结合起来.发动机在前轮驱动车上通常安装在汽车上的侧身和传动轴下面发动机的一侧面面向汽车后方.前轴直接与传动轴相连，提供动力给前轮.这个例子,动力从发动机，通过变矩器传递到一个大链子能够传递动力通过转180度到发动机侧面的变速器.从那里,动力路线通过变速器到主减速器，通过驱动轴分散开传到两个前轮.还有一些其他的布置包括前面驱动发动机安装由前至后代替侧方,还有其他所有四轮驱动但这里所说的两个系统是目前最常用的.较为冷门后轮驱动，发动机在后方直接安装到主减速器通过一个驱动轴连接到还安放在发动机的变矩器. 这个系统被发现在护卫舰和被使用是为了平衡前轮和后轮的重量去改进性能和处理.另一个后轮驱动系统安装一切，发动机，变速器和主减速器在后方.发现问题在它们变得更坏之前∙在汽车下寻找泄漏或污点如果有一个红色持续漏油那一定是来自你的车,你应该去车店看看它是否来自你的变速器或可能从动力转向系统(大部分动力转向系统还利用变速器液及泄漏可能大致出现在地面同一区域和变速器泄漏一样。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译A manual n。
also known as a standard n。
XXX。
It consistsof gears。
synchros。
roller bearings。
shafts。
and gear selectors。
The main clutch assembly is used to engage and disengage the engine from XXX gears are used to select the desired。
and the sector fork moves gears from one to another using the gearshift knob。
Synchros are used to slow the gear to a。
before it is XXX。
The counter shaft holds the gears in place and against the main input and output shaft。
Unlike automatic ns。
XXX。
as there isno XXX。
Note: XXX "n Shifter" was deleted as it had no XXX.)XXX have four to six forward gears and one reverse gear。
However。
some cars may have up to eight forward gears。
while semi trucks XXX by the number of forward gears。
such as a 5-speed standard n.The n of a standard n includes three shafts: the input shaft。
汽车变速器的设计外文文献翻译、中英文翻译、外文翻译
本科毕业设计（论文）英文资料翻译*****指导教师：孙飞豹（副教授）学科、专业：车辆工程沈阳理工大学应用技术学院2011年12月20日transmission used in automobilesA standard transmission or manual transmission is the traditional type of transmission used in automobiles. The manual or standard transmission consists of a series of gears, synchros, roller bearings, shafts and gear selectors. The main clutch assembly is used to engage and disengage the engine from the transmission. Heliacal cut gears are used to select the ratio desired the sector fork move gears from one to another by using the gearshift knob. Synchros are used to slow the gear to a stop before it is engaged to avoid gear grinding, the counter shaft hold the gears in place and against the main input and output shaft. A stick shift transmission has no torque converter so there is no need for a transmission cooler. A stick shift transmission needs a simple fluid change for proper service. (there is no transmission filter in a stick shift transmission).Transmission ShifterMost manual transmissions have one reverse gear and four to six forward gears. Some cars also have eight forward gears while thirteen to twenty-four gears are present in semi trucks. To differentiate among the available standard transmissions, they are addressed by the number of forward gears. For example, if the standard transmission has five gears, it will be referred to as 5-speed standard transmission or 5-speed standard.Typical Standard Transmission ConfigurationInside the transmission shafts contain all forward and reverse gears. Most transmissions contain three shafts: input shaft, output shaft and counter or lay shaft. Other than standard transmission, there are other transmissions like continuously variable transmission, automatic transmission and semi-automatic transmission. In the manual transmission, a pair of gears inside the transmission selects the gear ratios. Whereas, in an automatic transmission, combination of brake bands and clutch packs control the planetary gear which selects the gear ratio.If there is a provision to select a gear ratio manually in automatic transmissions, the system is called a semi-automatic transmission. The driver can select from any of the gears at any pointof time. In some automobiles like racing cars and motorcycles that have standard transmissions, the driver can select the preceding or the following gear ratio with no clutch operation needed. This type of standard transmission is known as sequential transmission. In this transmission the clutch is still used for initial take off.Clutch and Flywheel AssemblyThe main clutch plays the role of a coupling device which separates the transmission and the engine. If the clutch is absent and the car comes to a stop the engine will stall. In automobiles, the clutch can be operated with the help of a pedal located on the floor of the vehicle. In an automatic transmission instead of a clutch, a torque converter is used to separate the transmission and engine.Typical Stick Shift PatternsA desired gear can be selected by a lever which is usually located on the floor in between the driver and passenger seat. This selector lever is called the gear lever or gear selector or gear shift or shifter. This gear stick can be made to move in right, left, forward and backward direction. When the gear is placed on the N position or neutral position, no gear will be selected. To move the car in the backward direction, the R gear or reverse gear should be selected.Standard transmissions are more efficient and less expensive to produce than automatic transmissions. A Standard transmission is about 15% more efficient compared to an automatic transmission. Standard transmissions are generally stronger than automatic transmissions and off road vehicles take advantage of a direct gear selection so they can withstand rough conditions. Less active cooling is also required in manual transmission system because less power is wasted.●Popular Problem ChecksCar will not go into gearClutch disc is broken completelyInternal transmission damageFailed clutch master cylinderSeized clutch slave cylinderBroken clutch fork pivotBroken clutch cableCar goes into gear but it fades out or is slippingClutch is worn out and needs replacementClutch is oil soaked from a external engine oil leakCar makes grinding noise while operating or shifting gearsOne of the roller or thrust bearings has failedThe gear synchro is worn out not forcing the gear stop before it is engaged causing a grinding gear.A counter or main shaft bearing has failed causing misalignment of the gears●Troubleshooting Noise and ProblemsIf the vehicle is running and a whirring sound is heard, then it goes away when the clutch is depressed, the transmission input bearing has failed.If the transmission is quiet in neutral but when you depress the clutch a squeaking noise is observed, a clutch throw out bearing has failed.Tips:Never let little noises go unattended; a small noise can cause a large noise and transmission operation failure. Never overload a vehicle or tow beyond the capacity this can cause premature transmission failure.汽车变速器汽车传统变速器是那种标准的手动变速器。
变速器设计外文翻译(含原文与出处)
外文原文版出处： Publisher - IJEDR (ISSN - 2321-9939)Pubished in - Volume 5 | Issue 2 | April 2017Unique Identification Number - IJEDR1702134International Journal of Engineering Development and Research译文成绩：指导教师（导师组长）签名：译文：摘要--本项目以其设计和工作原理，了解齿轮传动系统原理。
汽车使用不同的齿轮。
齿轮有啮齿来传送驱动器。
根据理论计算，对齿轮箱组件进行了有限元分析，并对减速机的设计进行了简要的研究。
关键词：变速箱设计，变速箱开发1.1介绍变速器是电力传输系统中的一种机器，它提供了控制功率的应用。
通常术语传输仅仅指使用齿轮和齿轮列车提供转速和扭矩转换从一个旋转电源到另一个设备的齿轮箱。
我们知道，汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。
因此，我们希望发动机总是在最好的状态下工作。
但是，汽车在使用的时候需要有不同的速度，这样就产生了矛盾。
这个矛盾要通过变速器来解决。
汽车变速器的作用用一句话概括，就叫做变速变扭，即增速减扭或减速增扭。
为什么减速可以增扭，而增速又要减扭呢？设发动机输出的功率不变，功率可以表示为 N = wT，其中 w 是转动的角速度，T 是扭距。
当 N 固定的时候，w 与 T 是成反比的。
所以增速必减扭，减速必增扭。
汽车变速器齿轮传动就根据变速变扭的原理，分成各个档位对应不同的传动比，以适应不同的运行状况。
一般的手动变速器内设置输入轴、中间轴和输出轴，又称三轴式，另外还有倒档轴。
三轴式是变速器的主体结构，输入轴的转速也就是发动机的转速，输出轴转速则是中间轴与输出轴之间不同齿轮啮合所产生的转速。
不同的齿轮啮合就有不同的传动比，也就有了不同的转速。
机械毕业设计英文外文翻译492无级变速器
ABSTRACT High clamping force levels reduce the efficiency of the Continuously Variable Transmission (CVT). However, high clamping force levels are necessary to prevent slip between the belt and the pulleys. If a small amount of slip is allowed, the clamping force level can be reduced. To achieve this, slip in a CVT is investigated. From measurements on an experimental setup, Traction curve data and efficiency measurements are derived. A model describing slip in a CVT is verified using measurements with a belt with increased play. It is found that small amounts of slip can be controlled in a stable way on the setup. The traction curve was mostly dependent on the CVT ratio. Efficiency is found to be highest for 1 to 2% slip depending on the ratio. The model is in reasonable agreement with the measurements. 1. Introduction Applying a Continuously Variable Transmission (CVT) in an automotive driveline has several advantages. A CVT can operate at a wider range of transmission ratios, therefore the engine can be operated more efficiently than with a stepped transmission. Also, a CVT does not interrupt the torque transmission when shifting. This gives a more smooth ride than a stepped transmission does. A V-belt based Continuously Variable Transmission uses a belt or a chain to transmit torque from a driving side to a driven side by means of friction. The layout of the CVT and the V-belt are shown in figure 1. The variator consists of two pulleys which are wedge shaped. By changing the poБайду номын сангаасition of the pulleysheaves the ratio of the CVT can be adjusted. The V-belt consists of blocks which are held together by two rings that in turn exist of a set of bands. To achieve torque transmission sufficiently high clamping force levels are needed to prevent slip in the variator. Because the torque level is not exactly known at all times, since no torque sensor is used due to cost considerations, a safe clamping force level based on the maximum possible load is maintained at all times. This safety level is based upon assumed maximum shockload levels from the road, like bumps, and the engine torque. In order to maintain these safety levels higher clamping force levels are maintained then needed. Higher clamping force levels cause more losses in the CVT. These losses are caused by increases in power consumed by the hydraulic pump, by increases in the losses due to slip in the belt if a pushbelt is used, and by increases in deformation in the belt and in the pulleys. Furthermore wear is increased and fatigue life is reduced. In order to reduce these clamping force levels a method is needed to detect slip in the variator fast enough to prevent slip from reaching destructive levels. A method to detect and control slip is therefore needed. In this paper measurements are presented of the traction curve in a V-belt CVT.
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汽车变速器英语 1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汽车变速器英语 2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汽车变速器英语 3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汽车变速器英语 4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)汽车变速器英语 5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汽车变速器英语 6万向节叉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汽车变速器英语7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汽车变速器英语8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汽车变速器英语9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汽车变速器英语10。
中英文中英文文献翻译-设计与塑造转矩和速度控制变速器
Designing and Modeling a Torque and Speed Control Transmission (TSCT)1 BackgroundThe Partnership for a New Generation of Vehicles (PNGV) was formed between the Federal Government, Ford Motor Company, General Motors Corporation, and Chrysler Corporation. The goal of this partnership was to allow the major U.S. automotive manufactures to collaborate with each other and produce high fuel efficiency, low emissions vehicles for sale to the general public. The performance objective for these manufacturers was to create mid-sized passenger cars capable of attaining an 80 mpg (gasoline) composite fuel economy rating on the Environmental Protection Agency (EPA) city and highway cycles.Hybrid vehicle technology has shown great promise in attaining the goals set forth by the PNGV. Hybrid electric vehicles (HEV ) employ technology that helps bridge the gap between the future hope of an electric vehicle (EV) and today’s current vehicles. Within the past year hybrid electric vehicles have gained an important place in the vehicle market. American Honda Motor Company, Inc. is currently releasing their first generation HEV, the Insight. The Insight is a compact, two pass engey, parallel HEV which achieves more than 65 mpg (composite) on the EPA test cycles: the highest of any production vehicle ever tested. Toyota Motor Corporation has also released a hybrid vehicle for sale to the general public. The Toyota Prius is currently for sale in Japan and will come the United States in the beginning of the year 2000. The Prius is a four passenger combination hybrid employing an a gasoline engine, high power electric motor, and an electromechanical continuously variable transmission (CVT) comprised of a planetary gear train and a high power alternator/motor. It is through technology incorporated in vehicles such as the Prius that automotive transmission design and operation will make significant new advances.1.1 Current Automotive Transmission TechnologiesWith the advent of the automobile also came the creation of the automotive transmission. Early vehicles were simple with manual controls for all functions including the transmission. As advances have been made in vehicles over the past several decades, transmission technology has also advanced. The automatic transmission has nearly replaced the manual transmission in all but economy and performance cars. This trend can be attributed to ease of use, higher power engines becoming available, and congestion in urban areas. Another new transmission technology beginning to see application particularly in foreign markets is the continuously variable transmission that offers continuous operation without shifting between a high and low gear ratio.These three types of transmissions are all similar in function though their objectives are accomplished in different ways. The capabilities of these transmissions are limited to decoupling the engine speed from the speed of wheels and thereby providing one of several forward or reverse gear ratios. Each transmission is also a single input (engine) and single output (drive device). There are typically no provisions for attaching multiple power sources or for extracting power from more than one point.The exception to this is heavy-duty transmissions equipped with provisions for a power take off for driving auxiliary mechanical equipment. Single input, single output operation limits drive train flexibility fornewer systems employing multiple power sources such as those used in the next generation of hybrid vehicles.1.1.1 Manual Transmission OperationManual transmissions are the least complex and oldest design of power transmission available. In simplest form, a manual transmission is a linear combination of a clutch and a directly geared connection. More sophisticated examples rely on this design but add the ability to select other gear ratios to allow different output speeds for the same input speed. Of these types of transmissions, there are two variations: synchronized and unsynchronized. Synchronized manual transmissions are typically used for light duty applications. Coupled to each gear is a synchronizer that allows the operator to disengage the clutch and select whatever gear necessary. The selection of a different gear engages the synchronizer, which then matches engine input speed and transmission output speed before the gears are engaged.Unsynchronized manual transmissions are more robust by nature. The operator must double-clutch between shifts to match engine and transmission speed manually. However, this allows a transmission of a given size to handle greater load as space previously occupied by the synchronizers can now be dedicated to the use of wider gears. Applications of these types of manual transmissions are for over-the-road trucks and up to larger equipment with total vehicle weights over 100 tons. [1]1.1.2 Automatic Transmission OperationAutomatic transmissions are a complex assembly of many components that allow for seamless power transmission. Those currently available in production vehicles use torque converters, clutches, and planetary gear sets for the selection of different output ratios. The engine is connected to the torque converter that acts very much like a clutch under some conditions while more like a direct connection in others. The torque converter is a hydraulic coupling that will slip under light load (idle), but engage progressively under higher load. While the torque converter transmits power to the transmission there is a speed reduction across the unit during low speed operation. This reduction is typically between 2.5:1 to 3.5:1 .Once higher vehicle speeds are attained, the torque converter input and output may be locked together to achieve a direct drive though the unit. The output of the torque converter is typically connected to a hydraulic pump that provides the necessary pressure to engage different clutches within the transmission and the planetary drive. Different gear ratios are created through the use of two or more planetary gear sets. These gear sets are combined with clutches on different elements. By clutching and declutching different elements, multiple gear ratios are possible.Basic automatic transmissions are equipped with a single control input that is throttle position. The combination of this with the hydraulic pressure created within the transmission allows for mechanical open loop control of all gear selections. Newer variations of the automatic transmission are equipped with electronic feedback controls. Shift logic is dependent on many more variables such as engine speed, temperature, current driving trend, throttle position, vehicle accelerations, etc. This allows the transmission controller to monitor vehicle operation and using a rule-based control strategy decide , which gear is best suited to the current driving conditions. Newer systems are also integrated with the engine controller such that a vehicle control computer has authority over engine and transmission operation simultaneously. This allows for such features as increasing engine speed during high-speed downshifts to match engine and transmission speed for smoother shifting and retarding fueling and ignition timing during high power up shifts to reduce ‘jerk’. Previously,transmission control was much simpler because overrunning clutches were employed in higher gears that only allowed for coasting to conserve fuel. [1]1.1.3 Continuously Variable Transmission OperationContinuously variable transmissions are one of the emerging transmission technologies of the last twenty years. This type of transmission allows power transmission over a given range of operation with infinitely variable gear ratios between a high and low extreme. These transmissions are constructed using two variable diameter pulleys with a belt connecting the two. As one pulley increases in size, the other decreases. This is accomplished by locating on one shaft a stationary sheave and a movable sheave. For automotive applications, a hydraulic actuator controls movement of the sheave. However, centrifugal systems along with high power electronic solenoids may be used. A second shaft in the CVT contains the other stationary sheave and movable sheave also controlled hydraulically. A flexible metal belt is fitted around these two pulleys and the movable sheaves are located on opposite sides of the belt.There are two variations of this type of transmission: push belt and pull belt Pull belt CVT were the first type to be manufactured due to simplicity. A clutch is attached between the first pulley and the engine while the output of the second pulley was connected to a differential and thus the wheels. A hydraulic pump is used to control the diameter of the two different pulleys. As power is applied the first pulley creates a torque that is transmitted through the belt (under tension) to the second pulley. Control of the transmission ratio is usually a direct relationship dependent upon throttle position.Push belt CVT, similar in design to the Van , are much the same as pull belt CVT , except that power is transmitted through the belt while under compression. This provides a higher overall efficiency due to the belt being pushed out of the second pulley and lowering frictional losses. Current work with these transmissions is being focused on creating larger units capable of handling more torque.Efficiency of the CVT is directly related to how much tension is in the belt between the two pulleys. CVT torque handling capacity increases as tension in the belt increases. However, this increased tension lowers power transmission efficiency. The belt must slide across the faces of each pulley as it enters and exits upon each half rotation. This sliding of the belt creates frictional losses within the system. In addition, there may be significant parasitic losses associated with raising the hydraulic pressure required to move or maintain the position of the sheaves in each pulley. [2]1.1.4 Automatically Shifted Manual Transmission OperationAutomatically shifted manual transmissions are a fairly recent innovation. The benefit of the manual transmission is that (due to the direct mechanical connection through fixed gears) efficiency is very high. The drawback is that there must be some interaction with the user in the selection and changing of gears. Automatically shifted manuals were created to address this issue. These types of transmissions are traditionally synchronized manual transmissions with the addition of automation of the gear selection and control of the clutch. A logic controller is also employed to decide when and how to shift. Automatic shifting is usually accomplished through the use of electro-hydraulics. A high-pressure electric pump supplies pressure to hydraulic solenoids that are used to shift the transmission. A hydraulic ram is also used to engage and disengage the clutch. Current versions of these transmissions also employ unsynchronized gears. This allowsfor overall smaller packaging to accomplish the same task. Input speed of the engine is monitored along with lays haft speed. When a gear change is initiated, the controller opens the clutch, shifts to the desired gear while matching engine and lay shaft speed, and then closes the clutch again. This shifting operation can all be achieved in less than one third of a second. Automatically shifted manual transmissions shift gears faster than humanly possible. [3]1.1.5 Manually Shifted Automatic Transmission OperationManually shifted automatic transmissions are a variation on control of the transmission. The user is allowed to select either automatic or manual shifting modes.During automatic mode, the transmission functions identically to an automatic transmission. While in manual shift mode however, the transmission controller allows the user full authority over gear changes as long as the gear change will not over speed the engine. This mode of operation traditionally offers the user tighter, more positive shift feel. The only requirement of an automatic transmission for manual shifting is that shifts must be accomplished rapidly enough to allow the user a feeling of fluidity. The act of shifting must provide the immediate desired response. [3]1.1.6 Planetary Gear Drive Transmission OperationPlanetary gear sets are unique in that the combination of gears creates a two degree-of-freedom system. The gear sets are comprised of a ring gear, a sun gear in the center, and planetary gears that contact both the ring and the sun gears. Motion of the planetary gears is controlled by the carrier on which each of the planetary gears rotate.The carrier maintains the position of the planets in relation to each other but allows rotation of all planets freely. Inputs (or outputs) to the gear train are the ring gear, sun gear, and planetary carrier. By prescribing the motion of any two of these parameters, the third is fixed in relation to the other two. By employing one planetary gear train, a fixed ratio between input and output is created. Increasing or decreasing the number of teeth on the sun and ring gears can change this ratio. This in turn changes the number of teeth on the planetary gears, which has no other effect as these gears act as idlers.When combining more than one planetary gear train at one time, braking or allowing the movement of different elements can create a wide range of effective operation in terms of relative speeds, torque transfer, and direction of rotation. This is the type of system that is used in automatic transmissions described above. These systems are also employed in large stationary power transmission applications. [1]1.2 Current Hybrid Electric Vehicle Transmission DesignHybrid vehicles are vehicles that utilize more than one power source. Current propulsion technologies being favored are compression ignition (CI) engines, spark ignition(SI) engines, hydrogen-fueled engines, fuel cells, gas turbines, and high power electric drives. Energy storage devices include batteries, ultra-capacitors, and flywheels.Hybrid power trains can be any combinations of these technologies. The aim of these vehicles is to use cutting edge technology combined with current mass-produced components to achieve much higher fuel economy combined with lower emissions without raising consumer costs appreciably. These vehicles are targeted to bridge the gap between current technology and the future hope of a Zero Emission Vehicle (ZEV),presumably a hydrogen-fueled fuel cell vehicle. The operation of these systems must also be transparent to the user to enhance consumer acceptability and the vehicle must still maintain all required safety features with comparable dynamic performance all at an acceptable cost.By combining multiple power sources, overall vehicle efficiency can be improved by the ability to choose the most efficient power source during the given operating conditions. This is key in improving vehicle efficiency because current battery technology dictates that nearly all total energy used by the vehicle across a reasonable range of driving comes from the on-board fuel. Highly adaptive control strategies that may be employed in the next generation of HEV may monitor vehicle speed, desired torque, energy available, and recent operating history to choose which mode of operation is most beneficial. These advanced control schemes will maximize the usage of the fuel energy available by choosing the most efficient means of power delivery at any instant. The reduced usage of energy for a given amount of work may also result in lower exhaust emissions due to a reduction in fuel energy used.1.2.1 The Advantages and Disadvantages of Series Hybrid VehiclesSeries hybrid vehicles typically have an internal combustion engine (ICE) that is coupled directly to an electric alternator. The vehicle final drive is supplied entirely by an electric traction motor that is supplied energy by the battery pack or combination of engine and alternator. The benefit of this type of operation is the engine speed and torque are decoupled from the instantaneous vehicle load and the engine needs only to run when battery state of charge (SOC) has dropped below some lower level. This allows engine operation to be optimized for both fueling and ignition timing in the case of a spark ignited engine, or fueling and injection timing for a compression ignition engine. The engine is also operated in the most efficient speed and torque without encountering transient operation regardless of load. The result is excellent fuel economy and low emissions. Series HEV operation is exceptionally well suited to highly transient vehicle operation which is prevalent in highly urban areas and city driving. The disadvantage to series hybrid operation is the efficiency losses associated with converting mechanical to electrical and then electrical to mechanical energy. Further losses in system efficiency are realized when the energy is stored in the battery pack for later use. Only a fraction of the energy put into the batteries can be returned due to the internal resistance of the batteries. The mechanical energy of the engine is directly converted to electricity by an alternator that has losses both in internal resistance and eddy currents present. Further losses are incurred when this electrical energy is converted back to mechanical energy by the traction motor and controller. Dynamic performance is also limited, as the engine cannot supplement the traction motor in powering the vehicle.1.2.2 The Advantages and Disadvantages of Parallel Hybrid VehiclesParallel systems also employ two power sources, typically an engine and a traction motor with both directly coupled to the wheels typically through a multi-speed transmission. This requires that the engine see substantial transient operation. However, the motor can act as a load-leveling device allowing the engine to operate in a more efficient operating region. When the vehicle is operating in a low load state the engine can be decoupled from the drive train and shut off, or the motor can be used to charge while driving creating a greater power demand for the engine and storing energy in the battery pack. The disadvantage of parallel hybrids is that direct connection of the engine to the wheels requires transient engine operation. This operationlowers fuel economy and increases exhaust emissions especially when employing SI engines. Ignition timing and fueling cannot be optimized for a single region of operation either. However, dynamic performance of parallel hybrids is much better than that of series hybrids using the same components. Much more power is available as both the engine and motor can provide power to the wheels simultaneously. These characteristics lend parallel HEV to excel in higher load, less transient situations and when using high efficiency engines such as CI engines.1.2.3 The Advantages and Disadvantages of Combination Hybrid VehiclesThe third variation of hybrid vehicle drive trains is the combination, which is a system that can function both as a series and parallel hybrid. Complex combinations of engines, alternators, and motors can accomplish this with geared connections and multiple clutches. By clutching and declutching different elements, a combination can be designed to function as a series hybrid under low speed transient conditions and then as a parallel hybrid under higher speed and load. This allows for increased efficiency as each mode of operation is employed under the ideal operating conditions. Drawbacks to these systems are increased mechanical and drive train control complexity along with higher weight associated with more components. Controlling these types of systems is much more difficult than either a series or parallel HEV. The system must first be capable of operating as a series or parallel and then be able to choose which mode is optimum and switch between the two seamlessly during vehicle operation.1.3 Combining Two Different Types of TransmissionsAll current automotive transmissions in production are single input, single output meaning that one power source is connected to the wheels. This design is acceptable for most situations, but to achieve the highest possible efficiency in a hybrid vehicle it would be beneficial to combine different types of transmissions. Under different conditions some transmissions are more efficient than others are. By using multiple transmissions, it is possible to combine each in a way that the area of operation for each transmission is moved toward a more efficient region than normally possible. This combination of multiple transmissions can also provide the ability to connect more than one power source and have more than one output.1.4 Multiple Transmission Combinations for Hybrid Vehicle ApplicationsHybrid vehicles posses more than one power source such as an engine and one or more motors. These sources can be distinctly different from each other in operating speed, power output, and control strategy. When combining multiple power source inputs into a single transmission, operation is limited by creating a transmission that cannot be optimized for either. By utilizing a combination of transmissions with a combination of power sources, the transmission for each source can be optimized for the desired area of operation increasing overall system efficiency. The total system can be tailored to couple the most efficient means of power with the most efficient way to channel the power to the wheels.1.5 ObjectivesWest Virginia University is proposing the design of the Torque and Speed Control Transmission (TSCT), a multiple input, multiple output transmission. This design will allow for much more freedom in power train configurations. Multiple power sources may be connected to the TSCT and power can be removed from the transmission either by a motor (acting as a alternator), an alternator, or the drive wheels of the vehicle. Thistransmission design also will employ a CVT and a planetary gear train. The combination of these two transmission types allows for six distinct modes of operation. These modes are Conventional Vehicle, Electric Vehicle, Series HEV, Parallel HEV, Parallel HEV, and a Geared Neutral mode. The purpose of this study is to determine the feasibility of such a transmission. Several of the possible combinations will be analyzed and the most beneficial design will be reviewed further in depth.2 Literature ReviewAutomotive manufacturers and private companies alike have created alternative transmission designs as a means to achieve greater fuel economy and lower vehicle emissions. A brief review of those transmissions and power trains that are similar in design and operation to the TSCT follows.Results of the ETH Hybrid III-Vehicle ProjectThe ETH-Hybrid III is a parallel hybrid drive train built by the Swiss Federal Institute of Technology. The ETH-Hybrid III drive train incorporates a spark ignited internal combustion engine, an asynchronous electric motor, a flywheel, a continuously variable transmission, and a battery pack Under light load conditions, the electric motor is used to power the vehicle with the flywheel providing power for peak power demands through the CVT. As energy is lost from the flywheel, the engine is started and operated at full load for a short time to recharge the flywheel. Under moderate and high load conditions, the engine powers the vehicle with the flywheel acting as a load-leveling device. Engine operation is moved to a more efficient regime by selecting the proper ratio across the CVT operating range. A regenerative braking mode is also possible with the motor recharging the batteries or the energy being imparted into the flywheel. When these two storage devices are at full capacity, a latent heat energy storage device converts the energy to raise the operating temperature of the oil and coolant. However, it is unclear what real benefit is gained from adding heat to the lubrication and cooling systems other than to reduce cold or warm start emissions. Furthermore, the use of flywheels has not been proven as an effective or efficient means of energy storage. [4]A Charge Sustaining Parallel HEV Application of the Trans motorThe transmotor was developed by Texas A&M University. Operation of the Trans motor is characterized as an electromechanical CVT with three degrees of freedom: input, output, and an electronic connection. The transmotor is an electric motor with the input shaft connected to the stator and the output shaft connected to the rotor. This allows the trans motor to function in the place of a mechanical transmission. To accomplish speed reduction relative to the input speed, electric energy is extracted from the motor. Direct drive through the transmotor is possible by shorting the leads of the motor together and a speed increase across the transmotor is accomplished by consuming electric energy. Combination HEV operation can be achieved by employing the transmotor in conjunction with another electric motor. By combining the transmotor in series between an engine and an electric motor, operation of the engine can occur at a constant speed and torque during transient conditions. This combination of the transmotor in conjunction with another motor also requires more complex control. Also, to achieve an given speed ratio, power must always be flowing in the transmotor system.This can lead to a loss in efficiency due to the resistance and inefficiencies of the electrical components involved. [5]Functional Design of a Motor Integrated CVT for a Parallel HEV Nissan ParallelHEVNissan Motor Company has created a parallel, charge sustaining HEV. Basic components of the system are a high power four cylinder spark ignited engine, electronically engaged clutch, low power electric motor, and a continuously variable transmission. This drive train is capable of three main modes of operation: conventional vehicle, electric vehicle, and charge while driving. For conventional vehicle operation, the clutch is engaged and power from the engine is sent through the CVT to the wheels.In electric only operation, EV or ZEV, the clutch between the engine and motor is opened and power from the motor is transmitted to the wheels through the CVT. For parallel HEV operation, the clutch is closed between the engine and motor and all power is sent through the CVT. Under lighter load conditions the motor can act as a load leveling device and create higher load on the engine by charging the batteries.The advantages of this system are simplicity and CVT operation allows for the engine to operate in more efficient regimes than possible with an automatic or manual transmission. However, power from the electric motor must be sent through the CVT during pure electric operation incurring high efficiency losses unnecessarily. The motor could be placed downstream of the transmission taking advantage of the inherent high torque characteristics of the motor. [6]设计与塑造转矩和速度控制变速器（TSCT ）1、背景新一代的(PNGV)车的合作在联邦政府、福特公司，通用汽车公司和克莱斯勒公司之间被结成了。
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】。
手自一体变速器系统的建模(有出处)--中英文翻译
毕业设计(论文)外文资料翻译系别：机电信息系专业：机械设计制造及其自动化班级：姓名：学号：外文出处： Mechatronics(有英文原文，也可自行下载)附件： 1. 原文 2. 译文（有英文原文，加我Q1985639755）2013年03月20日手自一体变速器系统的建模摘要手自一体变速器（AMT）换档控制的车辆，在减油耗少、驾驶舒适性和换挡品质的改善方面提供了许多优势。
自动传动系统的复杂性，非线性和高阶动力学，结合高性能齿轮变化的严格要求，要求传动系统模型的开发，其中包括驱动器的详细描述。
这些模型可以用于不同的目的：（一）这些模型可以用于不同的目的:(一)在系统开发、评估实现的性能和其依赖系统属性;（二）作为仿真工具对变速控制算法设计。
在本文中，介绍了基于物理的电动液压驱动齿轮箱和干式离合器自动化手动变速器的电动液压驱动器的详细的非线性模型的开发。
为了分析他们的行为在齿轮变化对传动系统的影响，驱动器做成一个简化的传动轴动力学集成。
一个高频振动信号被施加到伺服阀时的降维模型的变速箱传动装置，为了分析其属性和性能而被开发。
已执行模型参数识别主要是借助于理论关系和设计数据。
对商务车进行实验测试，确认该模型能够描述的驱动器的行为和系统动态换档过程中的主要现象特征。
关键词手自一体变速器;模型;汽车;电动液压系统1.介绍作为现代汽车的关键要素以自动变速器[1]控制为代表为了提高车辆的安全性，舒适性，可靠性和驾驶性能，减少燃油消耗和废气排放，已实行了不同的方法，如自动[2]，连续变量[3]的和自动化的手动变速器[4]。
而AMT利用可靠的线驱动技术的可用性，是汽车行业一个重要的解决方案，主要集中在欧洲汽车市场，并在过去几年里蔓延。
AMT一般是由都配备电气—机械或电动液压驱动器干式离合器和一个多速变速箱构成的，是由一个电子控制单元（ECU）驱动的。
由于其较低的重量和具有与现有液压设备驱动器相结合的可能性的原因本文重点研究的电动液压驱动系统是最常见的解决方案。
变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONEngine output speed is very high, the power and the maximum torque in certain areas of the speed. In order to exert the engine, you must have the best performance, to coordinate the speed of the engine and the actual speeds. Transmission in automobile driving process between the engine and wheels, in different ratios, through the shift in the engine can work under the condition of the best performance. The development trend of the transmission is more complex, more and more is also high automation degree, automatic transmission is the mainstream of the future.Car engines in certain speed can reach the best state, the output power of the bigger, fuel economy and better. Therefore, we hope in the best condition engine always work. But, in the use of the car to have different speed, the contradictions. This contradiction through the transmission to solve.Auto transmission function in a single sentence, is called the speed change, which reduced growth slowing or thickening twist. Why can increase twist, and slowing growth and to reduce twist? Put the power output unchanged, the engine power can be expressed as N = wT, w is turning, T is the angular torque. When N fixed, w and T is inversely proportional to the. So the growth will be reduced, slow increase twist. Auto transmission gear transmission is based on the principle of variable twist, each corresponding to different into gear transmission, in order to adapt to the different operating conditions.General manual transmission shaft set the input and output shaft, and say, another three axis reverse axis. Three main transmission shaft type is the speed of the input shaft structure, the speed of the engine, is also the output shaft speed is presented. By output shaft gear generated between different speeds. The gear is different with different ratio, also have different speed. Such as Zhen Zhou Nissan ZN6481W2G type SUV driver’s dynamic transmission, it is respectively: 1 ratio of 1:3.704 gears, 2.202 2:1, 3:1; 1.414 4 gears, - 5 (1): overdrive dependent.When the car started when the driver choose 1 files, dial 1 1/2 shift fork synchronizer backward joints and 1 shift gear lock on the output shaft, and the power input shaft, and the output shaft shift gears, 1 shift gear drive output shaft, output shaft will power to transmission (red arrows). The typical one shift gear ratio is 3:1, i.e. input shaft turn 3 laps, output shaft turn 1 lap.When the car growth drivers choose 2 files, dial 1 1/2 shift fork synchronizer and 1 separateness from 2 after mating locking output shaft gear and power transmission line, which is similar to the output shaft gear with 2, 1 files output shaft gear. The typical 2 shift gear ratio is 2.2:1, input, output shaft turning 2.2 pivot, 1-1 RPMincreases, torque shift.When gas growth drivers choose 3, dial 1 1/2 shift fork to synchronizer, and back to space three/four file synchronizer will move until 3 gear lock in the output shaft, make the power from the first shaft -- -- on the output shaft transmission gears, 3 through the output shaft gear shifting speed. The typical 3 ratio was 1.7:1, the input shaft turning circle, the output shaft 1.7 turn 1 ring, is further growth.When gas growth drivers choose 4 gears, fork will 3/4 file synchronizer from 3 gear directly with the input shaft driving gear engagement, power transmission directly from the input shaft to the output shaft, and the output shaft is 1:1 ratio and the input shaft speed. Due to the force, and the direct oart shift, the gear transmission efficiency ratio. Cars run most time in order to achieve the best directly file fuel economy.Shift to go into space, transmission in the transmission gears have locked in the output shaft, they cannot drive the output shaft rotation, no power output.General car manual transmission ratio main points above 1-4, usually designers to first identify the lowest (1) and (4) transmission, the ratio between after general distribution according to form. In addition, there is a reverse and overdrive, overdrive called 5 files.When the car to accelerate whether isolated car drivers choose more than 5, 5 gear transmission is typical 0.87:1, namely with big gear drive pinion gear turns, when active 0.87 lap, passive gear has turned over one lap.When the reverse in the opposite direction to the output shaft rotation. If a gear when reverse rotation, plus a gear will become a positive spin. Using this principle, will add a reverse gear do "medium", the direction of rotation axis, so has reversed a reverse axis. Reverse transmission shaft independent in housing, and parallel axis, when oart in gear and gear and oart output shaft gear, output shaft to will instead.Usually the reverse synchronizer is controlled by the jointing, so May 5 files and reverse position is in the same side. Due to the middle, reverse gear transmission is generally greater than 1 gear transmission ratio, twist, some cars met with forward instead of steep open up in reverse.From driving gear transmission is smooth; more is better, more adjacent gear shift between the transmission ratio, shift easy and smooth. But the gear transmission fault is more complex structure, big volume and light auto transmission is now commonly 4-5. At the same time, the transmission ratio is not an integer, but with the decimal point, this is not the whole number of meshing gears, two gear ratio is the euploid number will lead to two gear surface non-uniform wear, tooth surface quality of differences.Manual transmission and synchronizerManual transmission is one of the most common transmissions, referred to as MT. Its basic structure in a single sentence is a central axis, two input shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose. The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly with clutch platen, thus the spline set by the engine relay of torque. The first shaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaft gear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmission shaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaft gear - oart gnaws gear - because the second shaft gear - corresponding gear. Pour on the axle gear can also control device, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio, the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can accept power transmission.Due to the gearbox output shaft to input shaft and the speed of their gear rotating, transform a "synchronization problem". Two rotating speed different meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet on-off" method, accelerate in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Therefore designers to create "synchronizer", through the synchronizer will make the meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc, it is characteristic of the friction effect on achieving synchronization. Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface of gear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshinggears with gear synchronous, also can rapid produces a locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapid decrease (increase) or to synchronous speed equal, both locking ring spun concurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process变速器发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
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。
变速器设计外文翻译
汽车变速器安排(中文翻译)之阳早格格创做咱们知讲，汽车收效果正在一定的转速下不妨达到最佳的状态，此时收出的功率比较大，焚油经济性也比较佳.果此，咱们期视收效果经常正在最佳的状态下处事. 然而是，汽车正在使用的时间需要有分歧的速度，那样便爆收了冲突.那个冲突要通过变速器去办理.汽车变速器的效用用一句话综合，便喊干变速变扭，即删速减扭或者减速删扭. 为什么减速不妨删扭，而删速又要减扭呢？设收效果输出的功率稳定，功率不妨表示为 N = wT，其中 w 是转化的角速度，T 是扭距.当 N 牢固的时间，w 与 T 是成反比的.所以删速必减扭，减速必删扭.汽车变速器齿轮传动便根据变速变扭的本理，分成各个档位对付应分歧的传动比，以符合分歧的运止情景.普遍的脚动变速器内树坐输进轴、中间轴战输出轴，又称三轴式，其余另有倒档轴.三轴式是变速器的主体结构，输进轴的转速也便是收效果的转速，输出轴转速则是中间轴与输出轴之间分歧齿轮啮合所爆收的转速.分歧的齿轮啮合便有分歧的传动比，也便有了分歧的转速.比圆日产 ZN6481W2G 型 SUV 车脚动变速器，它的传动比分别是：1 档 3.704:１；2 档 2.202:1；3 档 1.414:1；4 档 1:1；5 档（超速档）0.802:1.当汽车开用司机采用 1 档时，拨叉将 1/2 档共步器背后交合 1 档齿轮并将它锁定输出轴上，能源经输进轴、中间轴战输出轴上的 1 档齿轮，1 档齿轮戴动输出轴，输出轴将能源传播到传动轴上.典型 1 档变速齿轮传动比是 3:1,也便是道输进轴转 3 圈，输出轴转 1 圈.当汽车删速司机采用 2 档时，拨叉将 1/2 档共步器与 1 档分散后交合 2 档齿轮并锁定输出轴上，能源传播门路相似，所分歧的是输出轴上的 1 档齿轮换成 2 档齿轮戴动输出轴.典型 2 档变速齿轮传动比是2.2:1，输进轴转 2.2 圈，输出轴转 1 圈，比 1 档转速减少，扭矩落矮.当汽车加油删速司机采用 3 档时，拨叉使 1/2 档共步器回到空档位子，又使 3/4 档共步器移动曲至将 3 档齿轮锁定正在输出轴上，使能源不妨从轴进轴—中间轴—输出轴上的 3 档变速齿轮，通过 3 档变速齿轮戴动输出轴.典型 3 档传动比是 1.7:1，输进轴转 1.7 圈，输出轴转 1 圈，是进一步的删速.当汽车加油删速司机采用 4 档时，拨叉将 3/4 档共步器摆脱 3 档齿轮曲交与输进轴主动齿轮交合，能源曲交从输进轴传播到输出轴，此时传动1:1，即输出轴与输进轴转速一般.由于能源不经中间轴，又称曲交档，该档传动比的传动效用最下.汽车普遍运止时间皆用曲交档以达到最佳的焚油经济性.换档时要先加进空档，变速器处于空档时变速齿轮不锁定正在输出轴上，它们不克不迭戴动输出轴转化，不能源输出.普遍汽车脚动变速器传动比主要分上述 1－4 档，常常安排者最先决定最矮（1 档）与最下（4 档）传动比后，中间各档传动比普遍按等比级数调配.其余，还有倒档战超速档，超速档又称为 5 档.当汽车要加速超出共背汽车时司机采用 5 档，典型 5 档传动比0.87:1，也便是用大齿轮戴动小齿轮，当主动齿轮转 0.87 圈时，主动齿轮已经转完 1 圈了.倒档时输出轴要背好异目标转化.如果一对付齿轮啮适时大家反背转化，中间加上一个齿轮便会形成共背转化.利用那个本理，倒档便要增加一个齿轮干“媒介”，将轴的转化目标调转，果此便有了一根倒档轴.倒档轴独力拆正在变速器壳内，与中间轴仄止，当轴上齿轮分别与中间轴齿轮战输出轴齿轮啮适时，输出轴转背会好异.常常倒档用的共步器也统制 5 档的交合，所以5档与倒档位子是正在共一侧的.由于有中间齿轮，普遍变速器倒档传动比大于 1 档传动比，删扭大，有些汽车逢到斜坡用前进档上不去便用倒档开上去.从驾驶仄逆性思量，变速器档位越多越佳，档位多相邻档间的传动比的比值变更小，换档简单而且仄逆.然而档位多的缺面便是变速器构制搀纯，体积大，当前沉型汽车变速器普遍是 4－5 档.共时，变速器传动比皆不是整数，而是皆戴小数面的，那是果为啮合齿轮的齿数不是整倍数所致，二齿轮齿数是整倍数便会导致二齿轮啮合里磨益不匀称，使得轮齿表面品量爆收较大的好别.脚动变速器与共步器脚动变速器是最罕睹的变速器，简称 MT.它的基础构制用一句话综合，便是二轴一中轴，即指输进轴、轴出轴战中间轴，它们形成了变速器的主体，天然还有一根倒档轴. 脚动变速器又称脚动齿轮式变速器，含有不妨正在轴背滑动的齿轮，通太过歧齿轮的啮合达到变速变扭脚段.典型的脚动变速器结构及本理如下.输进轴也称第一轴，它的前端花键曲交与离合器从动盘的花键套协共，进而传播由收效果过去的扭矩.第一轴上的齿轮与中间轴齿轮常啮合，只消轴进轴一转，中间轴及其上的齿轮也随之转化.中间轴也称副轴，轴上固连多个大小不等的齿轮.输出轴又称第二轴，轴上套有各前进档齿轮，可随时正在把持拆置的效用下与中间轴的对付应齿轮啮合，进而改变自己的转速及扭矩.输出轴的尾端有花键与传动轴相联，通过传动轴将扭矩传递到启动桥减速器.由此可知，变速器前进档位的启动路径是：输进轴常啮齿轮－中间轴常啮齿轮－中间轴对付应齿轮－第二轴对付应齿轮. 倒车轴上的齿轮也不妨由把持拆置拨动，正在轴上移动，与中间轴齿轮战输出轴齿轮啮合,以好异的转化目标输出.普遍汽车皆有 5 个前进档战一个倒档，每个档位有一定的传动比，普遍档位传动比大于 1，第 4 档传动比为 1，称为曲交档，而传动比小于 1 的第 5 档称为加速档.空档时输出轴的齿轮处于非啮合位子，无法交受能源传输.由于变速器输进轴与输出轴以各自的速度转化，变更档位时合存留一个"共步 "问题.二个转化速度纷歧样齿轮强止啮合必定会爆收冲打碰碰，益坏齿轮.果此，旧式变速器的换档要采与"二足离合"的办法，降档正在空档位子停顿片刻，减档要正在空档位子加油门，以缩小齿轮的转速好.然而那个支配比较搀纯，易以掌握透彻.果此安排师创制出"共步器"，通过共步器使将要啮合的齿轮达到普遍的转速而成功啮合.暂时齐共步式变速器上采与的是惯性共步器，它主要由交合套、共步锁环等组成，它的特性是依赖摩揩效用真止共步.交合套、共步锁环战待交合齿轮的齿圈上均有倒角（锁止角），共步锁环的内锥里与待交合齿轮齿圈中锥里交触爆收摩揩.锁止角与锥里正在安排时已做了适合采用，锥里摩揩使得待啮合的齿套与齿圈赶快共步，共时又会爆收一种锁止效用，预防齿轮正在共步前举止啮合.当共步锁环内锥里与待交合齿轮齿圈中锥里交触后，正在摩揩力矩的效用下齿轮转速赶快落矮（或者降下）到与共步锁环转速相等，二者共步转化，齿轮相对付于共步锁环的转速为整，果而惯性力矩也共时消得，那时正在效用力的推动下，交合套不受阻拦天与共步锁环齿圈交合，并进一步与待交合齿轮的齿圈交合而完毕换档历程.自动变速器自动变速器的选挡杆相称于脚动变速器的变速杆，普遍有以下几个挡位： P(停车)、R(倒挡)、N(空挡)、D(前进)、S(or2，即为 2 速挡)、L(or1，即为 1 速挡). 那几个挡位的透彻使用对付于驾驶自动变速器汽车的人去道更加要害，底下便让尔们所有去认识一下自动变速器各挡位的使用办法.●P(停车挡)的使用收效果运止时只消选挡杆止家驶位子上，自动变速器汽车便很简单天止走. 而停搁时，选挡杆必须扳进 P 位，进而通过变速器里里的停车制动拆置将输出轴锁住，并推紧脚制动，预防汽车移动.●R(倒挡)的使用R 位为倒挡，使用中要切记，自动变速器汽车不像脚动变速器汽车那样不妨使用半联动，故正在倒车时要特天注意加速踏板的统制.●N(空挡)的使用N 位相称于空挡，可正在起动时或者拖车时使用.正在等待旗号或者堵车时时常将选挡杆脆持正在 D 位，共时踏下制动.若时间很短，那样干是允许的，然而若停止时间万古最佳换进 N 位，并推紧脚制动.果为选挡杆止家驶位子上，自动变速器汽车普遍皆有微小的止驶趋势，万古间踏住制动等于强止遏止那种趋势，使得变速器油温降下，油液简单蜕变.更加正在空调器处事、收效果怠速较下的情况下更为不利.有些驾驶员为了节油，正在下速止驶或者下坡时将选挡杆扳到 N 位滑止，那很容易烧坏变速器，果为那时变速器输出轴转速很下，而收效果却正在怠速运止，油泵供油缺累，润滑情景逆转，易烧坏变速器.●D(前进挡)的使用仄常止驶时将选挡杆搁正在 D 位，汽车可正在 1～4 挡(或者 3 挡)之间自动换挡.D 位是最时常使用的止驶位子.需要掌握的是：由于自动变速器是根据油门大小与车速下矮去决定挡位的，所以加速踏板支配要收分歧，换挡时的车速也不相共.如果起步时赶快将加速踏板踏下，降挡早，加速本收强，到一定车速后，再将加速踏板很快紧开，汽车便能坐时降挡，那样收效果噪声小，恬静性佳.D 位的另一个特性是强制矮挡，便于下速时超车，正在 D 位止驶中赶快将加速踏板踏到底，交通强制矮挡开闭便能自动减挡，汽车很快加速，超车之后紧开加速踏板又可自动降挡.●S、L 位矮挡的使用自动变速器正在 S 位或者 L 位上处于矮挡范畴，不妨正在坡讲等情况下使用.下坡时换进 S 位或者 L 位能充分利用收动体制动，预防车轮制动器过热，引导制动效能下落.然而是从 D 位换进 S 位或者 L 位时，车速不克不迭下于相映的降挡车速，可则收动机会热烈振荡，使变速器油温慢遽降下，以至会益坏变速器.其余正在雨雾天气时，若路里附着条件好，不妨换进 S 位或者 L 位，牢固正在某一矮挡止驶，不要使用能自动换挡的位子，免得汽车挨滑.共时必须牢记，挨滑时可将选挡杆推进 N 位，切断收效果的能源，以包管止车仄安.本文：本文：Transmission designAs we all know,automobile engine to a certain speed can be achieved under the best conditions, when compared issued by the power, fuel economy is relatively good. Therefore, we hope that the engine is always in the best of conditions to work under. However, the use of motor vehicles need to have different speeds, thus creating a conflict. Transmission through this conflict to resolve.Automotive Transmission role sum up in one sentence, called variable speed twisting, twisting or slow down the growth rate by increasing torsional. Why can slow down by twisting, and the growth rate but also by twisting? For the same engine power output, power can be expressed as N = wT, where w is the angular velocity of rotation, and T is the torque. When N fixed, w and T is inversely proportional to the. Therefore, the growth rate will reduce twisting, twisting slowdown will increase. Automotive Transmission speed gear based on the principle of variable twisted into various stalls of different transmission ratio corresponding to adapt to different operational conditions.General to set up a manual gearbox input shaft, intermediate shaft and output shaft, also known as the three-axis, as well as the reverse gear shaft. Three-axis is the main transmission structure, input shaft speed is the speed of the engine, the output shaft speed is the intermediate shaft and output shaft gear meshing between different from the speed. Different gears are different transmission ratio, and will have a different speed. For example, the Nissan ZN6481W2G SUV car manual transmission, its transmission ratio are: 1 File 3.704:1; 2 stalls 2.202:1;3 stalls 1.414:1; 4 stalls 1:1; 5 stalls (speeding file) 0.802: 1.When drivers choose a launch vehicle stalls, Plectrum will be 1 / 2 file synchronization engagement with a back stall gear and output shaft lock it, the power input shaft, intermediate shaft and output shaft gear of a stall, a stall the output shaft gear driven, and the output shaft power will be transmitted to the drive shaft . 1 shifting speed gear transmission ratio is 3:1, that is to say three laps to the input shaft and output shaft to a circle.When the growth rate of car drivers choose two stalls, Plectrum will be 1 / 2-file synchronization and file a joint separation after 2 stall and lock theoutput shaft gear, power transmission line similar, the difference is that the output shaft gear of a stall 2 stall WordStrd by the output shaft gear driven. Band 2 speed gear transmission ratio is 2.2 :1, 2.2 laps to the input shaft and output shaft to a circle than a stall speed increase, lower torque.When refueling vehicle drivers growth stalls option 3, Plectrum to 1 / 2 back to the free file-synchronization position, and also allows the 3 / 4 file synchronization Mobile stall until 3 in the output shaft gear lock, power can be into the shaft axis intermediate shaft - the output shaft of the three stalls speed gear, led through three stalls speed gear output shaft. 3 stalls typical transmission ratio is 1.7:1, 1.7 laps to the input shaft and output shaft to a circle is further growth.When car drivers Option 4 refueling growth stalls, Plectrum will be 3 / 4 from the 3-file synchronization stall gear directly with the input shaft gear joint initiative, and power transmission directly from the input shaft to the output shaft, the transmission ratio at 1:1, that the input shaft and output shaft speed the same. The driving force without intermediate shaft, also known as direct file, the file transmission than the maximum transmission efficiency. Most cars run-time files are used directly to achieve the best fuel economy.Shift into the first interval when, in a free transmission when the speed gear output shaft is not locked in, they can not rotate the output shaft driven, not power output.General automotive manual transmission than the main 1-4 stalls, usually the first designers to determine the minimum (one stall) and maximum (4 files) transmission ratio, the middle stall drive by geometric progression than the general distribution. In addition, Also have a reverse and overdrive, overdrive is also known as the five stalls.When the car to accelerate to more than car drivers with the choice of five stalls, and a typical five-transmission ratio is 0.87:1, which is driven by a pinion gear, the gear when the initiative to 0.87 zone, passive gear have been transferred to a circle of the End.When the reverse gear output shaft to rotate in opposite directions. If one pair of meshing gears when we reverse rotation, with a middle gear, it will become the same to the rotation. Use of this principle, reverse will add a gear do "media interface", modulate the axis rotation direction, therefore there is a bone in the reverse gear shaft.Independent in the reverse gear shaft gearbox, parallel to the intermediate shaft, when the shaft gear respectively with intermediate shaft gear and the output shaft gear meshing, the output shaftwill turn to instead.The reverse usually used for the synchronization control also joins five stalls, reverse and 5 position in the same side. As a middle gear, general transmission shifting gear ratio is greater than 1 transmission ratio, increasing twist, some car encounter to the steep slope with the forward couldn't get on with the reverse open up.Ride from the driver of the considerations, better transmission stall, stall adjacent stall more than the transmission changes the ratio of small, and easy to shift smoothly. However, the shortcomings of the stalls is more transmission structure is complicated, bulky, light vehicle transmission is generally 4-5 stalls. At the same time, transmission ratio is not integral, but with all of the decimal point, it is because of the gear teeth meshing is not caused by the whole multiples of two gear teeth can lead to the whole multiples of two meshing gears of uneven wear, making the tooth surface quality have a greater difference.Manual transmission and synchronizerManual transmission is the most common transmission, or MT. Its basic structure sum up in one sentence, is a two-axle shaft, where input shaft, the shaft axis and intermediate shaft, which constitute the main body of the transmission and, Of course also have a reverse axis. Manual transmission known as manual gear transmission, which can be in the axial sliding gears, the gears meshing different variable speed reached twisting purpose. Typical manual transmission structure and principles are as follows.Input shaft also said that the first axis, and its front-end Spline driven directly with the clutch disc sets with the Spline, by the transfer of torque from the engine. The first axis of the intermediate shaft and gears meshing gears often, as long as the shaft axis to a turn, the intermediate shaft and gear also will be rotating. Vice also said intermediate shaft axis, the axis-even more than the size gear. Also known as the second output shaft axis, the axis of various sets of gear stall progress can be manipulated at any time in the role of the device and the corresponding intermediate shaft gear meshing, thus changing its speed and torque. With the end of the output shaft spline associated with the drive shaft through the drive shaft torque transmittedto the drive axle reducer.Thus, progress stalls drive transmission path is: input shaft gear often rodents often rodents intermediate shaft gear - corresponding intermediate shaft gear - the second axis corresponding gear. Reversing the gear shaft can be manipulated by the device pick in the axis movement, and the intermediate shaft and output shaft gear meshing gears, to the contrary to the direction of rotation output.Most cars have a five forward gears and one reverse gear, a certain degree of each stall transmission ratio, the majority of stalls transmission ratio greater than 1, 4 file transmission ratio of 1, known as direct stalls, and transmission ratio is less than 1 No. 5 stall called accelerated stall. Free at the output shaft gear in a position of non-engagement, unacceptable power transmission.The transmission input shaft and output shaft rotational speed to their own, transform a stall when there is a "synchronous". Two different rotational speed gear meshing force will impact the collision occurred, damage gear. Therefore, the old transmission shift to a "feet-off" approach, or stall on thelocation of the free stay for a while by stalls in the free position refueling doors, in order to reduce the speed differential gear. However, this operation is relatively more complicated and difficult to grasp accurate. So designers create a "synchronized," and allows synchronization through the meshing of gears to be consistent speed and smooth meshing.At present Synchronous Transmission is based on the synchronization of inertia, mainly from joint sets, synchronous lock ring, and so on, it is characterized by friction on the role of synchronization. Splice sets Genlock engagement ring gear and the ring gear when it had Chamfer (Lock angle), Genlock within the cone ring gear engagement with the question of cone ring gear contact friction. Lock and cone angle has been made in the design of an appropriate choice to be made friction cone of the teeth meshing with the ring gear quickly sets pace at the same time will have a Lock role and to prevent the gears meshing in sync before. When synchronization lock cone ring gear engagement with the question of cone ring gear after contact in the effects of friction torque gear speed quickly lower (or higher) with the same speed synchronous lock ring, the two synchronous rotation of the gear Genlock Central zero speed, thus moment of inertia also disappear, then in force under the impetus of engagement sets unhindered and synchronization lock ring gear engagement, and further engagement with the question of gear engagement and the completion Gear Shift Process.The automatic gearboxThe automatic gearbox chooses to block the pole the equal to moving the stick shift of the gearbox, having generally below several blocks:P( parking), R( pour to block), N( get empty to block), D( go forward), S( or2, namely for 2 block soon), L.( or1, namely for 1 block soon)This several an usage for blocking a right usages coming driver the automatic gearbox is automotive of person to say particularly important, underneath let us very much familiar with once automatic gearbox eachly blockings main theme.The usage of the P ( the parking blocks)The launches the luck turns as long as choose to block the pole in driving the position, automatic gearbox car run about very easily.But park, choose to block the pole must pull into of P, from but pass the internal parking system in gearbox moves the device will output the stalk lock lives, combining to tense the hand system move, preventing the car ambulation.The usage of the R( pour to block)R a control for is pouring blocking, using inside wanting slicing recording, automatic gearbox car unlike moving gearbox car so can using half moving, so while reversing the car wanting special attention accelerating pedal.The usage of the N( get empty to block)The N is equal to get empty to block, can while starting or hour of trailer usage.At wait for the signal or block up the car will often often choose to block the pole keeps in the of D, trampling at the same time the next systemmove.If time is very short, do like this is an admission of, but if stop the time long time had better change into of N, combine to tense the hand system moves.Because choose to block the pole in driving the position, the automatic gearbox car has generally and all to drive the trend faintly, long hours trample the system move same as a deterrent this kind of trend, make gearbox oil gone up, the oil liquid changes in character easily.Particularly in the air condition machine work, launch the soon higher circumstance in machine bottom more disadvantageous.Some pilots for the sake of stanza oil, at made good time or go down slope will choose to block the pole pull the of N skids, this burn the bad gearbox very easily, launching the machine to revolves soon in the however because the gearbox outputs at this time the stalk turns soon very high,, the oil pump provides the oil shortage, lubricating the condition worsen, burn the bad gearbox easily.The usage of the D( go forward to block)Will choose to block when is normal to drive the pole put in the of D, car can at 1 ～ 4 block( or 3 block) its change to block automatically.The of D drives the position most in common usely.What demand control is:Because the automatic gearbox is soon high and low with car to come to make sure to block according to the accelerator size a, so accelerate the pedal operation method is different, changing to block the hour of the car is soon too not same alike.If start hour quick accelerate the pedal tramples the bottom, rising to block the night, accelerating the ability is strong, arriving certain car soon behind, then will accelerate the pedal loosen to open very quickly, car can rise to block immediately, launch like this the machine voice is small, comfortable good.The another characteristics of the D is a compulsory low blocking, easy to high speed the hour overtakes a car, will accelerate quickly in of D drove the pedal trample after all, connect the compulsory low fend off the pass and then can reduce to block automatically, the car accelerates very quickly, after overtaking a car loosen to open the pedal of acceleration to can rise to block automatically again.The usage ofthe S, of L low the usage that blockThe automatic gearbox in in is placed in the low blocking the scope on of S or of Ls, can usage under an etc. circumstance.It change to can make use of to launch well into of S or of Ls the mechanism move, avoiding the car wheel system move the machine over hot, cause the system move the effect descent while going down slope.But change into from the of D of S or of L, car soon can't higher than rise to block the car homologously soon, otherwise strong vibration in opportunity to launch, make gearbox oil hoicked, even will damage the gearbox.The is another at rain fog weather hour, if the road adheres to the term bad, can change into a position for or of L, fixing at somely first lowly blocking driving, doing not use can automatically changing blocking, in order toprevent the car beats slippery.Must keep firmly in mind at the same time, beat the slippery hour can will choose to block the pole pushes into a motive for, cutting off launching machine, toing guarantee a car the safety.。
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原文：Transmission designAs we all know automobile engine to a certain speed can be achieved under the best conditions, when compared issued by the power, fuel economy is relatively good. Therefore, we hope that the engine is always in the best of conditions to work under. However, the use of motor vehicles need to have different speeds, thus creating a conflict. Transmission through this conflict to resolve.Automotive Transmission role sum up in one sentence, called variable speed twisting, twisting or slow down the growth rate by increasing torsional. Why can slow down by twisting, and the growth rate but also by twisting? For the same engine power output, power can be expressed as N = WT, where w is the angular velocity of rotation. When N fixed, w and T is inversely proportional to the. Therefore, the growth rate will reduce twisting, twisting slowdown will increase. Automotive Transmission speed gear based on the principle of variable twisted into various stalls of different transmission ratio corresponding to adapt to different operational conditions.General to set up a manual gearbox input shaft, intermediate shaft and output shaft, also known as the three-axis, as well as Daodang axis. Three-axis is the main transmission structure, input shaft speed is the speed of the engine, the output shaft speed is the intermediate shaft and output shaft gear meshing between different from the speed. Different gears are different transmission ratio, and will have a different speed. For example Zhengzhou richan ZN6481W2G manual transmission car-SUV, its transmission ratio are: 1 File 3.704:1; stalls 2.202:1; stalls 1.414:1; stalls 1:1 5 stalls (speeding file) 0.802: 1.When drivers choose a launch vehicle stalls, Plectrum will be 1 / 2 file synchronization engagement with a back stall gear and output shaft lock it, the power input shaft, intermediate shaft and output shaft gear of a stall, a stall the output shaft gear driven, and the output shaft power will be transmitted to the drive shaft (red arrow). A typical stall Biansuchilun transmission ratio is 3:1, that is to say three lapsto the input shaft and output shaft to a circle.When the growth rate of car drivers choose two stalls, Plectrum will be 1 / 2-file synchronization and file a joint separation after 2 stall and lock the output shaft gear, power transmission line similar, the difference is that the output shaft gear of a stall 2 stall replaced by the output shaft gear driven. 2 stall Biansuchilun typical transmission ratio is 2.2:1, 2.2 laps to the input shaft and output shaft to a circle than a stall speed increase, lower torque.When refueling vehicle drivers growth stalls option 3, Plectrum to 1 / 2 back to the free file-synchronization position, and also allows the 3 / 4 file synchronization Mobile stall until 3 in the output shaft gear lock, power can be into the shaft axis - intermediate shaft - the output shaft of the three stalls Biansuchilun, led through three stalls Biansuchilun output shaft. 3 stalls typical transmission ratio is 1.7:1, 1.7 laps to the input shaft and output shaft to a circle is further growth.When car drivers Option 4 refueling growth stalls, Plectrum will be 3 / 4 from the 3-file synchronization stall gear directly with the input shaft gear joint initiative, and power transmission directly from the input shaft to the output shaft, the transmission ratio at 1:1, that the input shaft and output shaft speed the same. The driving force without intermediate shaft, also known as direct file, the file transmission than the maximum transmission efficiency. Most cars run-time files are used directly to achieve the best fuel economy.Shift into the first interval when, in a free transmission when Biansuchilun output shaft is not locked in, they cannot rotate the output shaft driven, not power output.General automotive manual transmission than the main 1-4 stalls, usually the first designers to determine the minimum (one stall) and maximum (4 files) transmission ratio, the middle stall drive by geometric progression than the general distribution. In addition, there are stalls Daodang and speeding, speeding file is also known as the five stalls.When the car to accelerate to more than car drivers with the choice of five stalls, and a typical five-transmission ratio is 0.87:1, which is driven by a pinion gear, thegear when the initiative to 0.87 zone, passive gear have been transferred to a circle of the End.Dao Dang, the opposite direction to the output shaft rotation. If one pair of meshing gears when we reverse rotation, with a middle gear, it will become the same to the rotation. Use of this principle, we should add a gear Daodang the "media" will be rotational direction reversed, it will have a Daodang axis. Daodang installed in the transmission shaft independent crust, and the intermediate shaft parallel axis gear with the intermediate shaft and output shaft gear meshing gears, will be contrary to the output shaft.Daodang usually used for the synchronization control also joins five stalls, stalls and Daodang 5 position in the same side. As a middle gear, the general transmission Daodang transmission ratio greater than 1 file transmission ratio, by twisting, steep slope with some vehicles encountered on the progress stalls falters with a Daodang boost.Ride from the driver of the considerations, better transmission stall, stall adjacent stall more than the transmission changes the ratio of small, and easy to shift smoothly. However, the short comings of the stalls is more transmission structure is complicated, bulky, light vehicle transmission is generally 4-5 stalls. At the same time, transmission ratio is not integral, but with all of the decimal point, it is because of the gear teeth meshing is not caused by the whole multiples of two gear teeth can lead to the whole multiples of two meshing gears of uneven wear, making the tooth surface quality have a greater difference.Manual transmission and synchronizerManual transmission is the most common transmission, or MT. Its basic structure sum up in one sentence, is a two-axle shaft, where input shaft, the shaft axis and intermediate shaft, which constitute the main body of the transmission and, of course, a Daodang axis. Manual transmission known as manual gear transmission, which can be in the axial sliding gears, the gears meshing different variable speed reached twisting purpose. Typical manual transmission structure and principles are as follows.Input shaft also said that the first axis, and its front-end spline driven directlywith the clutch disc sets with the spline , by the transfer of torque from the engine. The first axis of the intermediate shaft and gears meshing gears often, as long as the shaft axis to a turn, the intermediate shaft and gear also will be rotating. Vice also said intermediate shaft axis, the axis-even more than the size gear. Also known as the second output shaft axis, the axis of various sets of gear stall progress can be manipulated at any time in the role of the device and the corresponding intermediate shaft gear meshing, thus changing its speed and torque. With the end of the output shaft spline associated with the drive shaft through the drive shaft torque transmitted to the drive axle reducer.Thus, progress stalls drive transmission path is: input shaft gear often rodents - often rodents intermediate shaft gear - corresponding intermediate shaft gear - the second axis corresponding gear. Reversing the gear shaft can be manipulated by the device pick in the axis movement, and the intermediate shaft and output shaft gear meshing gears, to the contrary to the direction of rotation output.Most cars have five stalls and a Daodang forward, a certain degree of each stall transmission ratio, the majority of stalls transmission ratio greater than 1, 4 file transmission ratio of 1, known as direct stalls, and transmission ratio is less than 1 No.5 stall called accelerated stall. Free at the output shaft gear in a position of non-engagement, unacceptable power transmission.The transmission input shaft and output shaft rotational speed to their own, transform a stall when there is a "synchronous". Two different rotational speed gear meshing force will impact the collision occurred, damage gear. Therefore, the old transmission shift to a "feet-off" approach, or stall on the location of the free stay for a while by stalls in the free position refueling doors, in order to reduce the speed differential gear. However, this operation is relatively more complicated and difficult to grasp accurate. So designers create a "synchronized," and allows synchronization through the meshing of gears to be consistent speed and smooth meshing.At present Synchronous Transmission is based on the synchronization of inertia, mainly from joint sets, synchronous lock ring, and so on, it is characterized by friction on the role of synchronization. Splice sets Genlock engagement ring gear and the ringgear when it had Chamfer (Lock angle), Genlock within the cone ring gear engagement with the question of cone ring gear contact friction. Lock and cone angle has been made in the design of an appropriate choice to be made friction cone of the teeth meshing with the ring gear quickly sets pace at the same time will have a Lock role and to prevent the gears meshing in sync before. When synchronization lock cone ring gear engagement with the question of cone ring gear after contact in the effects of friction torque gear speed quickly lower (or higher) with the same speed synchronous lock ring, the two synchronous rotation of the gear Genlock Central zero speed, thus moment of inertia also disappear, then in force under the impetus of engagement sets unhindered and synchronization lock ring gear engagement, and further engagement with the question of gear engagement and the completion Gear Shift Process.The automatic gearboxThe automatic gearbox chooses to block the pole the equal to moving the stick shift of the gearbox, having generally below several blocks:P( parking), R( pour to block), N( get empty to block), D( go forward), S( or2, namely for 2 block soon), L.( or1, namely for 1 block soon)This several an usage for blocking a right usages coming driver the automatic gearbox is automotive of person to say particularly important, underneath let us very much familiar with once automatic gearbox eachly blockings main theme.The usage of the P ( the parking blocks)The launches the luck turns as long as choose to block the pole in driving the position, automatic gearbox car run about very easily.But park, choose to block the pole must pull into of P, from but pass the internal parking system in gearbox moves the device will output the stalk lock lives, combining to tense the hand system move, preventing the car ambulation.The usage of the R( pour to block)R a control for is pouring blocking, using inside wanting slicing recording, automatic gearbox car unlike moving gearbox car so can using half moving, so while reversing the car wanting special attention accelerating pedal.The usage of the N( get empty to block)The N is equal to get empty to block, can while starting or hour of trailer usage.At wait for the signal or block up the car will often often choose to block the pole keeps in the of D, trampling at the same time the next system move.If time is very short, do like this is an admission of, but if stop the time long time had better change into of N, combine to tense the hand system moves.Because choose to block the pole in driving the position, the automatic gearbox car has generally and all to drive the trend faintly, long hours trample the system move same as a deterrent this kind of trend, make gearbox oil gone up, the oil liquid changes in character easily.Particularly in the air condition machine work, launch the soon higher circumstance in machine bottom more disadvantageous.Some pilots for the sake of stanza oil, at made good time or go down slope will choose to block the pole pull the of N skids, this burn the bad gearbox very easily, launching the machine to revolves soon in the however because the gearbox outputs at this time the stalk turns soon very high,, the oil pump provides the oil shortage, lubricating the condition worsen, burn the bad gearbox easily.The usage of the D( go forward to block)Will choose to block when is normal to drive the pole put in the of D, car can at 1 ～4 block( or 3 block) its change to block automatically.The of D drives the position most in common usely. What demand control is: Because the automatic gearbox is soon high and low with car to come to make sure to block according to the accelerator size a, so accelerate the pedal operation method is different, changing to block the hour of the car is soon too not same alike.If start hour quick accelerate the pedal tramples the bottom, rising to block the night, accelerating the ability is strong, arriving certain car soon behind, then will accelerate the pedal loosen to open very quickly, car can rise to block immediately, launch like this the machine voice is small, comfortable good.The another characteristics of the D is a compulsory low blocking, easy to high speed the hour overtakes a car, will accelerate quickly in of D drove the pedal trample after all, connect the compulsory low fend off the pass and then can reduce to block automatically, the car accelerates very quickly, after overtaking a car loosen to openthe pedal of acceleration to can rise to block automatically again.The usage of the S, of L low the usage that blockThe automatic gearbox in in is placed in the low blocking the scope on of S or of Ls, can usage under an etc. circumstance.It change to can make use of to launch well into of S or of Ls the mechanism move, avoiding the car wheel system move the machine over hot, cause the system move the effect descent while going down slope.But change into from the of D of S or of L, car soon can't higher than rise to block the car homologously soon, otherwise strong vibration in opportunity to launch, make gearbox oil hoicked, even will damage the gearbox.The is another at rain fog weather hour, if the road adheres to the term bad, can change into a position for or of L, fixing at somely first lowly blocking driving, doing not use can automatically changing blocking, in order to prevent the car beats slippery.Must keep firmly in mind at the same time, beat the slippery hour can will choose to block the pole pushes into a motive for, cutting off launching machine, toing guarantee a car the safety.汽车变速器设计----------英文文献翻译我们知道，汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。