英文翻译--机械传动性能对于发动机减速器的选择的影响
减速比单词
减速比单词单词：gear ratio（减速比）1. 定义与释义1.1词性：名词1.2释义：机械传动系统中输入轴转速与输出轴转速的比值，用于表示速度的降低比例关系。
1.3英文解释：The ratio of the rotational speed of the input shaft to that of the output shaft in a mechanical transmission system, used to represent the proportion of speed reduction.1.4相关词汇：- 同义词：reduction ratio- 派生词：geared（有齿轮的，与齿轮相关的）---2. 起源与背景2.1词源：“gear”来自古英语“gēr”，有装备、装置的意思，在机械领域逐渐发展出与齿轮相关的含义，“ratio”源于拉丁语，有比例、比率的意思，两者结合形成“gear ratio”这个术语，用于描述机械传动中的特定比率关系。
2.2趣闻：在汽车发展的早期，工程师们对齿轮比的研究和优化是提升汽车性能的关键。
不同的齿轮比设置可以让汽车适应不同的路况和驾驶需求。
例如，在爬坡时需要较大的减速比来提供更大的扭矩。
---3. 常用搭配与短语3.1短语：- optimal gear ratio：最佳减速比例句：The engineers are trying to find the optimal gear ratio for this new engine.翻译：工程师们正在努力为这个新发动机找到最佳减速比。
- high gear ratio：高减速比例句：A high gear ratio is required when towing heavy loads.翻译：拖重物时需要高减速比。
- adjustable gear ratio：可调减速比例句：This advanced transmission system has an adjustable gear ratio.翻译：这个先进的传动系统有一个可调减速比。
货车主减速器外文文献翻译、中英文翻译、外文翻译
纵向水平布置可以使总成的垂向轮廓尺寸减小，使汽车减速器的整体尺寸在水平方向上减小，从而降低汽车的质心高度，但与此同时使纵向尺寸增加使汽车变得更宽，但这种缺点在不同的汽车上使用可以变劣势为优势，当用在长轴距汽车上时可适当减小传动轴的长度，但不利于短轴距汽车的总布置，如果布置在短轴距汽车上会使传动轴过于短，导致万向传动轴的夹角加大。垂向布置的减速器可以使驱动桥的纵向尺寸减小，与此同时可减小万向传动轴的夹角，但由于这种垂向布置的主减速器壳固定在桥壳的上方，这种布置形式不仅使垂向轮廓尺寸增大，而且降低了桥壳的刚度，这种垂向布置形式不利于齿轮工作。但是这种布置形式也有他的优势，虽然这种布置降低了桥壳的刚度不利于齿轮工作，但是可便于贯通式驱动桥的布置。而斜向布置对传动轴布置和提高桥壳刚度都有利，可以说是具有了垂直布置形式和纵向布置形式的优点。
现在的重点是选择合理化的材料，方法和内容途径。总的改革是必要的，对于复杂性很大的现代化汽车，需要考虑总体的效率，紧凑性，汽车的质量要轻，考虑汽车的可靠性，汽车的耐用性，汽车的完善性以及汽车的免维护运行的能力。在另一个方面，GKN提供的车轴是扩大了供应的部件和组件，如限滑差速器，球关节，齿轮和某些类型的悬挂架。
在具有锥齿轮和圆柱齿轮的双级主减速器中，需要分配两级传动比的比值各为多少，在分配传动比时，我们根据以往的经验和设计数据显示，让圆柱齿轮副和锥齿轮副传动比的比值一般应为1.4～2.0，而且锥齿轮副传动比一般为1.7～3.3，这样分配传动比的优点是可减小锥齿轮啮合时的轴向载荷，与此同时可使作用在从动锥齿轮及圆柱齿轮上的载荷减小，同时可使主动锥齿轮的齿数适当增多，增加了主动锥齿轮的齿数使其支承轴颈的尺寸适当加大，以改善其支承刚度，提高齿轮间啮合的平稳性和工作可靠性。
机械制造专业英语4B原文及翻译(章跃主编)
CHAIN DRIVESChain drives occupy a unique position in the mechanical field.In a sense,they are similar to belt drives;a chain connects sprockets on the driving and driven shafts.The velocity ratio transmitted from one shaft to the other depends on the size of the two sprockets(at the pitch line);unlike that found with belts,the ratio is positive.In belt drive ,creep and slip play important roles and must be considered;in a chain drive,which is made up of numerous links,there is a small amount of play in the total length of the chain.This may be desirable in case of small overloads.A chain drive is similar to the open-belt type of dirve in that the driving and driven shafts rotate in the same direction.There are also similarities between chain drives and gear drives.Both types transmit a positive velocity ratio.In a regular spur-gear drive,the driving and driven shafts turn in opposite directions unless an idler is employed.In gear drives employing an annular or ring gear,however,the input and output shafts rotate in the same direction.In a spur-gear drive there is very little contact between meshing gears;therefore,tooth loads are excessive.Since the connection between a chain and its sprocket extends over several teeth,no one tooth is subjected to heavy loads.Chain drives are often noisy.The silent chain type of drive was developed to counteract this undesirable characteristic.Belt,chain,and gear drives are all dangerous.Belt and chain speeds are high,as is the pitch-line velocity of most gear drives.All should be adequately covered by suitable guards(or completely enclosed) so that no boby or clothing parts can possibly be caught in the moving components.Other comparisons can be made among chain,belt,and gear drives.Gear drives can operate at higher speeds than the others,and are usually more compact.However,chain drives do not require the mounting precision that is so essential for gearing.An advantage of chain drives in comparison to belt drives is that the former do not require tension on the slack side;this leads to better bearing life.In general,chain drives are more compact than the belt type;for a given ratio,the sprockets can be smaller than belt pulleys.For a given load,chain widths are narrower than comparable flat belts.The connecting link on chain drives makes them easy to install—the chain is merely placed over the sprockets and the proper pins are placed in position.In most belt installations,force is needed to place the belt in the proper position;such action is detrimental to mounting bearings.The angle of contact for the driving sprocket can be smaller than the driving pulley for a belt drive.For a chain drive,this angle can be as small as 120 degrees.The center distance can also be small;if a 120-degree angle of contact is provided,the center distance need be no more than just enough to provide clearance for the sprocket teeth.An essential part of any chain drive is the sprocket.A chain drive requires a sprocket on the driving shaft and another on the driven shaft.Chain drives sometimes contain additional sprockets,used for additional power take-offs or for taking up chain slack.When used to take up chain slack,they are known as idlers.Idlers should be mounted on the slack side,not on the tight side.It is desirable to have an adjustment for idler positioning where possible.Fig.4-5 showsa roller-chain sprocket.Sprocket teeth are standardized to accommodate the roller chain.Various sizes of sprockets may be used,and several types are available.The simplest type is one without a hub.Sprockets are also available with hubs on one side or on both sides.Special arrangements are also possible.Certain of these are used in conjunction with a shear-pin hub;the shear pin is designed to fail in case of an accidental or unexpected overload.Some types can be installed on large lineshafts;these sprockets are made in two parts so that they can be installed without disconnecting the long length of shafting.Smaller sprockets are usually made solid;large ones are sometimes constructed with arms or spokes to reduce weight.In general,the selection of a sprocket depends on the type of application.链传动链传动在机械领域中占据了独特的地位。
中英文文献翻译-减速器和差速器的调整与装配
附录 A 外文文献Farm Machinery Using & MaintenanceThe most important thing is the meshing mark and meshing backlash of the driven bevel gears and active bevel gears, the firmness adjustment of half axle gears and planetary gear in maintenance of the BJ2020S jeep driving axle . This is an important and difficult job ,because the rear axle and driven working under the large load and high speed. And the bear is alternating load. If the meshing mark is not conforming to requirements or the meshing backlash is not good, it will appear smooth transmission speed and noise, wear, or even broken tooth gear, which directly influences the car service life and various tasks when it is working. At the same time , lord and driven tapered gear meshing mark and the check assembly and adjustment became a complicated problem although automobile driving axle structure is not a very complicated but some people is not familiar with the principle on gear transmission. Based on years of teaching and practice in the maintenance work with the adjustment of BJ2020S jeep driving axle differential gears and bearings has some method and steps of the relevant views and comments about something.ⅠAdjustment of the axis gear differential planetary gear mesh clearanceHalf axle gears and planetary gear mesh clearance is adjusted by half axle gears and differential shell thickness between three different (0.5 mm, 1.0 mm, 0.2 mm) thrust washers . Because of the planetary gear differential between shell with the thrust washers, so it must be the half axle gears through the thrust washers (two half axle gears and add, subtract washers), and the gap of the planetary gear mesh. Then using pins will planetary gear axle fixed.ⅡAdjustment of differential backlashThis bearing clearance is adjusted by adding, subtracting differential bearings and differential between shell thickness (0.5 mm in four different, o. mm, 0.15 ram, 0.10 ram) to adjust the adjustment of the gasket. In the adjustment of the former ready right and left bridge between shell of gasket, installation fixed good follower bevel gears. Active bevel gears should not installed in accordance with the relevant provisions of the torque (40-60N, m) installed left and right with tapered bridge housing, active gear with long bar, or a screwdriver to turn down, or pry differential assembly, to check differential assemblybearings between differential to feel no axial clearance and rotate freely.ⅢActive bevel gears bearing clearance adjustmentIn active position of bevel gears can be determined by the basic, increase and decrease active bevel gears with active before bearings taper gear bearing thrust ring between four different thickness (0.10 mm, 0.15 ram, 0.25 mm mm) adjustment, 0.50 gasket to adjust, the flexible rotation, no axial and radial clearance.ⅣActive bevel gears and driven bevel gears clearance and meshing mark adjustment Domestic automobile gear for no modifier, assembling widely adopted, the first meshing mark check whether the meshing mark requirements, such as requirements, through the change of bevel gears, driven axial position to get to meet the requirements of meshing mark, the active bevel gears bearing and differential bearing clearance (pre-tightening degrees) basis, rub-up, driven bevel gears, initiative on 3-4 taper gear teeth are coated with thin layer opposite, oil (or face turns into oil), according to the requirements and differential assembly installed left, right, forward and backward bridge housing, then turn active bevel gears decomposition of left and right to bridge housing, driven gear tooth surface of conical whether imprint requirements. If meshing mark requirements, visible to the situation by outward, to the right or left, bevel gears, driven to adjust. When the meshing mark to tooth root cap, the main, small or client, the formula for the Lord: "the Lord, from (i.e., big into bevel gears into active driven gear), small (i.e. driven out from bevel gears removed from active gear)." When the Lord, driven gear cone of meshing mark complies with the standards and inspection, driven bevel gears, active bevel gears and clearance of bevel gears driven backlash should actively bevel gears in the radius of 45mm flanges on the circumference displacement measurement, the arc length) should be in (0.2-0.6 mm. If does not accord with a standard, can increase and decrease active bevel gears and bearings taper gear after the shim between left and right or mobile differential bearing adjustment gasket, driven to adjust the gap, so bevel gears, driven when the bevel gears has adjusted, adjust the marks are not destroyed, small volume, driven tapered gear meshing mark.ⅤDrive and differential assemblyWe can start assemble the drive and differential when the differential gears, driven gear, each bearing, tapered meshing mark adjustment is over. Based on the thickness of the gasket and the bolt torques, we should coated with rubber seal, assembled active bevelgears, mount differential assembly, then closed the bridge housing.附录 B 中文译文减速器和差速器的调整与装配在对BJ2020S吉普车后桥的维修中，最主要的就是减速器主、从动圆锥齿轮的啮合印痕及啮合间隙；差速器半轴齿轮、行星齿轮啮合间隙和各轴承松紧度的调整。
汽车主减速器外文文献翻译、中英文翻译、外文翻译
汽车主减速器外文文献翻译、中英文翻译、外文翻译AUTOMOTIWE FINAL DRIVEFINAL DRIVEA final drive is that part of a power transmission system between the drive shaft and the differential. Its function is to change the direction of the power transmitted by the drive shaft through 90 degrees to the driving axles. At the same time. it provides a fixed reduction between the speed of the drive shaft and the axle driving the wheels.The reduction or gear ratio of the final drive is determined by dividing the number of teeth on the ring gear by the number of teeth on the pinion gear. In passenger vehicles, this speed reduction varies from about 3:1 to 5:1. In trucks it varies from about 5:1 to 11:1. To calculate rear axle ratio, count the number of teeth on each gear. Then divide the number of pinion teeth into the number of ring gear teeth. For example, if the pinion gear has 10 teeth and the ring gear has 30 (30 divided by 10), the rear axle ratio would be 3:1. Manufacturers install a rear axle ratio that provides a compromise between performance and economy. The average passenger car ratio is 3.50:1.The higher axle ratio, 4.11:1 for instance, would increase acceleration and pulling power but would decrease fuel economy. The engine would have to run at a higher rpm to maintain an equal cruising speed.The lower axle ratio. 3:1, would reduce acceleration and pulling power but would increase fuel mileage. The engine would run at a lower rpm while maintaining the same speed.The major components of the final driveinclude the pinion gear, connected to the drive shaft, and a bevel gear or ring gearthat is bolted or riveted to the differential carrier. To maintain accurate and proper alignment and tooth contact, the ring gear and differential assembly are mounted in bearings. The bevel drive pinion is supported by two tapered roller bearings, mounted in the differential carrier. This pinion shaft is straddle mounted. meaning that a bearing is located on each side of the pinion shaft teeth. Oil seals prevent the loss of lubricant from the housing where the pinion shaft and axle shafts protrude. As a mechanic, you willencounter the final drive gears in the spiral bevel and hypoid design.Spiral Bevel GearSpiral bevel gears have curved gear teeth with the pinion and ring gear on the same center line. This type of final drive is used extensively in truck and occasionally in older automobiles. This design allows for constant contact between the ring gear and pinion. It also necessitates the use of heavy grade lubricants.Hypoid GearThe hypoid gear final drive is an improvement or variation of the spiral bevel design and is commonly used in light and medium trucks and all domestic rear- wheel drive automobiles. Hypoid gears have replaced spiral bevel gears because they lower the hump in the floor of the vehicle and improve gear-meshing action. As you can see in figure 5-13, the pinion meshes with the ring gear below the center line and is at a slight angle (less than 90 degrees).Figure 5-13.—Types of final drives.This angle and the use of heavier (larger) teeth permit an increased amount of power to be transmitted while the size of the ring gear and housing remain constant. The tooth design is similar to the spiral bevel but includes some of thecharacteristics of the worm gear. This permits the reduced drive angle. The hypoid gear teeth have a more pronounced curve and steeper angle, resulting in larger tooth areas and more teeth to be in contact at the same time. With more than one gear tooth in contact, a hypoid design increases gear life and reduces gear noise. The wiping action of the teeth causes heavy tooth pressure that requires the use of heavy grade lubricants.Double-Reduction Final DriveIn the final drives shown in figure 5-13, there is a single fixed gear reduction. This is the only gear reduction in most automobiles and light- and some medium-duty trucks between the drive shaft and the wheels.Double-reduction final drives are used for heavy- duty trucks. With this arrangement (fig. 5-14) it is not necessary to have alarge ring gear to get the necessary gear reduction. The first gear reduction is obtained through a pinion and ring gear as the single fixed gear reduction final drive. Referring to figure 5-14, notice that the secondary pinion is mounted on the primary ring gear shaft. The second gear reduction is the result of the secondary pinion which is rigidly attached to the primary ring gear, driving a large helical gear which is attached to the differential case. Double-reduction final drives may be found on military design vehicles, such as the 5-ton truck. Many commercially designed vehicles of this size use a single- or double-reduction final drive with provisions for two speeds to be incorporatedFigure 5-14.—Double-reduction final driveTwo-Speed Final DriveThe two-speed or dual-ratio final drive is used to supplement the gearing of the other drive train components and is used in vehicles with a single drive axle (fig. 5-15). The operator can select the range or speed of this axle with a button on the shifting lever of the transmission or by a lever through linkage The two-speed final drive doubles the number of gear ratios available for driving the vehicle under various load and road conditions. For example, a vehicle with a two-speed unit and a five-speed transmission, ten different forward speeds are available. This unit provides a gear ratio high enough to permit pulling a heavy load up steep grades and a low ratio to permit the vehicle to run at high speeds with a light load or no load The conventional spiral bevel pinion and ring gear drives the two-speed unit, but aplanetary gear train is placed between the differential drive ring gear and the differential case. The internal gear of the planetary gear train is bolted rigidly to the bevel drive gear. A ring on which the planetary gears are pivoted is bolted to the differential case. A member, consisting of the sun gear and a dog clutch, slides on one of the axle shafts and is controlled through a button or lever accessible to the operatorWhen in high range, the sun gear meshes with the internal teeth on the ring carrying the planetary gears and disengages the dog clutch from the left bearing adjusting ring, which is rigidly held in the differential carrier. In this position, the planetary gear train is locked together. There is no relative motion between the differential case and the gears in the planetary drive train. The differential case is driven directly by the differential ring gear, the same as in the conventional single fixed gear final drive.When shifted into low range, the sun gear is slid out of mesh with the ring carrying the planetary gears. The dog clutch makes a rigid connection with the left bearing adjusting ring. Because the sun gear is integral with the dog clutch, it is also locked to the bearing adjusting rings and remains stationary. The internal gear rotates the planetary gears around the stationary sun gear, and the differential case is driven by the ring on which the planetary gears are pivoted. This action produces the gear reduction, or low speed, of the axleDIFFERENTIAL ACTIONThe rear wheels of a vehicle do not always turn at the same speed. When the vehicle is turning or when tire diameters differ slightly, the rear wheels must rotate at different speeds.If there were a solid connection between each axle and the differential case, the tires would tend to slide, squeal, and wear whenever the operator turned the steering wheel of the vehicle.A differential is designed to prevent this problem.Driving Straight AheadWhen a vehicle is driving straight ahead, the ring gear, the differential case, the differential pinion gears, and the differential side gears turn as a unit. The two differential pinion gears do NOT rotate on the pinion shaft, because they exert equal force on the side gears. As a result, the side gears turn at the same speed as the ring gear, causing both rear wheels to turn at the same speed.Turning CornersWhen the vehicle begins to round a curve, the differential pinion gears rotate on the pinion shaft. This occurs because the pinion gears must walk around the slower turning differential side gear. Therefore, the pinion gears carry additional rotary motion to the faster turning outer wheel on the turn..Differential speed is considered to be 100 percent. The rotating action of the pinion gears carries 90 percent of this speed to the slowing mover inner wheel and sends 110 percent of the speed to the faster rotating outer wheel. This action allows the vehicle to make the turn without sliding or squealing the wheels.Figure 5-15.—Two speed final drive汽车主减速器主减速器主减速器是在传动轴和差速器之间的一个动力传动系统的组成部分。
文献翻译—机械传动
附录A外文资料Nowadays the modernized social mechanical trade will utilize to the mechanical way and transmit the transmission of power and sport. It is very extensive that mechanical drive is applied in mechanical engineering, there are various forms, can be divided into two kinds mainly:①The friction of frictional force transmission power and sport by the parts transmits, including taking the transmission, transmission of the rope and rubing a round of transmission etc.. It is apt to realize infinitely variable speeds to rub the transmission, can mostly adapt to the transmission occasion of the axle with bigger interval, the overload still can play a role in buffering and protecting the transmission device while skidding, but this kind of transmission generally can't be used in the occasion of high-power, can't which guarantee accurate transmission either to.②By take the initiative piece clench the teeth or clench the teeth, transmit power or meshing transmission of sport through the middle piece with follower, including transmission of the gear wheel, transmission of the chain, spiral transmission harmonious wave transmission,etc.. Clench the teeth, spread kinetic energy enough occasion to use for high-power, transmission than accurate, but generally require higher manufacture precision and install the precision. Each there is a characteristic in each kind of mechanical drive （seethe list [the basic characteristic of daily mechanical drive ]）, suitable for different conditions separately.The roller platform of the transmission is a kind of old transporting equipment. The roller platform of the transmission becomes continuous transport machinery of an article as a kind of transport, there is long application history in the casting, metallurgy and other processing and manufacturing industries. In the past 20 years, because industry such as the electrical home appliances rise vigorously, various production lines, assembly lines composed of roller platforms of the transmission arise at the historic moment. The general adoption of the especially continuous production line, has injected new vigor into wide application and development of the roller platform of the transmission.Transports goods with other the transport machinery to compare, the modern rollarounds conveyer except has the structure easily, the revolution reliable, outside the maintenance convenient tradition merit, its remarkable merit is it and the continuous production technological process good compatibility and the overcoatability.Not only it may connect the production technological process, moreover may participate in the production technological process directly; In the installment arrangement may very conveniently and the process unit and other conveyor connection coordination, thus, in present running water production lines and so on the production each kind of processing, assembly, test, packing, storage and transportation, sort, nearly everywhere may discover has expulsion system which the rollarounds conveyer composes.In the industrially developed country, the manufacturing industry of Taiwan of transmission roller developed rapidly has already entered ripe stage, have formed specialization and large-scale production. All kinds of common and special-purpose products, the structure is various informative, specification variety is available, and is weeding out the old and bringing forth the new constantly, can meet demands of all trades and professions. Correspond with this, attach great importance to the standardization work of the roller platform of the transmission, since the fifties, begin, devoted to transmission roller TV station formulation of standard, newer and complete several times, to standardize and promote transmission roller standardize, seriation and universalization that platform manufacture, guarantee and promote the conveyer engineering level of the roller and make quality, has played a good role.Compared with industrially developed country, development and standard of the transmission roller platform of our country start relatively late.Before the eighties, the roller platform of the transmission got more extensive application only in steeling rolling in the mechanized flowing water production line of the workshop of assembling etc. of casting the engine, with standard device as main fact, far from, form common to finalize the design the manufacturing in batches of product more. By the middle period of the eighties, with the taking off of industry of our country, especially emergence and drive of new industry such as the electrical home appliances of the car, the production line of mechanized, automatic flowing water begins to be adopted in a large amount and run throughevery profession and trade gradually, the roller platform of the transmission is thereupon used widely too, show the flourishing life, introduce and bring out the best in each other domestically, scale and level of making the conveyer of the roller manufactured, have entered a new stage.The roller platform of the transmission can have becoming an article of straight bottom along the level or transport of smaller angle of inclination, board, excellent, tube, type material, tray, case container and various work pieces. Can realize transporting non- flat articles and flexible articles through the tray. Compared with other cargo airplanes of an article of transport, except that it is reliable, safeguard advantages such as convenient, economy, energy-conservation,etc. that of simple structure, operate, the most outstanding one is that it and production technology course can be connected and formed a complete set well, there is variety of the function, is shown in the following several aspects specifically: Arranges nimble, easy to partition and the connection, may according to the need, by sectors as well as the auxiliary unit and so on straight line, circular arc, level, incline, branch, confluence, is composed the form, the closed type, the plane three-dimensionally, and so on each form transportation route; Is advantageous for with the process unit engagement necessary, engagement way simple compact, sometimes takes the process unit the material input and the output section; The rollarounds crevice spot is advantageous for arranges each kind of equipment and the equipment;It is steady for article to transport, benefit, go on process, assemble, test, sort, pack,various craft nature operation of storing etc. to article to transport course, it is easy to send the course and realize automaticallying control correctly; The connection size of the conveyer of two rollers is small, can operate the articles smaller; Double or several rows of rollers conveyer can make up the roller conveyer of the large width side by side, become an article in order to operate large-scaly; Allow to transport high-temperature articles; Roller conveyer standardization, seriation, universalization intensity easy to assemble and make up different production lines high, do not need special building construction foundation at the same time.Because the roller platform of the transmission has obvious advantages while transporting into an article, therefore in the things in every production division and trade are transported, especially used widely in various flowing water production lines. In addition, because a large amount of specialized production for producing and special-purpose bearing of the high-accuracy seamless steel tube of thin wall, can adopt the production line of special plane to produce the part of the roller in enormous quantities while making in the producer of the light roller to make, thus gain the demands of different markets with the low cost.Because it is the cold it is curved section steel and in empty radiant splendour section aluminium alloy rolling type the succeeding in developing and producing in a large amount of the materials, the appearance of the light roller conveyer framework is not merely very esthetic in making, and make the installation of the scene very convenient. In countries such as U.S.A.,Great Britain, Germany, Japan,etc., the factory producing conveyer of the roller of every country reaches between a dozen and several dozen, various common and special-purpose rollers, various specification varieties are fill with everything.In countries and so on America, England, Germany, date, each national production rollarounds conveyer factory reaches several to dozens of, each kind general and special-purpose rollarounds, each kind of specification variety has everything expected to find.In the machinery, the war industry, the light industry, the chemical industry, the medicine, food, the posts and telecommunications, the metallurgy, the building materials, the warehouse, the commodity assignment obtain the widespread application.Live roll Taiwan may or the small angle of bank transportation has the straight base along the level to become goods, like board, stick, tube, molding, tray, box class vessel as well as each kind of work piece. May draw support from the tray realization transportation regarding the non-flat base goods and the flexible goods. Transports goods with other the transport aircraft to compare, except has the structure simply, the revolution reliable, the maintenance convenient, merits and so on outside economy, energy conservation, most prominent is it with the production technological process can well the engagement and necessary, and has the function multiplicity, concrete manifestation in following several aspects:（1）Sub-paragraph and assign flexible, easy to connect, and may, according to their needs, the straight line, ARC, level, tilt, branches, such asconvergence zone, as well as assistive devices, composition, and an open-closed type, level, three-dimensional, and other forms of transportation routes.（2）to facilitate technological equipment and accessories, and convergence means convergence summary is compact, sometimes as a technological equipment materials input and output, the gap between rollers QWERTY Layout parts of various devices and equipment.（3） a smooth and easy to transport goods to be processed goods in the course of transmission, assembling, testing, sorting, packing, storage, as well as various processes, and to facilitate the operation of the automatic delivery process.（4）two rollarounds conveyer connection size is small, may revolve the light-sized goods.（5）two-row or several row of rollarounds conveyer may compose the great width abreast in row the rollarounds conveyer, moves large-scale becomes goods.（6）permission transportation high temperature goods.（7）live roll Taiwan standardization, the seriation, the universalized degree are high, easy to assemble at the same time the composition different production line not to need the special construction foundation.Power type rollarounds conveyer itself has the drive, the rollarounds rotation assumes the initiative condition, May control the goods running status strictly, is precise according to the stipulation speed, steady, reliabletransportation goods, is advantageous for the realization transportation process automatic control.The transmission bearing capacity of the chain is great, the commonability is good, it is convenient to fix up, have a good adaptability to the environment, can contact the oil frequently, water and place taller in humidity work, is a kind of most frequently used roller conveyers. But the roller chain is easy to wear and tear while working in many dust environments, the noise is relatively great while operating at a high speed.The transmission of the chain divides transmission and double-stranded transmission into the single strand. The transmission of single strand is fixed up compactly, suitable for light year, low-speed, the occasion operated continuously Roller drive of conveyer, adopt motor and planet wave line stitch a decelerator make the form up, have structural compactness, assign the convenient, transmission the advantage with high efficiency. If adjust the speed requirement, can adopt frequency conversion or adjust the speed electromagnetically. The drives of China, light roller conveyer are generally fixed up in the underpart of the framework, the drive of the conveyer of the heavy-duty roller is on the ground underbed. The running part of the conveyer of the roller is closed in covering the shell, so as to ensure the security of operating. Have already included the transmission of the chain and a tight device,etc. in the part of the drive.Single strand roller conveyer of transmission, drive their assign in rollerconveyer tip. Clench the teeth and compensate the extending caused by reason of wearing and tearing etc. of roller chain in order to guarantee roller chain, sprocket normally, there is a tight device and guide in the transmission. Pieces of length of the transmission of single strand are unsuitable to exceed 15m, otherwise prone to the pulsating phenomenon of the roller chain, influence articles to transport steadily.The roller conveyer of the double-stranded transmission, his drive should be assigned in the middle part of the conveyer of the roller generally, so can improve the roller chain sprocket and receive the strength situation, improve transmission efficiency. The roller interval of the transmission should be integer time of 1/2 of the roller chain pitches. It is unsuitable to be greater than 150 that the transmission chain ring of the double-stranded transmission is counted, otherwise transmission efficiency will be obviously reduced.附录B中文翻译当今现代化社会机械行业都会利用到机械方式传递动力和运动的传动。
机械工程专业英语第二版必考翻译(完整版)
机械工程专业英语第二版必考翻译(完整版)————————————————————————————————作者：————————————————————————————————日期：1.With low-power machinery or vehicles the operator can usually apply sufficient force through a simple mechanical linkage from the pedle or handle to the stationary part of the brake. In many cases, however, this force must be multiplied by using an elaborate braking system.（P5）用低能机器或传力工具，操作者通过向踏板或把手的一个简单机械连接构件作用足够的力量到车闸固定的部分。
大多数情况，然而，用一个详细（复杂）的车闸系统使这个力量成倍增加。
2. The fundamental principle involved is the use of compressed air acting through a piston in a cylinder to set block brakes on the wheels. The action is simultaneous on the wheels of all the cars in the train. The compressed air is carried through a strong hose from car to car with couplings between cars; its release to all the separate block brake units, at the same time, is controlled by the engineer. (Braking Systems)（P5）相关的基本原理是使用压缩气体，通过气缸内的活塞将闸块压在车轮起作用。
根据异步电动机的机械特性简述其技术问题中英文
根据异步电动机的机械特性简述其技术问题中英文According to the mechanical characteristics of asynchronous motor is briefly the technical issues异步电动机具有布局简略、运转牢靠、价钱低、维护便利等一系列的长处，因而，异步电动机被广泛应用在电力拖动体系中。
尤其是跟着电力电子技能的开展和沟通调速技能的日益老练，使得异步电动机在调速功用方面大大提高。
当前，异步电动机的电力拖动已被广泛地应用在各个工业电气自动化领域中。
就三相异步电动机的机械特性动身，首要简述电动机的发动，制动、调速等技能问题。
Asynchronous motor has the layout is brief, reliable operation, low price, convenient maintenance and so on a series of advantages, therefore, the asynchronous motor is widely used in electric drive system. Especially with the development of power electronics skills and communication speed skills has become increasingly sophisticated, made in asynchronous motor speed control function field is greatly improved. Currently, the electric power drag of asynchronous motor has been widely used in various industries in the field of electrical automation. Mechanical characteristics of three-phase asynchronous motor start, first briefly describes the launch of the motor, brake, speed skills such as problem.三相异步电动机的机械特性Three-phase asynchronous motor's mechanical properties三相异步电动机的机械特性是指电动机的转速n与电磁转矩Tem之间的联系。
轮机英语翻译课文
LESSON 1Diesel enginesThe majority of ships around the world continue to be powered exclusively by diesel engines.世界范围内大多数船舶都是采用柴油机作为动力。
The predominance of diesel engines has come from improved engine efficiencies and designs compared to other forms of propulsion such as steam or gas turbines.与蒸汽机、燃气轮机等形式的动力装置相比，无论是效率上的提高，还是设计上的进步，柴油机都体现出了一定的优势。
Many combinations and configurations of diesel engine power plant exist. All provide the energy to do the work of moving the ship using diesel engines.存在有很多种联合形式及结构形式的柴油机动力装置，他们都能够利用柴油机为船舶提供推动力。
Slow speed diesel engines 低速柴油机Slow speed diesel engines are large, especially tall, and heavy and operate on the two-stroke cycle.低速柴油机是体积较大、缸体较长、机身较重的二冲程柴油机。
These are the largest diesel engines ever built. Engine powers up to 100 000kw are available from a single engine.它们是已建造过的最大型的柴油机，它们的单机可用功率可达100000 kw。
减速器论文中英文对照资料外文翻译文献
减速器论文中英文对照资料外文翻译文献What is a Gearbox?A XXX.1.The n of a Gearbox1) The gearbox ces the speed while increasing the output torque。
The torque output。
is the motor output multiplied by the n。
but it should not exceed the XXX.2) The gearbox also ces the inertia of the load。
which decreases by the square of the n。
Most motors have an inertia value that can be XXX.2.Types of GearboxesCommon gearboxes include bevel gear cers (including parallel-axis bevel gear cers。
worm gear cers。
and cone gear cers)。
ary gear cers。
cycloid cers。
worm gear cers。
XXX.mon Gearboxes1) The main feature of the worm gear cer is its reverse self-locking n。
which can achieve a large n。
The input and output shafts are not on the same axis or in the same plane。
However。
it generally has a large volume。
low n efficiency。
and low n.2) XXX and power。
It has a small size and high n。
中英文文献翻译-主减速器和差速器
附录A 英文文献Final drive\DifferentialAll vehicles have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four wheel drive, differentials are necessary for the smooth application of engine power to the road.PowerflowThe drive axle must transmit power through a 90°angle. The flow of power in conventional front engine/rear wheel drive vehicles moves from the engine to the drive axle in approximately a straight line. However, at the drive axle, the power must be turned at right angles (from the line of the driveshaft) and directed to the drive wheels.This is accomplished by a pinion drive gear,which turns a circular ring gear. The ring gear is attached to a differential housing, containing a set of smaller gears that are splined to the inner end of each axle shaft. As the housing is rotated, the internal differential gears turn the axle shafts, which are also attached to the drive wheels.Fig 1 Drive axleRear-wheel driveRear-wheel-drive vehicles are mostly trucks, very large sedans and many sports car and coupe models. The typical rear wheel drive vehicle uses a front mounted engine and transmission assemblies with a driveshaft coupling the transmission to the rear drive axle. Drive in through the layout of the bridge, the bridge drive shaft arranged vertically in the same vertical plane, and not the drive axle shaft, respectively, in their own sub-actuator with a direct connection, but the actuator is located at the front or the back of the adjacent shaft of the two bridges is arranged in series. Vehicle before and after the two ends of the driving force of the drive axle, is the sub-actuator and the transmission through the middle of the bridge. The advantage is not only a reduction of the number of drive shaft, and raise the driving axle of the common parts of each other, and to simplify the structure, reduces the volume and quality.Fig 2 Rear-wheel-drive axleSome vehicles do not follow this typical example. Such as the older Porsche or Volkswagen vehicles which were rear engine, rear drive. These vehicles use a rear mounted transaxle with halfshafts connected to the drive wheels. Also, some vehicles were produced with a front engine, rear transaxle setup with a driveshaft connecting the engine to the transaxle, and halfshafts linking the transaxle to the drive wheels.Differential operationIn order to remove the wheel around in the kinematics due to the lack of co-ordination about the wheel diameter arising from a different or the same rolling radius of wheel travel required, inter-wheel motor vehicles are equipped with about differential, the latter to ensure that the car driver Bridge on both sides of the wheel when in range with a trip to the characteristics of rotating at different speeds to meet the requirements of the vehicle kinematics.Fig 3 Principle of differentialThe accompanying illustration has been provided to help understand how this occurs.1.The drive pinion, which is turned by the driveshaft, turns the ring gear.2.The ring gear, which is attached to the differential case, turns the case.3.The pinion shaft, located in a bore in the differential case, is at right angles to the axle shafts and turns with the case.4.The differential pinion (drive) gears are mounted on the pinion shaft and rotate with the shaft .5.Differential side gears (driven gears) are meshed with the pinion gears and turn with the differential housing and ring gear as a unit.6.The side gears are splined to the inner ends of the axle shafts and rotate the shafts as the housing turns.7.When both wheels have equal traction, the pinion gears do not rotate on the pinion shaft, since the input force of the pinion gears is divided equally between the two side gears.8.When it is necessary to turn a corner, the differential gearing becomes effective and allows the axle shafts to rotate at different speeds .Open-wheel differential on each general use the same amount of torque. To determine the size of the wheel torque to bear two factors: equipment and friction. In dry conditions, when a lot of friction, the wheel bearing torque by engine size and gear restrictions are hours in the friction (such as driving on ice), is restricted to a maximum torque, so that vehicles will not spin round. So even if the car can produce more torque, but also need to have sufficient traction to transfer torque to the ground. If you increase the throttle after the wheels slip, it will only make the wheels spin faster.Fig 4 Conventional differentialLimited-slip and locking differential operationFig 5 Limited-slip differentialDifferential settlement of a car in the uneven road surface and steering wheel-driven speedat about the different requirements; but is followed by the existence of differential in the side car wheel skid can not be effective when the power transmission, that is, the wheel slip can not produce the driving force, rather than spin the wheel and does not have enough torque. Good non-slip differential settlement of the car wheels skid on the side of the power transmission when the issue, that is, locking differential, so that no longer serve a useful differential right and left sides of the wheel can be the same torque.Limited-slip and locking differential operation can be divided into two major categories：(1) mandatory locking type in ordinary differential locking enforcement agencies to increase, when the side of the wheel skid occurs, the driver can be electric, pneumatic or mechanical means to manipulate the locking body meshing sets of DIP Shell will be with the axle differential lock into one, thus the temporary loss of differential role. Relatively simple structure in this way, but it must be operated by the driver, and good roads to stop locking and restore the role of differential.(2) self-locking differential installed in the oil viscosity or friction clutch coupling, when the side of the wheel skid occurs when both sides of the axle speed difference there, coupling or clutch friction resistance on the automatic, to make certain the other side of the wheel drive torque and the car continued to travel. When there is no speed difference on both sides of the wheel, the frictional resistance disappeared, the role of automatic restoration of differentials. More complicated structure in this way, but do not require drivers to operate. Has been increasingly applied in the car. About non-slip differential, not only used for the differential between the wheels, but also for all-wheel drive vehicle inter-axle differential/.Gear ratioThe drive axle of a vehicle is said to have a certain axle ratio. This number (usually a whole number and a decimal fraction) is actually a comparison of the number of gear teeth on the ring gear and the pinion gear. For example, a 4.11 rear means that theoretically, there are 4.11 teeth on the ring gear for each tooth on the pinion gear or, put another way, the driveshaft must turn 4.11 times to turn the wheels once. The role of the final drive is to reduce the speed from the drive shaft, thereby increasing the torque. Lord of the reduction ratio reducer, a driving force for car performance and fuel economy have a greater impact. In general, the more reduction ratio the greater the acceleration and climbing ability, and relatively poor fuel economy. However, if it is too large, it can not play the full power of the engine to achieve the proper speed. The main reduction ratio is more Smaller ，the speed is higher, fuel economy is better, but the acceleration and climbing ability will be poor.附录B 文献翻译主减速器和差速器所有的汽车都装有不同类型的主减速器和差速器来驱动汽车行驶。
减速器相关英文例句
实例检索策略及其在减速器零件CAPP中的应用收藏指正
23.The double crank four ring-plate-type cycloidal pinwheel reducer is a new type reducer based on a new drive principle.
T·JK3-A(50)型车辆减速器研究与应用
21.That realizes the quick index of the similar case of the deceleration machine conceptual product.
实现减速器概念产品的相似实例的快速检索。收藏指正
1.reduction gear
减速器
2.speed reducer
减速器
3.Design of Disc Electrorheological Fluid Speed Reducer
盘式电流变减速器的设计
4.Probe into the K_A value of a ball mill reducer
基于CBR的减速器快速设计系统研究
13.Research on Natural Frequency and Dynamic Model of RV Reducer
RV减速器的动力学模型与固有频率研究
14.Method and Suggestion of Rising Control Accuracy for Hump Clasp Retarder
行星齿轮减速器中英文翻译英文资料
附录附录1：英文原文Planetary GearsIntroductionThe Tamiya planetary gearbox is driven by a small DC motor that runs at about 10,500 rpm on 3.0V DC and draws about 1.0A. The maximum speed ratio is 1:400, giving an output speed of about 26 rpm. Four planetary stages are supplied with the gearbox, two 1:4 and two 1:5, and any combination can be selected. Not only is this a good drive for small mechanical applications, it provides an excellent review of epicycle gear trains. The gearbox is a very well-designed plastic kit that can be assembled in about an hour with very few tools. The source for the kit is given in the References.Let's begin by reviewing the fundamentals of gearing, and the trick of analyzing epicyclic gear trains.Epicyclic Gear TrainsA pair of spur gears is represented in the diagram by their pitch circles, which are tangent at the pitch point P. The meshing gear teeth extend beyond the pitch circle by the addendum, and the spaces between them have a depth beneath the pitch circle by the dedendum. If the radii of the pitch circles are a and b, the distance between the gear shafts is a + b. In the action of the gears, the pitch circles roll on one another without slipping. To ensure this, the gear teeth must have a proper shape so that when the driving gear moves uniformly, so does the driven gear. This means that the line of pressure, normal to the tooth profiles in contact, passes through the pitch point. Then, the transmission of power will be free of vibration and high speeds are possible. We won't talk further about gear teeth here, having stated this fundamental principle of gearing.If a gear of pitch radius a has N teeth, then the distance between corresponding points on successive teeth will be 2πa/N, a quantity called the circular pitch. If two gears are to mate, the circular pitches must be the same. The pitch is usually stated as the ration 2a/N, called the diametral pitch. If you count the number of teeth on a gear, then the pitch diameter is the number of teeth times the diametral pitch. If you know the pitch diameters of two gears, then you can specify the distance between the shafts.The velocity ratio r of a pair of gears is the ratio of the angular velocity of the driven gear to the angular velocity of the driving gear. By the condition of rolling of pitch circles, r = -a/b = -N1/N2, since pitch radii are proportional to the number of teeth. The angular velocity n of the gears may be given in radians/sec, revolutions per minute (rpm), or any similar units. If we take one direction of rotation as positive, then the other direction is negative. This is the reason for the (-) sign in the above expression. If one of the gears is internal (having teeth on its inner rim), then the velocity ratio is positive, since the gears will rotate in the same direction.The usual involute gears have a tooth shape that is tolerant of variations in the distance between the axes, so the gears will run smoothly if this distance is not quite correct. The velocity ratio of the gears does not depend on the exact spacing of the axes, but is fixed by the number of teeth, or what is the same thing, by the pitch diameters. Slightly increasing the distance above its theoretical value makes the gears run easier, since the clearances are larger. On the other hand, backlash is also increased, which may not be desired in some applications.An epicyclic gear train has gear shafts mounted on a moving arm or carrier that can rotate about the axis, as well as the gears themselves. The arm can be an input element, or an output element, and can be held fixed or allowed to rotate. The outer gear is the ring gear or annulus. A simple but very common epicyclic train is the sun-and-planet epicyclic train, shown in the figure at the left. Three planetary gears are used for mechanical reasons; they may be considered as one in describing the action of the gearing. The sun gear, the arm, or the ring gear may be input or output links.If the arm is fixed, so that it cannot rotate, we have a simple train of three gears. Then, n2/n1 = -N1/N2, n3/n2 = +N2/N3, and n3/n1 = -N1/N3. This is very simple, and should not be confusing. If the arm is allowed to move, figuring out the velocity ratios taxes the human intellect. Attempting this will show the truth of the statement; if you can manage it, you deserve praise and fame. It is by no means impossible, just invoved. However, there is a very easy way to get the desired result. First, just consider the gear train locked, so it moves as a rigid body, arm and all. All three gears and the arm then have a unity velocity ratio.The trick is that any motion of the gear train can carried out by first holding the arm fixed and rotating the gears relative to one another, and then locking the train and rotating it about the fixed axis. The net motion is the sum or difference of multiples of the two separate motions that satisfies the conditions of the problem (usually that one element is held fixed). To carry out this program, construct a table in which the angular velocities of the gears and arm are listed for each, for each of the two cases. The locked train gives 1, 1, 1, 1 for arm, gear 1, gear 2 and gear 3. Arm fixed gives 0, 1, -N1/N2, -N1/N3. Suppose we want the velocity ration between the arm and gear 1, when gear 3 is fixed. Multiply the first row by a constant so that when it is added to the second row, the velocity of gear 3 will be zero. This constant is N1/N3. Now, doing one displacement and then the other corresponds to adding the two rows. We find N1/N3, 1 + N1/N3, N1/N3 -N1/N2.The first number is the arm velocity, the second the velocity of gear 1, so the velocity ratio between them is N1/(N1 + N3), after multiplying through by N3. This is the velocity ratio we need for the Tamiya gearbox, where the ring gear does not rotate, the sun gear is the input, and the arm is the output. The procedure is general, however, and will work for any epicyclic train.One of the Tamiya planetary gear assemblies has N1 = N2 = 16, N3 = 48, while the other has N1 = 12,N2 = 18, N3 = 48. Because the planetary gears must fit between the sun and ring gears, the condition N3 = N1 + 2N2 must be satisfied. It is indeed satisfied for the numbers of teeth given. The velocity ratio of the first set will be 16/(48 + 16) = 1/4. The velocity ratio of the second set will be 12/(48 + 12) = 1/5. Both ratios are as advertised. Note that the sun gear and arm will rotate in the same direction.The best general method for solving epicyclic gear trains is the tabular method, since it does not contain hidden assumptions like formulas, nor require the work of the vector method. The first step is to isolate the epicyclic train, separating the gear trains for inputs and outputs from it. Find the input speeds or turns, using the input gear trains. There are, in general, two inputs, one of which may be zero in simple problems. Now prepare two rows of the table of turns or angular velocities. The first row corresponds to rotating around the epicyclic axis once, and consists of all 1's. Write down the second row assuming that the arm velocity is zero, using the known gear ratios. The row that you want is a linear combination of these two rows, with unknown multipliers x and y. Summing the entries for the input gears gives two simultaneous linear equations for x and y in terms of the known input velocities. Now the sum of the two rows multiplied by their respective multipliers gives the speeds of all the gears of interest. Finally, find the output speed with the aid of the output gear train. Be careful to get the directions of rotation correct, with respect to a direction taken as positive.The Tamiya Gearbox KitThe parts are best cut from the sprues with a flush-cutter of the type used in electronics. The very small bits of plastic remaining can then be removed with a sharp X-acto knife. Carefully remove all excess plastic, as the instructions say.Read the instructions carefully and make sure that things are the right way up and in the correct relative positons. The gearbox units go together easily with light pressure. Note that the brown ones must go together in the correct relative orientation. The 4mm washers are the ones of which two are supplied, and there is also a full-size drawing of one in the instructions. The smaller washers will not fit over the shaft, anyway. The output shaft is metal. Use larger long-nose pliers to press the E-ring into position in its groove in front of the washer. There is a picture showing how to do this. There was an extra E-ring in my kit. The three prongs fit into the carriers for the planetary gears, and are driven by them.Now stack up the gearbox units as desired. I used all four, being sure to put a 1:5 unit on the end next to the motor. Therefore, I needed the long screws. Press the orange sun gear for the last 1:5 unit firmly on the motor shaft as far as it will go. If it is not well-seated, the motor clip will not close. It might be a good idea to put some lubricant on this gear from the tube included with the kit. If you use a different lubricant, test it first on a piece of plastic from the kit to make sure that it is compatible. A dry graphite lubricant would also work quite well. This should spread lubricant on all parts of the last unit, which is the one subject to the highest speeds. Put the motor in place, gently but firmly, wiggling it so that the sun gear meshes. If the sun gear is not meshed, the motor clip will not close. Now put the motor terminals in a vertical column, and press on the motor clamp.The reverse of the instructions show how to attach the drive arm and gives some hints on use of the gearbox. I got an extra spring pin, and two extra 3 mm washers. If you have some small washers, they can be used on the machine screws holding the gearbox together. Enough torque is produced at the output to damage things (up to 6 kg-cm), so make sure the output arm can rotate freely. I used a standard laboratory DC supply with variable voltage and current limiting, but dry cells could be used as well. The current drain of 1 A is high even for D cells, so a power supply is indicated for serious use. The instructions say not to exceed 4.5V, which is good advice. With 400:1 reduction, the motor should run freely whatever the output load.My gearbox ran well the first time it was tested. I timed the output revolutions with a stopwatch, and found 47s for 20 revolutions, or 25.5 rpm. This corresponds to 10,200 rpm at the motor, which is close tospecifications. It would be easy to connect another gearbox in series with this one (parts are included to make this possible), and get about 4 revolutions per hour. Still another gearbox would produce about one revolution in four days. This is an excellent kit, and I recommend it highly.Other Epicyclic TrainsA very famous epicyclic chain is the Watt sun-and-planet gear, patented in 1781 as an alternative to the crank for converting the reciprocating motion of a steam engine into rotary motion. It was invented by William Murdoch. The crank, at that time, had been patented and Watt did not want to pay royalties. An incidental advantage was a 1:2 increase in the rotative speed of the output. However, it was more expensive than a crank, and was seldom used after the crank patent expired. Watch the animation on Wikipedia.The input is the arm, which carries the planet gear wheel mating with the sun gear wheel of equal size. The planet wheel is prevented from rotating by being fastened to the connecting rod. It oscillates a little, but always returns to the same place on every revolution. Using the tabular method explained above, the first line is 1, 1, 1 where the first number refers to the arm, the second to the planet gear, and the third to the sun gear. The second line is 0, -1, 1, where we have rotated the planet one turn anticlockwise. Adding, we get 1, 0, 2, which means that one revolution of the arm (one double stroke of the engine) gives two revolutions of the sun gear.We can use the sun-and-planet gear to illustrate another method for analyzing epicyclical trains in which we use velocities. This method may be more satisfying than the tabular method and show more clearly how the train works. In the diagram at the right, A and O are the centres of the planet and sun gears, respectively. A rotates about O with angular velocity ω1, which we assume clockwise. At the position shown, this gives A a velocity 2ω1 upward, as shown. Now the planet gear does not rotate, so all points in it move with the same velocity as A. This includes the pitch point P, which is also a point in the sun gear, which rotates about the fixed axis O with angular velocity ω2. Therefore, ω2= 2ω1, the same result as with the tabular method.The diagram at the left shows how the velocity method is applied to the planetary gear set treated above. The sun and planet gears are assumed to be the same diameter (2 units). The ring gear is then of diameter 6. Let us assume the sun gear is fixed, so that the pitch point P is also fixed. The velocity of point A is twice the angular velocity of the arm. Since P is fixed, P' must move at twice the velocity of A, or four times the velocity of the arm. However, the velocity of P' is three times the angular velocity of the ring gearas well, so that 3ωr= 4ωa. If the arm is the input, the velocity ratio is then 3:4, while if the ring is the input, the velocity ratio is 4:3.A three-speed bicycle hub may contain two of these epicyclical trains, with the ring gears connected (actually, common to the two trains). The input from the rear sprocket is to the arm of one train, while the output to the hub is from the arm of the second train. It is possible to lock one or both of the sun gears to the axle, or else to lock the sun gear to the arm and free of the axle, so that the train gives a 1:1 ratio. The three gears are: high, 3:4, output train locked; middle, 1:1, both trains locked, and low, 4:3 input train locked. Of course, this is just one possibility, and many different variable hubs have been manufactured. The planetary variable hub was introduced by Sturmey-Archer in 1903. The popular AW hub had the ratios mentioned here.Chain hoists may use epicyclical trains. The ring gear is stationary, part of the main housing. The input is to the sun gear, the output from the planet carrier. The sun and planet gears have very different diameters, to obtain a large reduction ratio.The Model T Ford (1908-1927) used a reverted epicyclic transmission in which brake bands applied to the shafts carrying sun gears selected the gear ratio. The low gear ratio was 11:4 forward, while the reverse gear ratio was -4:1. The high gear was 1:1. Reverted means that the gears on the planet carrier shaft drove other gears on shafts concentric with the main shaft, where the brake bands were applied. The floor controls were three pedals: low-neutral-high, reverse, transmission brake. The hand brake applied stopped theleft-hand pedal at neutral. The spark advance and throttle were on the steering column.The automotive differential, illustrated at the right, is a bevel-gear epicyclic train. The pinion drives the ring gear (crown wheel) which rotates freely, carrying the idler gears. Only one idler is necessary, but more than one gives better symmetry. The ring gear corresponds to the planet carrier, and the idler gears to the planet gears, of the usual epicyclic chain. The idler gears drive the side gears on the half-axles, which correspond to the sun and ring gears, and are the output gears. When the two half-axles revolve at the same speed, the idlers do not revolve. When the half-axles move at different speeds, the idlers revolve. The differential applies equal torque to the side gears (they are driven at equal distances by the idlers) while allowing them to rotate at different speeds. If one wheel slips, it rotates at double speed while the other wheel does not rotate. The same (small) torque is, nevertheless, applied to both wheels.The tabular method is easily used to analyze the angular velocities. Rotating the chain as a whole gives 1, 0, 1, 1 for ring, idler, left and right side gears. Holding the ring fixed gives 0, 1, 1, -1. If the right side gear isheld fixed and the ring makes one rotation, we simply add to get 1, 1, 2, 0, which says that the left side gear makes two revolutions. The velocity method can also be used, of course. Considering the (equal) forces exerted on the side gears by the idler gears shows that the torques will be equal.ReferencesTamiya Planetary Gearbox Set, Item 72001-1400. Edmund Scientific, Catalog No. C029D, itemD30524-08 ($19.95).C. Carmichael, ed., Kent's Mechanical Engineer's Handbook, 12th ed. (New York: John Wiley and Sons, 1950). Design and Production Volume, p.14-49 to 14-43.V. L. Doughtie, Elements of Mechanism, 6th ed. (New York: John Wiley and Sons, 1947). pp. 299-311.Epicyclic gear. Wikipedia article on epicyclic trains.Sun and planet gear. Includes an animation.英文译文介绍Tamiya行星轮变速箱由一个约 10500 r/min,3.0V，1.0A的直流电机运行。
车辆工程外文翻译-汽车主减速器
车辆工程外文翻译-汽车主减速器汽车主减速器汽车主减速器是指连接传动轴和差速器的动力传输系统的一部分。
它的功能是将传动轴传输的动力方向转换90度，传递到驱动轮轴。
同时，它提供了传动轴和驱动车轮之间的固定速比。
GEAR RATIOThe gear。
of a final drive is the。
of the number of teeth on the ring gear to the number of teeth on the XXX at the wheels。
but will also result in lower top speed。
A lower gear。
will provide less torque at the wheels。
but will result in higher top speed.齿轮比汽车主减速器的齿轮比是环齿上齿数和小齿轮上齿数的比率。
这个比率决定了传递到驱动车轮的扭矩大小。
更高的齿轮比将提供更多的扭矩，但也会导致较低的最高速度。
更低的齿轮比将提供更少的扭矩，但将导致更高的最高速度。
TYPES OF FINAL DRIVESThere are several types of final drives。
including the hypoid。
spiral bevel。
and worm gear final drives。
The hypoid final driveis the most commonly used in modern vehicles。
as it provides a high gear。
and is XXX final drive is commonly used in high-performance vehicles。
as it provides a XXX。
The worm gearfinal drive is rarely used。
蜗轮蜗杆减速机外文文献翻译、中英文翻译
外文原文Worm gear reducer:Worm gear reducer is a power transmission mechanism, the gear speed converter, the motor ( motor) mechanism reducer to rotation number, and get greater torque mechanism. In the present is used to transmit power and movement of the body, reducer application scope is quite widespread, in almost all kinds of mechanical drive system can see traces of it, from the transport ship, automobile, locomotive, used in construction of heavy machinery, industrial machinery used in the processing equipment and automated production equipment, daily the common life of the household electrical appliances, watches and so on. Its application from the large power transmission, small load, accurate angle transmission can see reducer application, and in industrial applications, with speed and increase torque of reducer function. It is widely used in speed and torque conversion equipment. The role of main reducer:1) Speed down while increasing the output torque, output torque in the proportion of motor output by reduction ratio, but should not be beyond the rated torque of reducer.2) speed while reducing the load inertia, inertia is reduced as the ratio of square. We can look at general motors have a inertia mathematical.Worm gear reducer classification:Main models: WP series worm gear reducer, WH series worm gear reducer and CW series worm gear reducer.WP series worm gear reducer including WPA/WPS/WPW/WPE/WPZ/WPDWH series worm gear reducer including WHT/WHX/WHS/WHCCW series worm gear reducer including CWU/CWS/CWORV series worm gear reducer including RV/NMRV/NRVWorm gear reducer and analysis of common problems:1、Reducer heating and oil.2、Worm gear wear.3、The small drive gear wear.4、Worm bearing damage.Reducer heating and oilIn order to improve the efficiency, the worm gear reducer are commonly used nonferrous metals do worm, worm is a hard steel. Due to sliding friction transmission, operation will produce more heat, so that the reducer parts and sealed between thermal expansion differences, resulting in the mating surface to form a gap, lubricating oil temperature due to the increase of thinning, easy leakage. The reasons for this are four points, one is a material with unreasonable; two is the meshing friction surface of poor quality; three is a lubricating oil additive amount of choice is incorrect; four is the assembly quality and the use of poor environment.Worm gear wearWorm gear generally use the tin bronze, paired worm material45 steel hardened to HRC4555, or 40Cr hardened HRC5055after worm grinder grinding to the roughness Ra0.8μ M. Reducer when normal operation wear very slow, some speed reducer can be used for more than 10 years. If wear faster, it is necessary to consider the selection is correct, whether overload operation, as well as the worm gear materials, assembly quality or environment of use and other reasons.The small drive gear wearGenerally occurs in the vertical installed speed reducer, the main and the lubricating oil quantity and oil varieties. Vertical installation, easy to cause inadequate lubrication, reducer stops running, the motor and the speed reducer transmission gear oil gear loss, due to lack of lubrication and protection. Starting gear reducer, due to the lack of effective lubrication cause mechanical wear or damage.Worm bearing damageWhen a failure occurs, even if the reduction box has good sealing, is often found inside the reducer gear oil to be emulsified, bearing rust, corrosion, damage. This is because the reducer after running for a period of time, gear oil temperature andcooling of the condensation of water mixed with water. Of course, also with the quality of bearing and assembly process is closely related to.Solution method:1、ensure the assembly quality. Can be purchased or made some special tools, removing and installing reducer parts, try to avoid using a hammer and other tools percussion; replacement gears, worm gear, try to use the original accessories and replaced in pairs; the assembly when the output shaft, attention should be paid to tolerance; to use anti-sticking agent or red lead oil protection hollow shaft, to prevent wear rust or scale with the area to remove, repair.2、the selection of lubricating oils and additives. The worm gear reducer is generally used on220# gear oil, heavy load, frequent start, use of the environment of poor reducer, and can use a number of lubricating oil additives, so that the speed reducer in stops running gear oil is still attached to the gear surface, forming a protection film, prevent the heavy load, low speed, high torque and at the start of direct contact between the metal. Additives containing ring modulators and a leak resistant agent, so that the seal ring to maintain soft and elastic, effectively reduce the oil leakage.3、reducer installation position selection. Location permits, try not to adopt vertical installation. Vertical installation, lubricants added more than horizontal installation, easy cause reducer heating and oil.4、establishment of lubricating maintenance system. According to the lubrication work" Five " principle to the reducer maintenance, do each and a reducer are responsible for regular inspections, found that rising temperatures significantly, over 40 ℃ or temperature exceed 80 ℃, oil quality decline or oil found in more copper and to produce abnormal noise and other phenomena, should immediately stop using the, timely maintenance, troubleshooting, replacement of lubricating oil. Come on, should pay attention to oil, ensure the reducer to get the correct lubrication.Worm gear reducer of national standards:TP type planar enveloping hourglass worm gear reducer ( JB/T9051-1999)CW series worm gear reducer ( JB/T7935-1999)ZC1 type two stage worm and gear - worm reducer ( JB/T7008-1993)SCW shaft mounted circular cylindrical worm reducer ( JB/T6387-1992)RV series worm gear reducer ( Q/MD1-2000)WD cylindrical worm reducer ( JB/ZQ4390-79)CW series worm gear reducer ( GB9147-88)WH series worm gear reducer ( JB2318-79)The planar enveloping hourglass worm gear reducer ( ZBJ19021-89)Circular cylindrical worm gear reducer ( GB9147-88)Cylindrical worm gear reducer ( JB/ZQ4390-86)Worm gear reducer common problem analysis: gear - worm gear reducer is a kind of compact structure, large transmission ratio, under certain conditions, the mechanical transmission with self-locking function. Convenient installation, reasonable structure, have been more and more widely applied. It is in the worm gear reducer input to add a bevel gear reducer, constitute the multistage reducer can obtain very low output speed, than the single stage worm reducer has higher efficiency, and small vibration, low noise and can.The new repair method for worm gear reducer:Aiming at the problem of traditional wear, enterprise solution is welding or brush machine repair, but there are some drawbacks: welding high temperature thermal stress can not be completely eliminated, causing material damage, resulting in part to bend or break; and brush plating by coating thickness limit, easy peeling, and above two method is with metal repair metal, can not change the " hard on hard" relations of cooperation, in the comprehensive role, will cause wear again. For some large enterprises are often unable to the scene to solve the bearing, but also rely on outside repair. Contemporary western countries to solve the above problem using polymer composite materials repair method, which is widely used in the United States for technology products, it has strong adhesion, excellent comprehensive properties such as compressive strength. Application of polymer materials to repair, can be disassembled for machine processing. Welding thermal stress thickness effects, repair is not limited, at the same time products with metal materials do not have concessions, can absorb the shock and vibration equipment, avoid to wear again possible, andgreatly prolong the service life of the parts of equipment, for the enterprise to save a large amount of downtime, create enormous economic value. While the leakage problem, traditional methods to remove and open gear reducer, replacing the gasket or sealant has been applied, not only time-consuming and laborious, and difficult to guarantee the sealing effect, the operation will be again leakage. The polymeric material can be on-site management leakage, material has excellent adhesion, resistance to oil and350% of the tensile strength, overcome the vibration impact, very good for enterprises to solve the leakage problem of reducer.Installation notes:Mounted on the worm gear reducer must be firmly installed on the machine, not to loosen the phenomenon. This process must confirm the reducer turning right or not, then can continue the installation operation. Reducer can not be placed too long, more than 3to 6 months, but oil is not immersed in lubricating oil in it, that user to replace the oil seal reducer. Please follow the speed reducer using codes, standard working environment temperature is -5degrees to 10 degrees, if it exceeds the rated value, please contact the Dongguan city machine reducer Limited company technology department. Reducer is usually associated with a deceleration motor or motor supporting the use of, so we must improve the radiating device and ventilation device, and to maintain the normal operation of. After installation, use, must first check lubrication oil level, not to get the load to the highest, propose a gradual increase, recommended in the worm gear reducer installed around the periphery of the protection device.HW series worm gear reducer1、Overview:HW type straight outline hourglass worm reducer ( JB / T79361999) because of the Toroid Worm, the worm axial profile is straight, it called for Globoid Worm ( also known as spherical worm ), and various other worm reducer for the same space, crossed-axes gear drive, bearing capacity and transmission high efficiency, suitable for heavy load, large power, large torque transmission, such as metallurgy, mining, lifting, transportation, petroleum, chemical, construction and other machinery andequipment drive. Including HWT, HWB type two types. Working conditions: input, output shaft turn angles for the 90*, worm speed not exceeding 1500r ' / min, worm intermediate plane circle sliding speed of not more than 16m / SL worm shaft can be positive, reverse running t working environment temperature for40℃ - 40 ℃. When the environment temperature below0℃, before the start of the lubricating oil must be heated to 0℃, or using low solidification point of the lubricating oil; higher than 40℃, the cooling measures must be taken to.Model1、A worm in the worm gear on type HWT casting machine body and a machine cover straight outline hourglass worm reducer.2, HWB type a worm in the worm gear casting machine body and a machine cover under the hourglass worm gear reducer.RV series worm gear reducer1、OverviewRV series worm gear reducer is according to Q/MD1-2000quality standards of design and manufacture technology. RV series worm gear reducer in accord with the national standard GB10085-88cylindrical worm gear parameter foundation, absorbing domestic and foreign advanced technology, unique novel" square box type" box shape structure, beautiful appearance, with high-quality aluminum die-casting alloy. RV series worm gear reducer has been widely used in all kinds of industry production process equipment mechanical speed reducer, is the modern industrial equipment realize high torque, low noise, high speed stable mechanical drive control device is the best choice.2、Technical parametersPower: 0.06KW ~ 7.5KW torque:2.6N ·m～2379N ·MTransmission ratio:7.5-1003、features1, the advantages of compact structure, small volume, high efficiency small shape; 2, good heat exchange performance, fast heat dissipation;3, simple installation, flexible and nimble, superior performance, easy maintenance;4, stable running, small noise, durable;5, the use of strong, high safety and reliability,4、The use of maintenance requirements1、when installed on the output member please do not exert pressure, box, please meet the mechanical and the speed reducer is connected between the concentricity and verticality requirement.2、Reducer initial run to 400 hours should replace oil, later changing period of approximately 4000 hours.3、the reducer box body should retain sufficient amount of lubricating oil, and regularly check.4、pay attention to maintaining the speed reducer with clean appearance, the timely removal of dust, dirt to facilitate heat dissipation.中文译文蜗轮蜗杆减速机：蜗轮蜗杆减速机是一种动力传达机构，利用齿轮的速度转换器，将电机（马达）的回转数减速到所要的回转数，并得到较大转矩的机构。
商用车辆传动系统的概念—变速器对燃油消耗、噪声和舒适性的影响情况外文翻译本科学位论文
Concepts for Commercial vehicle Drive Trains——Influence ofTransmission on Consumption,NoiseLevel and Comfort[Abstract]The transmission has a considerable influence on fuel consumption noise level and com fort with in the vehicle d rive train. The selected examples taken from the ZF product rang show several transmission types in typical vehicle applications. The power weight ratio of current transmissions was considerably improved in all area s in comparison with previous versions. Improvements concerning noise levels and demands for higher comfort have become even more important. The fore fully automatic transmissions will achieve a larger share of the market. In the future, alternative drive train concepts such as electric wheel drives used in city buses will enhance the drive train product range. Key words: Commercial vehicle Transmission Fuel consumption Noise level ComfortIntroductionFour important aspects will determine commercial vehicles of the future: ·Legislation (exhaust gasese /noise/ accident Prevention ) ·Different customer requirements (number Of variants ) ·Globalization of production and sales·Technologies, inparticular transmission technologyIn addition to the key engine developments with the object ive of satisfying the exhaust gas standards defined in EU Euro and EU Euro IV, the optmium configuration of the drive train is of → Diesel engines remain predom inant●Wider consumption characteristics curves●Torque levels of up to 3000Nm in the future→Comfort requirements as in passenger car●Reduction and harmonization of shift forces●Increased: automatic transmissions with optimum adaption to the combust on engine●M inmi ization of fuel consumption,emissions●Reductionin number of gears from 16 to 12 or less→Electrical drive technology in city buses●A lternatives to mechanical drive train●Hybrid concepts, battery run buses●Fuel cell vehicles at test stageends in commercial engines decisive importance here.The following trend sare therefore indicating the future for new commercial vehcle developments on the drive train:·Individualisation with full utilization of the modular system ·Economic viability through use of light const ruct ion, drive train optimization and improved efficiency as well as reduction in maintenance costs·Environmental compatibility through use of conservation of resources and extensive recycling options for all materials used·Electrical and electronic units used more in all drive train areas ·Safety optmiization measures through the use of system solutions incorporating all key active elements such as AB S,ESP and total drive train feedback cont rol and brakem anagem en t,includ ing the use of retarders.Several e xamples will now be used to demonstrate the transmission’s influence on co st savings, fuel consumpt ion, noise levels and com fort with in the overall drive train.This will then be supplem ented by aprediction of future developm ents for the drive train.Drive train conf igurationThe basic version of a commercit ra in w ith d iesel engine (with directfuel in jection), multigeared transmission and single or doubleratio drive axles has not changed in the past few decades.As far as the engine is concerned, the dieselengine will remain the main source of drive in the foreseeable future due to its many advan tages (including: good use of primary energy, high power weigh tratio for the engine and fuelac cumulator, high level of reliability).A n extension of the fuel consumption characteristics curves goes hand in hand with a far reaching increase in the max imumeng inetorque. The main operating range of the engines used for heavy duty trucks is currently at to rque levels of 1500-2000 Nm, it is how ever expected that engines will have to rque levels of 3000 Nm in the foreseeable future(F ig.1).The mim inization of fuel consumption and a reduction of emissions will represen t a key task in engine developm entin the near future. Sign if icance of the transmissionIn addition to the developments indicated with regard to the engine, the transmission must however beviewed as the second, essential element of the drive t rain.A harm on iousbeing, which can handle all drive situations,can only be created through interact ion of these two units. The transmission must satisfy the following requirements if it is to be an adequate partner for the engine:·simple operation·few losses·compact dimensions·low weight·high levels of reliability·service life·low costsThe transmissions have a sign ificant influence on the vehicle characteristics.One glance at F ig.2 indicates the great number of requirem entsplaced on the transmissioin.If you look at the different assessment criteria for road vehicles, it becomesclear that all systems produced, including thealvehicle drivehe drive train is of transmission a recertainly always depicted with a weighted optimization because some criteria require conflicting solutions.In com parison to passenger cars, the absolute priority for commercial vehicles is to earn money.A s a very general rule, you can say tha t the requirements of modern vehicles are increasing and that comfort requirements are directing them selves more and more towards the standards usually applied in cars. Commercial vehicles have very different tasks and areas of application (F ig.3).When considering buses, city and line buses should be mentioned on the one hand as should (long-distance) coaches on the other hand.The area of application for trucks extends from the light-duty class (local delivery trucks) through medium-duty classes to heavy-duty long-distance haulage trucks.Const ructioinsite and special vehicles or even municipal vehicles can also be added to this list.When all these types of application are combined with the engine rating installed and the special customer requests, they characterize the requirements placed on the tranSmission. Anumber of tranSmission variants are currently available for road vehicles.According to Fig.4, aninitial dist inction can be made between multiratio transmissions and continuously variable transmissions.When dealing with multiratio transmissions, one should consider the group of manually shifted transm issions with constantmesh, synchromesh or servo shift system as well as the group of automatic transmissions, where a dist inction is made between powershift automatic units and automated shift units.The continuously variable transmissions extend from mechanically continuously variable transmissions (chain/belt and /orto raidal transmissions) through hydrostatic units to electrical drive trains withvarious characteristics.A n additional dist inction can be made with mutli-ratio transmissions as to the type of shift system, where gear shifts are either undertaken with or w ithout an interruption to traction. All continuously variable transmissions have one common feature: the ratio can be adju without any noticeable interruption to traction. The requirements placed on the transmission in the various areas of applicatio indiffer greatly.A differentiated prioritization of criteria (refer to Fig.2) thereby results in an individual preference for certain transmissions types in the individual segments.On the whole, you can say that as in the past, manual transmissions continue to dominate in trucks where emphasisis placed on costsavings, fuel consumpt ion and efficiency rather than comfort.In in stances where comfort plays a decisive role, such as in city buses with frequent stopping and starting operations, preference is given to powershift automatic transmissions.Fully automatic transmissions,which stemfrom manual transmissions,at tempt to combine the advan tages of favourable efficiency with a satisfactory degree of shifting comfort.The requirement for comfort and easyer operation is however currently becoming increasingly important (refer to F ig.1).A s far as the transmission is concerned, this means both areduction and harmonization of shift forces in manually shifted transmission as well as an increasing interest in automated transmissions with in the drive train with an optimumadaptation to the combustion engine.Furthermore, a reduction in the number of gears (from 16 to 12 o r 10 gears) can also be seen, in particular in drive train concepts with engine management.Wherea selectrical drive concepts remain the preferred option in all special applications in trucks, important activities should be noted in the bus field, especially with regard to city buses.The generallyintroduced low floor technology is not the sole initiator of this development.The work consists of finding a lternatives to the standardm echanical drive train by means of a characteristics curveoptimized method of operating the diesel engine using hybrid concepts.Furthermore, alternative sources of energy such as batteries,catenary wire operation,but also fuel cells are also a lready being tested.The follwing information uses selected examples to indicate the extent to which thesvarious approaches affect fuel consumption, noise level and comfort.Fuel consumptionThe general formula for calculating the fuel consumption is well known from analysis of the lognitudinal dynamics of road vehicles taking into account the different levels of drive resistance and engine and /or drive train characteristics:The transmission with in the drive train directly and indirectly influences the fuel consumptionvia·vehicle massm·transfer efficiency of the drive train η·specific fuel consumption be (refer to Fig.5)Measures undertaken on the transmission include weight reduction, improved efficiency and assistance in the optimum recording of the fuel characteristics curve.In view of the fact that the transmission makes up a relatively low proportion of the total vehicle mass, measures to reduce weight can of course only improve the overall situation.Despite this, considerable results could be obtained using specific developments regarding gear technology, the continuous use of a luminium a lloys as housing material and far reaching calculations for dynamism and strength.In the case of Eco lite transmissions (used e.g.in local delivery trucks),all these measures have resulted in an inerease in the power weight ratio of 38%with in 9 years 38% (F ig.6).As in the past, more performance is requiredof heavy-duty trucks.This represents a challenge for ZF: to also be able to supply transmissions perfect for vehicles with 600 bhp engines and to rque levels of up to 2700 Nm.Typical areas of application for these transmissions are both long distance travel and well as harsh off road operations and heavy-duty tran sportation vehicles, in which the ZFTran smatic, a combination of the ZF-Eco split transmission and a to rque converter clutch (W SK), are used.System aticoptimization steps by means of FEM calculations, component and test riginvestigatons, special gear grinding procedures, gear conrections to contend with hig to rque levels together with high quality materials for gears and bearings as well as improved lubricants have resulted in the ZF-Ecosplit 16 S 251(F ig.7), the worl d’s most powerful synchromesh transmission.The length and weight only had to be increased slightly as a result of the up graded technology.When compared with the first generation of the Eco split range, we have managed to increase the power-weight ratio of the Eco sp lit t ran sm ission by approx.75%.(F ig.8).F ig.8 also shows the new fully automatic A S T ronic transmission (F ig.9), which has once again brought about an inerease in the power-weight ratio.The A S-T ronic transmission is an automatically shifted transmission system based on a robust, mechanical transmission.The basic transmission is engagedusing constant mesh and does not have synchromesh, the engine /transmission shaft speeds are a ligned in the main transmission during shift s with input from the EDC engine and transmission brake.The very good power-weight ratio is achieved not least thanks to the complete in tegration of the clutchplate, the shift module with in tegratedtransmission electronics and the ZF-intarder.If required the transmission can also be operated in semiautomatic mode (manual gear slection).Extremely cost-effective driving is however available, especially to the average driver, through the use of the fully automatic mode together with the ZF shift strategy.In addition to the fuel saving (on average 3%) in automatic mode, the A S-T ronic transmission results in another sign ificant operating cost saving since driver training is no longer required and as clutch service is no longer required due to a shifting method which conserves the clutch and other advantages resulting from the long service life(F ig.10): Sign ificant progress has also recently been made in the development of oil (F ig.11).Where a sat the start of the 1980s, an oil changemade in Eco split transmissions every 80000km, acurrent mileage of 300 000 and in the future 500000 km can be attained thanks to the progressive formulation and add it ives used in the lubricants.A t the same time, the object ive for Ecom at bus transmissions is to use synthetic A T F to extend the oil change in terva ls from 30 000 to 1200000 km.The total cost for the operator can be halved despite the fact that the lub ricant is expensive since savings can be made in the filter, disposal of used oil and payroll costs(F ig.12)No iseSince the introduction of the ZF-Ecosplit transmission, the housing and the gears of the basic transmission and splitter group have been designed in a noise optimized manner.Helical gears are now state of the arttechnology in the spur gear stages of modern truck transmissions used to reduce the level of noise.The transmission has therefore contributed neither subjectively nor inameasurable manner to the vehicle noises in gears 9 to 16.In order to provide the driver and environ ment with the same level of comfortable noise, even in the lower gears, in which theplanetary g roup(GP)increases the ratio,a techn ical vibration optimized helical gear was even developed for the GP.Another milestone in the reduction of noise in the ZF-Ecosplit family was attained with the introduction of the helical multi ratio GP.Depending on the operating conditions, the pure GP noise has been reduced by up to 18 dB and the transmission noise in the low ratio range by up to 10 dB.T here is hardly any scatter in the noise level thanks to the high quality of the ground gears.As is shown in the noise comparison measured on testrig (F ig.13), the ZF-Eco split transmission now has the same positive noise characteristics in the lower gears as it already had in the upper gears.The transmission no longer makes any sign ificant contribution in the vehicle to the overall noise level.F ig.14 clarifies this by displaying the measurement for drive by noise for transmissions of the Ecosplit range and the newly developed A S-T had to betedronic transmissions.ComfortAn increasing level of comfort, similar to that to which car drivers are accustomed, is also expected in commercial vehicles.Different approaches are pursued here for the different transmission types.In the past, emphasis was placed on significantly reducing the shift forces in manual transmissions (synch romesh) by means of continual further developments to the synchronizer units, such as short stroke and dualcone synchronizers.A further increase in comfort was attained through the development of a shift aid,the integrated ZF-Ser-voshift(F ig.15): A comparison between ZF-Eco split transmissions with and without Servo shift shows the success of this development (F ig.16).When without the Servo shift:·there is a very small difference in shift forces between the various shifts·the force required is usually halved·the shift stroke is reduced from approx.130 mm to 80 mm·the air in the servo cylinder smoothes peak power ratings; since there is nomechanical connection between them anual and sliding sleeve, this results inavery uniform shift process which feels subjectively pleasant ·other shifting principles can be retained Car shift force levels can therefore be attained in trucks and the driver enjoys considerable shifting relief and increased comfort.In the future, transmissions in long distance buses and coaches will also be equipped exclusively with shift servos to enable the shift comfort to besign ificantly improved in such vehicles.An additional component responsible for the increase in comfort is certainly the ZF-intarder, designed to represent the secondary retarder, specially in commercial vehicles with greater tonnage and higher speeds.T he strengths of this component lie in the upper speed range.Aprimary retarder is, on the other hand, usedin Ecom at bus transmissions (F ig.17) and its strengths can be seen in short cially at speeds of less than 30km/h.There the braking force of the primary retarder is multiplied by the transmission rat io.In the past it was common practice for additional systems to be activated by the driver when necessary.The current development trend however is tending towards a lower level of driver intervention to ensure that the systems are used in the best manner possible.The electronic incorporation of the retarder into the braking system of the commercial vehicle can for example relieve the driver of the decision as to whether activating the zero-wear (retarder) brake is sufficient or whether the service brake is required.Furthermore, different electronic systems, such as the Tempomat and Bremsomat can also be linked.T his mainly result sinim proved safety andincreased levels of comfort, but more especially the driver can therefore concent rate on his main taskassessing and evaluating the traffic. The fully automatic ZF-A S-T ronic transmission mentioned above has of course made a significant steptowards relieving the driver with regard to comfort a spects.The ZF strategy of doing without the clutchpedal (2 pedal techno logy) a lreadyp rovides the driving ambience to which drivers are accustomed in automatic car transmissions.Other advantages are the rapid, automatic shifts, and electronic failsafe mechanism to prevent incorrect operation and optimum drive strategy.The driver can change from automatic operation at anytime and thereby take over comm and of his vehicle.The simple operation,which is rapidly learnt, ensures that even when drivers change over, the driver and vehicle become at tuned to one another in a shorter period of time.The benchmark with regard to shift comfort is certainly the powershift automatict ransmission such as the ZF-Ecom at (F ig.17).The modified, electrohydraulic control unit used in these transmissions, with CAN in terface to adapt to the Eu ro 2 and Eu ro 3 standard engine technology, results in optimized, uniform shift comfort a further improvements in cost effectiveness.The futureHow great a role will alternative drive train concepts play in commercial vehicles? Fig.18 once again shows the current status of transmission systems and a dist inction is made between areas of application.The manual transmissions represent the lion’s share of all transmissions for both trucks and buses.Automatic transmissions with automated shift systems such as the ZF-A S-T ronic transmissions have already entered the market for trucks on long distance operations as well as for coaches and will immediately represent 50%of transmissions here. Anoticeable increase of such transmissions is however also expectedinconst ruction site vehicles and special vehicles.The same also applies for small trucks on local delivery runs.The greatest number of powershift automatic transmissions are found in city and long-distance buses and coaches.Wherever a high level of comfort is demanded, these transmissions are the only possible answer.In the future, continuously variable transmissions could however be active here, especially where comfort is concerned.The use of an electrical transmission may represent interesting potential for city buses (F ig.20).ZF has proven the feasibility of electrical drives in city buses for line operations with its first version of the EE-Drive 1.The experience gained from line operations has indicated the direction in which developments must be made.The keyissues are a powerful electronic unitsuitable for commercial vehicles as well as even better drive engines integrated in the axle.ZF has worked on different projects (battery, electrical diesel, trolley, hybrid, fuel cell) and can say, on the basis of this experience, that a large market will only be reached when the fuel cell attains the objectives set for it.Today,it is believed that all other applications will remain niches.The development of the ZF-EE-Drive is therefore targeted towards the development of the fuel cell and to political parameters.The niches should however be served on the basis of a large market.Technologically speaking, the wheel hub drive with in a system approach has once again proved to be the right solution.ZF is currently attempting to be able to supply a wheel hub drive capable of volume production in the year 2005.Expertise in the electronic tehcnology for drives, control units and axles represents a good chance for electronic drives for buses.Finally we can say that drive technology is facing a demandingchallenge.The technologyof power transfer in road vehicles will remain attractive and exciting the future.附录2：翻译：商用车辆传动系统的概念——变速器对燃油消耗、噪声和舒适性的影响1．引言·未来商用车辆的重要特征是:·合乎法规(废气排放、噪声、安全)·满足不同用户的需要(各种变化)·全球生产和销售·技术先进,特别在变速器技术方面另外在开发满足欧3和欧4排放标准的发动机关键技术中,优化传动系统配置是一重点。
减速器英文资料及翻译
英文原文:Mineral product monorail reduction gear synopsis1what is reducerReducer is a dynamic communication agencies, the use of gear speed converters，motor rotational speed reducer to the Rotary to be few，and have greater torque institutions。
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1.2 The type of reducerGeneral helical gear reducer has reducer （including parallel shaft helical gear reducer，a worm reducer, bevel gear reducer, etc。
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内容列表可以在数据库中查询机电一体化期刊主页: / locate/mechatronics机械传动性能对于发动机减速器的选择的影响H. Giberti a,*, S. Cinquemani a, G. Legnani baPolitecnico di Milano, Dipartimento di Meccanica, Campus BovisaSud, via La Masa 34, 20156 Milano, Italyb UniversitàdegliStudi di Brescia, Dipartimento di IngegneriaMeccanicaedIndustriale, 38 via Branze, 25129 Brescia, Italy文章历史：2009年10月20日2010年6月10日关键词：电气伺服电机最佳传动比电机和减速机配对机械传动效率摘要本文阐述机械效率和传动惯性对电机负载耦合的影响。
通过描述电机性能的参数，电力需求以及机械特征对电机传动耦合的影响来研究通用机各元素之间的关系。
这些相互影响的知识使用严格的分析方法去选择点击减速器单元，同时鉴别这个问题的边界条件。
为正确选择电机提供建议，理论讨论通过图标阐述可以评论电机和传输功能对电机性能得影响，并为设计者建议所有可能的配对。
○2010爱思唯尔有限公司保留所有权利。
1介绍对于伺服电机，选择需要处理动态负载的电机与选择电机的传动系统有密切关系。
此操作，事实上受限于电机的工作范围以及由电机（通过它的转子惯量M J ）和减速器（通过它的传动比τ,机械效率η,惯性矩T J）间接决定的大量约束。
本研究旨在验证这些限制。
对于如何确定电机和给定负载的传动系统之间的合适配对，一些作者已经做出了阐述，不同的方法已被提出，但这些方法，至少在选择的初始阶段忽视了一些与接卸传动性能相关因素的重要影响。
在这些过程中，视传动系统为一个理想系统，在这个系统中忽略能量的损失，就像忽略传动系统自身的惯性的影响一样。
只有在选择齿轮电机和减速器可以正确的证明能够保证解决方案的准确性。
当然，如果检查结果给出相反的结论那么就要重新选择电机和传动系统，整个过程都必须重新在执行一遍。
某种选择齿轮电机的方法已经在Pasch 和Seering 中给出，该方法可以确保系统的最大加速的同时减少某种特定运动规律的执行时间。
本文介绍了所谓的惯性匹配问题，展示了负载的惯性和电机自身惯性共同施加于电机轴上，点击能够达到的最佳性能。
在近年来这一目标的实现已成为大多数成熟的选择程序的基础。
在Cusimano 中，对于驱动纯惯性负载的电机，选择减速器单元时证明电机最佳的传动比是能够最大限度的降低点击的均方根转矩是的传动比，就像电机的均方根转矩一样。
然而，由于所选电动机的惯性矩不同，最佳传动比也不同。
因此，这种选择电动机减速器单位的程序是迭代的，由此产生一种可以最大限度的接近传动比理想值得方法。
同样Chen and Tsai [3]将惯性匹配的概念扩展到【 】系统,提出在装连齿轮的自动化机械装置中评价最佳传动比的程序在Van de Straete et al. [4]已经将选择具有永久磁性和减速机的减速同步点击所需要的程序展示出来，作者采用规范化转矩，速度，传动比将负载从电机的特征分离出来，凭借这种正常化，对于标准电机（21[ m ]M J kg ）的模拟同样适用与其他电机。
在 Van de Straete et al. [5]中相同的程序适用于所有类型的伺服电机。
提出一个有趣的问题。
轨迹优化是的一能够被计算出来，同时可以计算出可变的传动比对机械性能的影响。
其他请作者一正是着手研究选择电机减速单位的程序，试图从一开始就与将机械传动效率有关的不可避免的能量损失考虑进去。
发表在Legnani et al. 为每个是受电动机定义性能指标，并将他与系统典型负载相比，并将他与系统典型负载相比而且可以和使用的传动类型合理的结合在一起。
I 在Roos et al.中假设所有可用的传动系统有着相同的性能和机械性能东都相同，这个近似值被用于选择的过程中。
然后，将于备选的传动系统的实际机械效率相比较。
最近，关于电机减速器耦合的深入讨论发表于Cusimano ，然而，理想的程序是将传动系统视为一个理想系统，系统的能量损失在随后检查。
然而，没有一项研究深入涉及传动效率和惯性对电机减速器尺寸的影响，尤其是忽略了惯性匹配问题。
他们仅在选择好点集合传动系统以后采做必要的检查。
本文的目的是突出考虑惯性和机械效率的影响，以及优化点击减速器耦合式需要考虑的涉及参数，而不是在最后选择阶段进行检查而产生的微不足道的影响。
2电机，负载和他们之间的耦合自动化机械通常是一个复杂的系统，可以实现某种特定的工作。
不考虑机械的类型，它可以分简单子系统，每一个系统都只在一个自由度下工作同时它包含三个关键要素：电机，传动系统和负载。
负载的特性可从机械的任务全部知道，而电机和传动系统的性能知道被选择后采知道，表1描述了在图中使用的符号。
2.1。
电机无刷地电机实在自动化领域使用最为广泛的电动执行器，他们的工作区域可以近似的分成连续工作区域(被电机额定转矩分隔)和动态工作区域（被电机最大转矩,max M T 分隔）。
通常，电机的额定转矩随着电机的速度M ω由,c M N T 到,M N T 而缓慢的减少。
为了简化额定转矩的卞华趋势，采用一种严谨的方法，它通常被视为固定不变的，其值等于,M N T ，所允许的最大值,max M ω为，而,max M T 从定值M ω减小，电机的最小转矩(,M N T )被定义为电机在不过的热情况下无限时间内都能提供的转矩，它可以从生产商提供的产品说明书上查到。
相反，最大转矩,max M T 的变化趋势很复杂，取决于很多因素，由于这个原因它很难用一个公示表达。
表1术语。
符号说明图2。
简化的速度/扭矩曲线的一个共同的无刷电机。
在工业应用经常出现，机器的工作在是周期性期间a t内，且a t远小于电机的热时间常数。
一旦任务已经确定，，如果存在这样的传动比，则电机的工作条件则是可行的：电机可以达到的最高转速（）；大多数的物理意义[4 ] :可以施加的最大转矩，这些限制可以表示为：T对传输系统的选择系统的传速比τ传动效率η和惯量T J 。
通常选择电机时将系统看成一个理想系统，忽略能量和惯量的损失。
(η=1,T J =0)然而，现实的传输系统必须考虑不可避免的能连损失，评价他对点击减速器耦合的正确尺寸以及电机的最终性能。
一般的，传输系统很复杂，很多因素导致能量损失，我们将把它们考虑到传动系统的机械效率η中，η被定义为系统输出功率(out W )与输入功率(in W )的比值或系统【】定义：其中in T ，in ω，out T ，out ω被定义为系统的转矩和角速度的最大值和最小值，字母μ被定义为力（或力矩）的倍增因子传动系统内损失的能量是系统输出的转矩减小，事实上，在理想的情况下，力倍增因子μ=1τ-，当η≠1时μμ'<，此时，当传动系统输入相同的转矩时，输出的转矩也随之减少（out out T T '<）我们定义M W 和L W 为传动系统的输入输出电流，当电流从点击传递到负载，也就是说电机工作在正向能量传递状态，否则，就工作在反向能量传递状态，一句机器的工作模式，传动系统功率损失可以用两个不同描述机械效率的符号d η和r η来表达。
其中：3 机器的数学模型机器的功能可以被描述为不断地保持能量平衡，能量正向传递时机器的功能可以描述为：当能量反向传递是，机器的功能可以描述为：等式（9）（10）可以写成其中是作用于传动系统输出轴上的所有转矩。
为了满足这些不同的条件，一般机械效率函数在【】介绍，它被定义为其中η，d η，r η为常数。
在能量反向传递状态下，1η>。
注意这并不对应功率增益，但可以方便统一两个工作条件的公式（正反向能量传递），事实上，再这种情况下有效效率1/1d ηη=<。
当在工作循环内，能量传递方向主要是正向或是反向，使用在公式（14）中被引用的符号，均方根的跟可以表达为：如果能量流动的方向在工作循环内发生改变将不可能选择合适的η值，公式（15）将不再有效。
在这种情况下，任何单独的工作的周期都必须分析检查两个条件中的任何一个是否可以合理采纳（公式（9）或公式（10）），例如在纯负载（0L T =）条件下我们有：同时正向能量传递的公式也可以被采纳。
当负载主要是反抗性质的（）,在这种情况下，公式（4）的条件变为：对于纯惯性负载公式（13）可以写成：公式（16）变成：即Yd 和Yr 被定义为时正确的而且比1小，这是真的。
4 选择传动系统对于每个电机条件（1）（4）（5）可以表示为对可接受传动比的限制。
传动系统的想能不仅可以用减速比表示而且可以通过机械效率和其转动惯量表示。
本文分析了在合适的传动比τ条件下，这些因素怎样影响这些条件.4.1对可实现的最大转速的限制因为每一个电机都有一个可以获得的最大转速,max M ω，传动比kin τ可以被定义为系统传动比的最小值，其低于系统不能达到的所要求的速度：为了保证所需的性能，施加于系统的最小速度的条件可以改写成最小齿轮比kin τ。
公式（1）变为：【】4.2均方根转矩的限制公式（17）可以引入两个符号：加速度因子【】 描述电机的性能，负载因子：定义工作所需的性能。
两个因子的测量单元为W/s 。
系数α由与电机相关的参数专门定义，因此，他不取决于机器的工作任务。
对于每台机器的α值可以通过从生产商的产品目录中收集信息计算得到。
事实上，他应该被印在产品目录中。
从而在这个标准基础上，提供了一种市售电动机的分类方法，另一方面，系数β仅取决于工作条件（施加的负载和运动规律）同时也是定义系统所需能量的一种措施。
引入α和β公式（17）变为：因为括号里的符号通常是正的或无效的，负载因子β代表公式(22)右侧表达式的最小值，这意味着电机加速因子α必须比系统负载因子/βη足够的大，这样不等式(17)才能成立。
如果/αβη>在一定范围的有用传动比可以用于求解四次不等式： 不等式(23)有四种不同的解决方案，由于旋转地方向不重要，仅考虑τ的正值在合适的传动比范围内包含最小传动比min T 和最大传动比max T ，这是不等式（4）表示为当选择了合适的传动系统，施加于公式（22）的约束变得不在多，传动比τ是括号里的符号无效。
在一个理想的传动系统（201,T J kgm η==）中，我们获得了所谓的最佳传动比：对于纯惯性负载（0L T =）。
最佳传动比的值在[1]中介绍：选择最佳的传动比是系统加速度最大化（提供相同的电机转矩）或由电动机提供的转矩尽量减少（在同样加速度情况下）。