变速器外文翻译
变速器介绍外文文献翻译、中英文翻译、外文翻译
附录附录A 英文文献Transmission descriptionTransmission gearbox's function the engine's output rotational speed is high, the maximum work rate and the maximum torque appears in certain rotational speed area. In order to display engine's optimum performance, must have a set of variable speed gear, is coordinated the engine the rotational speed and wheel's actual moving velocity. The transmission gearbox may in the automobile travel process, has the different gear ratio between the engine and the wheel, through shifts gears may cause the engine work under its best power performance condition. Transmission gearbox's trend of development is more and more complex, the automaticity is also getting higher and higher, the automatic transmission will be future mainstream.Automotive Transmission's mission is to transfer power, and in the process of dynamic change in the transmission gear ratio in order to adjust or change the characteristics of the engine, at the same time through the transmission to adapt to different driving requirements. This shows that the transmission lines in the automotive transmission plays a crucial role. With the rapid development of science and technology, people's car is getting higher and higher performance requirements, vehicle performance, life, energy consumption, such as vibration and noise transmission depends largely on the performance, it is necessary to attach importance to the study of transmission.Transmission gearbox's pattern the automobile automatic transmission common to have three patterns: Respectively is hydraulic automatic transmission gearbox (AT), machinery stepless automatic transmission (CVT), electrically controlled machinery automatic transmission (AMT). At present what applies is most widespread is, AT becomes automatic transmission's pronoun nearly.AT is by the fluid strength torque converter, the planet gear and the hydraulic control system is composed, combines the way through the fluid strength transmission and the gear to realize the speed change bending moment. And the fluid strength torque converter is the most important part, it by components and so on pump pulley, turbine wheel and guide pulley is composed, has at the same time the transmission torque and the meeting and parting function.And AT compare, CVT has omitted complex and the unwieldy gear combination variable transmission, but is two groups of band pulleys carries on the variable transmission. Through changes the driving gear and the driven wheel transmission belt's contact radius carries on the speed change. Because has cancelled the gear drive, therefore its velocity ratio may change at will, the speed change is smoother, has not shifted gears kicks the feeling.AMT and the hydraulic automatic transmission gearbox (AT) is the having steps automatic transmission equally. It in the ordinary manual transmission gearbox's foundation, through installs the electrically operated installment which the microcomputer controls, the substitution originally coupling's separation which, the joint and the transmission gearbox completes by the manual control elects to keep off, to shift gears the movement, realizes fluid drive.Manual transmission gear mainly uses the principle of deceleration. Transmission within the group have different transmission ratio gear pair, and the car at the time of shift work, that is, through the manipulation of institutions so that the different transmission gear pair work. Manual transmission, also known as manual gear transmission, with axial sliding in the gears, the meshing gears through different speed to achieve the purpose of torque variation. Manual shift transmission can operate in full compliance with the will of the driver, and the simple structure, the failure rate is relatively low, value for money.Automatic transmission is based on speed and load (throttle pedal travel) fortwo-parameter control gear in accordance with the above two parameters to automatically take-off and landing. Automatic transmission and manual transmission in common, that is, there are two-stage transmission, automatic transmission can only speed the pace to automatically shift, manual transmission can be eliminated, "setback" of the shift feel.Automatic transmission is a torque converter, planetary gears and hydraulic manipulation of bodies, through the hydraulic transmission and gear combination to achieve the purpose of variable-speed torque variation.Also known as CVT-type continuously variable CVT. This transmission and automatic transmission gear generally the biggest difference is that it eliminates the need of complex and cumbersome combination of variable-speed gear transmission, and only two groups to carry out variable-speed drive pulley.CVT transmission than the traditional structure of simple, smaller and it is not the number of manual gear transmission, no automatic transmission planetary gear complex group, mainly rely on the driving wheel, the driven wheel and the transmission ratio brought about by the realization of non-class change.Widely used in automotive internal combustion engine as a power source, the torque and speed range is very small, and complex conditions require the use of motor vehicles and the speed of the driving force in the considerable changes in the scope. To resolve this contradiction, in the transmission system to set up the transmission to change transmission ratio, the expansion of the driving wheel torque and speed range in order to adapt to constantly changing traffic conditions, such as start, acceleration, climbing and so on, while the engine in the most favorable conditions to work under the scope; in the same direction of rotation of the engine under the premise of the automobile can be driven back; the use of neutral, interruption of power transmission, in order to be able to start the engine, idle speed, and ease of transmission or power shift . Transmission is designed to meet the above requirements, so that the conditions in a particular vehicle stability.In addition to transmission can be used to meet certain requirements, but also to ensure that it and the car can have a good match, and can improve the car's power andeconomy to ensure that the engine in a favorable condition to increase the scope of the work of the use of motor vehicles life, reduce energy consumption, reduce noise, such as the use of motor vehicles.Today the world's major car companies CVT are very active in the study. The near future, with electronic control technology to further improve, electronically controlled Continuously Variable Transmission-type is expected to be a wide range of development and application.附录B 文献翻译变速器介绍发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
汽车变速器外文翻译
外文翻译Auto TransmissionFirst, an overview of automotive transmission and the development trendAutomobile available more than a century, especially from the mass production of motor vehicles and the automotive industry since the development of large, Car has been the economic development of the world for mankind to enter the modern life and have had a tremendous impact on the immeasurable, The progress of human society has made indelible contributions to the great, epoch-making set off arevolution. From From the vehicle as a power plant using internal combustion engine to start, auto transmission has become an important component. Is Generation is widely used in automotive reciprocating piston internal combustion engine with a small size, light weight, reliable operation and the use of The advantages of convenience, but its torque and speed range of smaller changes, and complex condition requires the use of motor vehicles Traction and the speed can be considerable changes in the scope. Therefore, its performance and vehicle dynamics and economy of There are large inter-contradictions, which contradictions of modern automotive internal combustion engine by itself is insoluble. Because Here, in the automotive power train set up the transmission and main reducer in order to achieve the purpose of deceleration by moment. Speed The main function of performance: ⑴ change gear ratio of motor vehicles, and expand the wheel drive torque and rotational speed of the Fan Wai, in order to adapt to constantly changing driving cycle, while the engine in the most favorable conditions within the scope of work; ⑵no change in the direction of engine rotation, under the premise of the realization of cars driving back; ⑶the realization of the free, temporary Interruption of power transmission, in order to be able to start the engine, idling, etc.. V ariable-speed drive transmission by the manipulation of institutions and agencies. Change the transmission ratio by way of transmission is divided into There are class-type, non-stage and multi-purpose three. Have class most widely used transmission. It uses gear drive, with a number of transmission ratio setting. Stepless transmission Continuously V ariable Transmission (CVT) transmission ratio of a certain The framework of multi-level changes may be unlimited, there is a common type of power and torque (dynamic fluid-type) and so on. Continuously V ariable Transmission Transmission development is the ultimate goal, because only it can make the most economical engine in working condition Can provide the best vehicle fuel economy and optimal power in order to provide the most comfortable By the feeling. Today's CVT is a typical representative of the CVTand IVT, however as a result of the reliability of Poor, non-durable materials and high cost issues, development is not very good. Comprehensive refers to transmission torque converter and the mechanical components have the level of transmission variable hydraulic mechanical Speed, the transmission ratio can be between the maximum and minimum range of a few discontinuous change for no class, but its Significantly lower transmission efficiency than the efficiency of gear drives. 2 By manipulation, transmission control type can be divided into mandatory, automatic and semi-automatic control to manipulate three - Species . Mandatory on the driver to manipulate the direct transmission gear shift control for the majority of motor vehicles used Also known as Manual Transmission Manual Transmission (MT). Automatic transmission control selection of the transmission ratio (transmission) is carried out automatically. Just add the driver to manipulate Speed pedal, you can control the speed, also known as Automatic Transmission Automatic Transmission (A T). It is According to the speed and load (throttle pedal travel) for two-parameter control, stall in accordance with the above two Parameters to automatically take-off and landing.A T and MT in common is that they are level transmission, but A T According to the speed of the speed shift automatically, you can eliminate the manual transmission "setback" of the shift feel. However, A T also have many drawbacks, such as body complex, mechanical efficiency is not high, high cost, reliability and control Sensitivity remains to be increasing . AMT (Automated Mechanical Transmission) is in the traditional dry clutch and manual transmission gear based on the transformation of form, mainly to change the part of the manual gearshift control. That is, the overall structure of the MT cases the same switch to electronically controlled automatic transmission to achieve. Semi-automatic control, there are two forms of transmission. A number of stalls is a common automatic control, and the remaining stalls manipulated by the driver; the other is pre-style, that is, pre-selected pilot stalls, the clutch pedal in the down or release the accelerator pedal, the for retirement or an electromagnetic device to shift the hydraulic device. In recent years, with advances in vehicle technology and road traffic density increased, the performance requirements of the transmission is also getting higher and higher. A large number of automotive engineers in improving the performance of automobile transmission study a great deal of effort devoted to the rapid transmission of technology development, such as A T, AMT, DCT, CVT and the emergence of IVT.2003 Hyundai A T, AMT, DCT, CVT forum reached a consensus on the following:in the next Development, MT will continue to be the most widely used automotive transmission, AMT will increase the proportion of the application, A T also Will occupy a large market share, CVT's use of certain limitations, can only be due to a number of small displacement Car, DCT (dual clutch transmission) will also be the budding growth. From 2003 to now, vehicle speed Thedevelopment of devices and the forum basically the consensus reached by consensus. By comparing the analysis, the traditional mechanical transmission is still the most widely used vehicle change Speed. Although it has many shortcomings, such as shifting the impact of large, bulky, cumbersome to manipulate and so on; however, it also There are many advantages, such as high transmission efficiency, reliable operation, long life, manufacturing processes mature and low cost. Therefore, if we can improve the mechanical transmission of the above-mentioned shortcomings, it still has great room for development.Second, Manual Transmission Fault DiagnosisManual transmission at the beginning of the fault diagnosis prior toFailure to confirm from other parts is not: to check the tire And wheels, to confirm the normal tire pressure, and the wheel is flat V alue of; to confirm instead of noise and vibration from the engine. Clutch , And steering and suspension, etc..(A), skip file1. PhenomenonV ehicle acceleration, deceleration, climbing or severe vehicle vibration, the gear lever neutral position automatically jump.2. Reasons① self-locking device of the ball did not enter the grooves or linked file does not meet the full-gear tooth meshing long;② self-locking device worn groove ball or serious, self-locking spring is too soft or broken fatigue;③ gear along the direction of tooth wear as a long cone-shaped;④ one or two too松旷shaft bearing, so that one or two three-axis and the crankshaft axis of the heart or different transmission and clutch shell shell bonding plane of the vertical axis the relative change in the crankshaft;⑤ Second Gear axis often axial or radial gap is too large;⑥ the axis of axial or radial gap is too large.3. Fault diagnosis and troubleshootingJump to file stalls Unascertained: After taking heat the entire vehicle, increase the use of continuous, slow approach to road test each file is determined.Will jump to the gear lever hanging file stalls the engine off, transmission cover removed carefully to observe the mating dance gear case file.① engagement does not meet the length, then the resulting fault;② to reach a total length of engagement, should continue to check;③ check mating wear parts: wear into a cone, then failure may be caused by;④ check b-axis of the gear profile and the axis of the axial and radial clearance, clearance is too large, then failure may be caused by;⑤ check self-locking devices, locking devices, if only a very small dynamic resistance, and even feel the ball is not plugged groove (the transmission cover caught in the vice, the hand-shaking shift stroke), the fault for the bad performance of self-locking ; Otherwise, the fault for the clutch and gearbox shell bonding plane and the vertical axis of the crankshaft caused by changes.(B), arbitrary files1. PhenomenonTechnical condition in the clutch normal circumstances, transmission at the same time put up or two files linked to the need to stall, the results linked to other stalls.2. Reasons① interlocking device failure: if the fork shaft, pin or interlocking interlocking ball too much wear and tear, etc.;② the bottom of the arc gear face wear and tear is too large or fork axis of the allocated blocks wear groove is too large;③ball pin gear lever broken or the ball-hole, ball松旷wear too. In short arbitrary file transmission is mainly due to institutional failure manipulation.3. Fault diagnosis and troubleshooting① linked to the need to stall, the results linked to the other stalls: rocking gear lever, to check their point of view before, if in excess of the normal range, while the lower end of failure by the gear lever ball pin and the positioning groove ball with or松旷, the ball is too large holes caused by wear and tear. Swung shift 360 °, compared with a broken pin.② If the pendulum angle to normal, still not on, or linked to more than picking file, then the lower end of failure by the gear lever away from the limitations arising from the groove in (due to break away from the bottom of the arc-shaped guide groove face wear and tear or wear).③ At the same time linked to the two files: the fault caused by the interlocking device failure.(C), the difficulties linked to files1. PhenomenonClutch technical condition, but can not be linked smoothly linked file into the stalls, often percussive sound gear.2. Reasons① synchronizer failure;② Bending fork shaft, locking the spring strong, ball injury, etc.;③ a shaft or a spline shaft bending injury;④ inadequate or excessive gear oil, gear oil does not meet the specifications.3. Fault diagnosis and troubleshooting①Synchronizer check whether the fall to pieces, cone ring is conical spiral groove wear, whether worn slider, spring is too soft, such as elastic.② If the Synchronizer normal, check whether the bending of a shaft, spline wear is severe.③ check whether the mobile axis normal fork.(D), abnormal sound transmission1. PhenomenonTransmission refers to transmission work abnormal sound when the sound is not normal.2. Reasons1) abnormal sound gearGear wear off very thin gap is too large, the impact of running in; bad tooth meshing, such as the repair did not replace the gear pairs. New and old gear with the gear mesh can not be correct; tooth metal fatigue spalling or damage to individual teeth broken; gear and the spline shaft with松旷, or the axial gear clearance is too large; axis caused by bending or bearing松旷space to change gears.2) Bearing ringSerious bearing wear; Bearing (outer) ring with the journal blocks (holes) with the loose; Ball Bearing Ma break-up or a point of ablation.3) ring made for other reasonsSuch as the transmission within缺油, lubricants have been thin, too thick or quality deterioration; transmission into the foreign body inside; some loose bolts fastening; odometer or the odometer shaft ring gear, such as fat.3. Troubleshooting①transmission issued metal dry friction sound, which is缺油and the poor quality of oil. Refueling and inspection should be the quality of oil, if necessary, replacement.② for moving into a file if the sound obvious, namely, the profile of gear tooth wear; If the occurrence of cyclical noise, while damage to individual teeth.③when the ring gap, and riding the clutch pedal under the noise disappeared after the general axis is a before and after the bearing or regular engagement ring gear; if any files are changed into the ring, after more than two-axis bearing ring.④transmission occurs when a sudden impact the work of sound, most of the tooth was broken and should be removed timely transmission inspection cover to prevent mechanicaldamage.⑤moving, only for transmission of a file into the ring gear made in the above-mentioned good premise, it should check with improper gear mesh, if necessary, should be re-assembling a pair of new gear. In addition, it may be synchronizer gear wear or damage should be repaired or replaced depending on the circumstances.⑥ when shifting gear ring made of impact, it may be the clutch or the clutch pedal can not be separated from stroke is incorrect, damaged synchronizer, excessive idling, gear improperly adjusted or tight-oriented, such as Bush. In such cases, to check whether the separation of the clutch, and then adjust the idle speed or the gear lever, respectively, the location, inspection-oriented with the bearing bushing and separation tightness.If excluded from the above examinations, the transmission is still made ring, should check the shaft bearings and shaft hole with the situation, bearing the state of their own technology, etc.; as well, and then view the odometer shaft and ring gear is made and, if necessary, be repaired or replacement.(E), transmission oil1. PhenomenonAround the transmission gear lubricants, transmission gear box to reduce the fuel can be judged as lubricant leakage.2. Reasons and troubleshooting① improper oil selection, resulting in excessive foam, or the volume too much oil, when in need of replacement or adjust the lubricant oil;② side cover is too loose, damaged gaskets, oil seal damage, damage to seals and oil seals should be replaced with new items;③ release and transmission oil tank and side cover fixed bolts loosening, tightening torque should be required;④ broken gear-housing shell or extended wear and tear caused by oil spills, must be replaced;⑤ odometer broken loose gear limit device must be locked or replaced; gear oil seal oil seal oil should be replaced.Third, the maintenance manual gearboxSantana is now as an example:Santana used to manually synchronize the entire, multi-stage gear transmission, there are four forward one block and reverse gear. Block are forward-lock synchronizer ring inertial, body-wide shift synchronizer nested engagement with a reasonable structure, the layout of a compact, reliable, long life and so on. However, if the use and maintenance is not the right way to do so, failure mayoccur at any time.The proper use of Synchronizer:1, the use of addition and subtraction block off both feet. Block addition and subtraction, if the clutch with one foot, then the speed at the time of addition and subtraction block must be correct, the timing should be appropriate and, if necessary, to addition and subtraction can be blocked off both feet, so that addition and subtraction method can reduce the block with Gear speed difference between the circumference, thereby reducing wear and tear Synchronizer to extend the life of Synchronizer.2, prohibited the use of tap-shift gear lever when the method (that is, a push of the operation of a song). Hand should always hold down the shift, this can greatly reduce the synchronizer sliding lock Moreton Central time and reduce wear and tear.3, no state in the gap off the use of force挂挡synchronizer start the engine. Moment of inertia as a great engine, the friction torque Synchronizer also small, so the time synchronization process is very long, so that lock ring temperature increased sharply, it is easy to burn synchronizer.4, is strictly prohibited by synchronizer clutch instead of the initial (that is, the use of non-use of the clutch friction synchronizer start挂挡role), control speed and braking.The correct use of lubricants:Santana at the factory, the transmission has been added to the quality of lubricating oil, under normal circumstances, the level of the transmission lubrication need to be checked. However, when normal travel 100,000 kilometers 10,000 kilometers -20 after the first lubricating oil must be replaced. Santana grade lubricants used in transmission as follows: Gear Oil API-GLA (MIL-L2105), SAE80 or SAE80W-90 grade汽车变速器一、汽车变速器概述及发展趋势汽车问世百余年来，特别是从汽车的大批量生产及汽车工业的大发展以来，汽车己为世界经济的发展、为人类进入现代生活，产生了无法估量的巨大影响，为人类社会的进步作出了不可磨灭的巨大贡献，掀起了一场划时代的革命。
变速器外文资料翻译
变速器英文缩写
本标准对汽车液力变速器常用结构的名称和技术术语给予定义。
1液力变速器Hydrodynamic transmission采用液力偶合器或液力变扭器的变速器。
1．1自动液力变速器Autom at ic transmission自动实现换档的液力变速器。
1．2半自动液力变速器Semiautomatic transmission部分换档功能是自动实现的液力变速器。
1．3人工换档液力变速器Manually shifted transmission人工操作实现换档的液力变速器。
1．4分流式液力变速器Split torque drive transmission从输入端到输出端具有两条或两条以上功率流的液力变速器。
1．5定轴式液力变速器Countershaft transmission采用固定轴线齿轮机构的液力变速器。
1．6行星式液力变速器Planetary transmission采用行星齿轮机构的液力变速器。
2液力传动Hydrodynamic drive在两个或两个以上叶轮组成的封闭循环流道中，通过液体动量矩的变化来传递扭矩的传动。
2．1液力传动装置Hydrodynamic unit指液力偶合器、液力变扭器。
2．1．1液力偶合器Fluid coupling不改变所传递扭矩的液力传功装置。
（在各种变速比下，变扭比均相同）。
见图1。
2．1．2液力变扭器Torque converter能改变所传递扭矩的液力传动装置。
（变扭比是速比的函数2．1．2．1锁止式液力变扭器Lock—Up torque converter装有锁止离合器的液力变扭器。
2．1．2．2变容式液力变扭器Variable capacity converter可改变自身能容的液力变扭器。
2．2液力减速器Hydraulic retarder降低车速的液力辅助装置。
2．3单向离合器One—way clutch一个方向传递扭矩，其反向允许自由转动的机械装置，见图2。
汽车变速器英语词汇
（副变速器）变速杆range selector按钮控制finger-tip control半自动换档机械式变速器semi-automatic mechanical transmission 半自动液力变速器semiautomatic transmission包角scroll泵轮impeller边斜角（进出口）bias(entrance and exit)变矩比torque ratio变矩范围torque conversion range变矩系数torque ratio变容式液力变矩器variable capacity converter变速叉shifting fork (gear shift fork)变速齿轮transmission gear变速齿轮比（变速比）transmission gear ratio变速齿轮组change gear set变速杆stick shift(gear shift lever)变速轨（拨叉道轨）shift rail变速器transmission (gearbox)变速器输出轴transmission output shaft变速器输入轴transmission input shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速踏板gear shift pedal操纵杆control lever槽导变速gate change长行星齿轮long planet gear常啮齿轮constant mesh gear常啮合齿轮传动constant mesh transmission常压式同步器constant pressure synchronizer超速档变速器over drive transmission超限换档overrun shift传动比gear ratio带主减速器的变速器final driving transmission单向离合器one-way clutch单向离合器换档freewheel shift导轮可反转的变矩器torque converter with reversal reactor 倒档reverse gear倒档中间齿轮reverse idler gear低速档bottom gear(low speed gear)第二档second gear第一档first gear电磁阀调压阀solenoid regulator valve电液式自动换档系统electronic -hydraulic automatic电子同步变速装置electronically synchronized transmission assembly 调压阀pressure -regulator valve调制压力modulated pressure定输入扭矩特性constant input torque performance定轴式液力变速器countershaft transmission定子stator动力换档power shift动力换档过程timing动力相似dynamic similarity动力助力换档变速器power assisted shift transmission短行星齿轮short planet gear多级变速器multi-speed transmission多中间轴变速器multi-countershaft transmission反拖特性coast performance方向盘式变速column shift (handle change)分动齿轮（分动机构）transfer gear分动箱（分动器）transfer case分动箱控制杆transfer gear shift fork分段式多档变速器sectional type multi-speed transmission分流式液力变速器split torque drive transmission辅助变速器auxiliary gear box副变速器splitter副轴counter shaft副轴齿轮counter shaft gear高速档top gear(high gear)固定轴式变速器fixed shaft transmission 惯性式同步器inertial type of synchronizer 过载系数overloading ratio后油泵gear pump (output pump )滑差slip滑动齿轮sliding gear滑动齿轮变速器sliding gear transmission 滑动齿轮传动sliding -gear transmission 缓冲压力compensator or trimmer pressure 换档shift换档点shift point换档定时property of automatic shift换档阀shift valve换档规律process of power shift换档机构gearshift换档循环shift schedule换档元件engaging element换档指令发生器shift pattern generator回油泵scavenge oil pump机械式变速器mechanical transmission 级stage几何相似geometry similarity继动阀relay valve。
变速器外文翻译
Continuously Variable Transmissions An Overview of CVT Research Past, Present, and FutureKevin R. Lang21W. 732May 3, 2000Table of Contents Introduction (1)CVT Theory & Design (2)Push Belt (2)Toroidal Traction Drive (2)Variable Diameter Elastomer Belt (3)Other CVT Varieties (3)Background & History (3)Inherent Advantages & Benefits (4)Challenges & Limitations (5)Research & Development (6)New CVT Research (7)Future Prospects for CVTs (9)CVTs & Hybrid Electric Vehicles (9)Conclusion (10)Works Cited (11)Figures and TablesFigure 1 – Metal Push Belt CVT (2)Figure 2 – Toroidal CVT (2)Figure 3 – Variable Diameter Belt CVT (3)Figure 4 – GM’s New CVT Design (6)Figure 5 – Audi CVT with link chain (6)Figure 6 – Cutaway of Audi CVT (7)Table 1 – Efficiency vs. Gear Ratio for Automatic Transmission (4)Table 2 – Efficiency of Various CVT Designs (4)AbstractAs the U.S. government enacts new regulations for automotive fuel economy and emissions, the continuously variable transmission, or CVT, continues to emerge as a key technology for improving the fuel efficiency of automobiles with internal combustion (IC) engines. CVTs use infinitely adjustable drive ratios instead of discrete gears to attain optimal engine performance. Since the engine always runs at the most efficient number of revolutions per minute for a given vehicle speed, CVT-equipped vehicles attain better gas mileage and acceleration than cars with traditional transmissions.CVTs are not new to the automotive world, but their torque capabilities and reliability have been limited in the past. New developments in gear reduction and manufacturing have led to ever-more-robust CVTs, which in turn allows them to be used in more diverse automotive applications. CVTs are also being developed in conjunction with hybrid electric vehicles. As CVT development continues, costs will be reduced further and performance will continue to increase, which in turn makes further development and application of CVT technology desirable.This paper evaluates the current state of CVTs and upcoming research and development, set in the context of past development and problems traditionally associated with CVTs. The underlying theories and mechanisms are also discussed.IntroductionAfter more than a century of research and development, the internal combustion (IC) engine is nearing both perfection and obsolescence: engineers continue to explore the outer limits of IC efficiency and performance, but advancements in fuel economy and emissions have effectively stalled. While many IC vehicles meet Low Emissions Vehicle standards, these will give way to new, stricter government regulations in the very near future. With limited room for improvement, automobile manufacturers have begun full-scale development of alternative power vehicles. Still, manufacturers are loath to scrap a century of development and billions or possibly even trillions of dollars in IC infrastructure, especially for technologies with no history of commercial success. Thus, the ideal interim solution is to further optimize the overall efficiency of IC vehicles.One potential solution to this fuel economy dilemma is the continuously variable transmission (CVT), an old idea that has only recently become a bastion of hope to automakers. CVTs could potentially allow IC vehicles to meet the first wave of new fuel regulations while development of hybrid electric and fuel cell vehicles continues. Rather than selecting one of four or five gears, a CVT constantly changes its gear ratio to optimize engine efficiency with a perfectly smooth torque-speed curve. This improves both gas mileage and acceleration compared to traditional transmissions.The fundamental theory behind CVTs has undeniable potential, but lax fuel regulations and booming sales in recent years have given manufacturers a sense of complacency: if consumers are buying millions of cars with conventional transmissions, why spend billions to develop and manufacture CVTs? Although CVTs have been used in automobiles for decades, limited torque capabilities and questionable reliability have inhibited their growth. Today, however, ongoing CVT research has led to ever-more-robust transmissions, and thus ever-more-diverse automotive applications. As CVT development continues, manufacturing costs will be further reduced and performance will continue to increase, which will in turn increase the demand for further development. This cycle of improvement will ultimately give CVTs a solid foundation in the world’s automotive infrastructure.Figure (1) – Metal Push Belt CVTFrom [3]Figure (2) – Toroidal CVTFrom [3]CVT Theory & DesignToday’s automobiles almost exclusively use either a conventional manual or automatictransmission with “multiple planetary gear sets that use integral clutches and bands to achieve discrete gear ratios” [3]. A typical automatic uses four or five such gears, while a manual normally employs five or six. The continuously variable transmission replaces discrete gear ratios with infinitely adjustable gearing through one of several basic CVT designs.Push BeltThis most common type of CVT usessegmented steel blocks stacked on a steel ribbon, asshown in Figure (1). This belt transmits powerbetween two conical pulleys, or sheaves, one fixedand one movable [3]. With a belt drive:In essence, a sensor reads the engine output and then electronically increases or decreases thedistance between pulleys, and thus the tension of the drive belt. The continuously changing distance between the pulleys—their ratio to one another—is analogous to shifting gears. [6]Push-belt CVTs were first developed decades ago, but new advances in belt design have recently drawn the attention of automakers worldwide.Toroidal Traction-DriveThese transmissions use the high shear strength of viscousfluids to transmit torque between an input torus and an outputtorus. As the movable torus slides linearly, the angle of a rollerchanges relative to shaft position, as seen in Figure (2). Thisresults in a change in gear ratio [3].Variable Diameter Elastomer BeltThis type of CVT, as represented in Figure (2), usesa flat, flexible belt mounted on movable supports. Thesesupports can change radius and thus gear ratio. However,the supports separate at high gear ratios to form adiscontinuous gear path, as seen in Figure (3). This can lead to the problems with creep and slip that have plagued CVTs for years [3]. This inherent flaw has directed research and development toward push belt CVTs.Other CVT VarietiesSeveral other types of CVTs have been developed over the course of automotive history, butthese have become less prominent than push belt and toroidal CVTs. A nutating traction drive uses a pivoting, conical shaft to change “gears” in a CVT. As the cones change angle, the inlet radius decreases while the outlet radius increases, or vice versa, resulting in an infinitely variable gear ratio [3]. A variable geometry CVT uses adjustable planetary gearsets to change gear ratios, but this is more akin to a flexible traditional transmission than a conventional CVT.Background & HistoryTo say that the continuously variable transmission (CVT) is nothing new would be a grossunderstatement: Leonardo da Vinci sketched his idea for a CVT in 1490 [1]. In automotive applications,CVTs have been around nearly as long as cars themselves, and certainly as long as conventionalautomatics. General Motors actually developed a fully toroidal CVT in the early 1930s and conducted extensive testing before eventually deciding to implement a conventional, stepped-gear automatic due to cost concerns. General Motors Research worked on CVTs again in the 1960s, but none ever sawproduction [2]. British manufacturer Austin used a CVT for several years in one of its smaller cars, but “it was dropped due to its high cost, poor reliability, and inadequate torque transmission” [2]. Many early CVTs used a simple rubber band and cone system, like the one developed by Dutch firm Daf in 1958 [1].Figure (3) – Variable Diameter Belt CVTFrom [3]However, the Daf CVT could only handle a 0.6 L engine, and problems with noise and rough starts hurt its reputation [1]. Uninspired by these early failures, automakers have largely avoided CVTs until very recently, especially in the United States.Inherent Advantages & BenefitsCertainly, the clunk of a shifting transmission is familiar to all drivers. By contrast, a continuously variable transmission is perfectly smooth—it naturally changes “gears” discreetly and minutely such that the driver or passenger feels only steady acceleration. In theory, a CVT would cause less engine fatigue and would be a more reliable transmission, as the harshness of shifts and discrete gears force the engine to run at a less-than-optimal speed.Moreover, CVTs offer improved efficiency and performance. Table (1) below shows the power transmission efficiency of a typical five-speed automatic, i.e. the percentage of engine power translated through the transmission. This yields an average efficiency of 86%, compared to a typical manual transmission with 97% efficiency [3]. By comparison, Table (2) below gives efficiency ranges for several CVT designs.Table (1) Efficiency vs. Gear Ratio for Automatic Transmission [3] Gear Efficiency Range160-85%260-90%385-95%490-95%585-94%Table (2) Efficiency of Various CVT Designs [3] CVT Mechanism Efficiency Range Rubber Belts90-95%Steel Belts90-97%Toroidal Traction70-94%Nutating Traction75-96%Variable Geometry85-93%These CVTs each offer improved efficiency over conventional automatic transmissions, and their efficiency depends less on driving habit than manual transmissions [3]. Moreover:Because the CVT allows an engine to run at this most efficient point virtuallyindependent of vehicle speed, a CVT equipped vehicle yields fuel economy benefitswhen compared to a conventional transmission (3)Testing by ZF Getriebe GmbH several years ago found that “the CVT uses at least 10% less fuel than a 4-speed automatic transmission” for U.S. Environmental Protection Agency city and highway cycles. Moreover, the CVT was more than one second faster in 0-60 mph acceleration tests [5]. The potential for fuel efficiency gains can also be seen in the CVT currently used in Honda’s Civic. A Civic with atraditional automatic averages 28/35 miles per gallon (mpg) city/highway, while the same car with a CVT gets 34/38 mpg city/highway [4]. Honda has used continuously variable transmissions in the Civic for several years, but these are 1.6 liter cars with limited torque capabilities. Ongoing research and development will inevitably expand the applicability of CVTs to a much broader range of engines and automobiles.Challenges & LimitationsCVT development has progressed slowly for a variety of reasons, but much of the delay in development can be attributed to a lack of demand: conventional manual and automatic transmissions have long offered sufficient performance and fuel economy. Thus, problems encountered in CVT development usually stopped said progress. “Designers have … unsuccessfully tried to develop [a CVT] that can match the torque capacity, efficiency, size, weight, and manufacturing cost of step-ratio transmissions” [6].One of the major complaints with previous CVTs has been slippage in the drive belt or rollers. This is caused by the lack of discrete gear teeth, which form a rigid mechanical connection between to gears; friction drives are inherently prone to slip, especially at high torque. With early CVTs of the 1950s and 1960s, engines equipped with CVTs would run at excessively high RPM trying to “catch up” to the slipping belt. This would occur any time the vehicle was accelerated from a stop at peak torque:“For compressive belts, in the process of transmitting torque, micro slip occurs betweenthe elements and the pulleys. This micro slip tends to increase sharply once thetransmitted torque exceeds a certain value …” [8]For many years, the simple solution to this problem has been to use CVTs only in cars with relativelylow-torque engines. Another solution is to employ a torque converter (such as those used in conventional automatics), but this reduces the CVT’s efficiency [2].Perhaps more than anything else, CVT development has been hindered by cost. Low volume and a lack of infrastructure have driven up manufacturing costs, which inevitably yield higher transmission prices. With increased development, most of these problems can be addressed simply by improvements in manufacturing techniques and materials processing. For example, Nissan’s Extroid “is derived from aFigure (4) – GM’s New CVT designFrom [6]Figure (5) – Audi CVT with link chainFrom [1]century-old concept, perfected by modern technology, metallurgy, chemistry, electronics, engineering,and precision manufacturing” [2].In addition, CVT control must be addressed. Even if a CVT can operate at the optimal gear ratio at any speed, how does it “know” what ratio to select? Manual transmissions have manual controls,where the driver shifts when he or she so desires; automatic transmissions have relatively simple shifting algorithms to accommodate between three and five gears. However, CVTs require far more complex algorithms to accommodate an infinite division of speeds and gear ratios.Research & DevelopmentWhile IC development has slowed in recent years asautomobile manufacturers devote more resources to hybrid electricvehicles (HEVs) and fuel cell vehicles (FEVs), CVT research anddevelopment is expanding quickly. Even U.S. automakers, who havelagged in CVT research until recently, are unveiling new designs:General Motors plans to implement metal-belt CVTs in some vehiclesby 2002 [6].The Japanese and Germans continue to lead the way in CVT development. Nissan has taken a dramatic step with its “Extroid” CVT, offered in the home-market Cedric and Gloria luxury sedans. This toroidal CVT costs more than a conventional belt-driven CVT, but Nissan expects the extra cost to be absorbed by the luxury cars’ prices [2]. The Extroid uses a high viscosity fluid to transmit power between the disks and rollers, rather than metal-to-metal contact. Coupled with a torque converter, this yields“exceptionally fast ratio changes”. Most importantly, though, theExtroid is available with a turbocharged version of Nissan’s 3.0 literV6 producing 285 lb-ft of torque; this is a new record for CVTtorque capacity [2].Audi’s new CVT offers both better fuel mileage than a conventional automatic and better acceleration than even aFigure (6) – Cutaway of Audi CVT From [1]manual transmission. Moreover, Audi claims it can offer the CVT at only a slight price increase [1]. This so-called “multitronic” CVT uses an all-steel link plate chain instead of a V-belt in order to handle up to 280 lb-ft of torque [1]. In addition, “Audi claims that the multitronic A6accelerates from 0-100 km/h (0-62 mph) 1.3 s quicker than a gearedautomatic transmission and is 0.1 s quicker over the same speed than anequivalent model with “optimum” use of a five speed manual gearbox”[1]. If costs were sufficiently reduced, a transmission such as this couldbe used in almost any automobile in the world.Many small cars have used CVTs in recent years, and many more will use them in the near future. Nissan, Honda, and Subaru currently use belt-drive CVTsdeveloped with Dutch company Van Doorne Transmissie (VDT) in some of their smaller cars [7]. Suzuki and Daihatsu are jointly developing CVTs with Japanese company Aichi Machine, using analuminum/plastic composite belt reinforced with Aramid fibers. Their CVT uses an auxiliary transmission for starts to avoid low-speed slip. After about 6 mph, the CVT engages and operates as it normally would[7]. “The auxiliary geartrain’s direct coupling ensures sufficiently brisk takeoff and initial acceleration”[7]. However, Aichi’s CVT can only handle 52 lb-ft of torque. This alone effectively negates itspotential for the U.S. market. Still, there are far more CVTs in production for 2000 than for 1999, and each major automobile show brings more announcements for new CVTs.New CVT ResearchAs recently as 1997, CVT research focused on the basic issues of drive belt design and power transmission. Now, as belts by VDT and other companies become sufficiently efficient, research focuses primarily on control and implementation of CVTs.Nissan Motor Co. has been a leader in CVT research since the 1970s. A recent study analyzing the slip characteristics of a metal belt CVT resulted in a simulation method for slip limits and torque capabilities of CVTs [8]. This has led to a dramatic improvement in drive belt technology, since CVTs can now be modeled and analyzed with computer simulations, resulting in faster development and moreefficient design. Nissan’s research on the torque limits of belt-drive CVTs has also led to the use of torque converters, which several companies have since implemented. The torque converter is designed to allow “creep,” the slow speed at which automatic transmission cars drive without driver-induced acceleration. The torque converter adds “improved creep capability during idling for improved driveability at very low speeds and easy launch on uphill grades” [9]. Nissan’s Extroid uses such a torque converter for “smooth starting, vibration suppression, and creep characteristics” [2].CVT control has recently come to the forefront of research; even a mechanically perfect CVT is worthless without an intelligent active control algorithm. Optimal CVT performance demands integrated control, such as the system developed by Nissan to “obtain the demanded drive torque with optimum fuel economy” [13]. The control system determines the necessary CVT ratio based on a target torque, vehicle speed, and desired fuel economy. Honda has also developed an integrated control algorithm for its CVTs, considering not only the engine’s thermal efficiency but also work loss from drivetrain accessories and the transmission itself [12]. Testing of Honda’s algorithm with a prototype vehicle resulted in a one percent fuel economy increase compared to a conventional algorithm. While not a dramatic increase, Honda claims that its algorithm is fundamentally sound, and thus will it become “one of the basic technologies for the next generation’s powerplant control” [12].Although CVTs are currently in production, many control issues still amount to a “tremendous number of trials and errors” [10]. One study focusing on numerical representation of power transmission showed that “both block tilting and pulley deformation meaningfully effected the pulley thrust ratio between the driving and the driven pulleys” [10]. Thus, the resultant model of CVT performance can be used in future applications for transmission optimization. As more studies are conducted, fundamental research such as this will become the legacy of CVT design, and research can become more specialized as CVTs become more refined.As CVTs move from research and development to assembly line, manufacturing research becomes more important. CVTs require several crucial, high-tolerance components in order to function efficiently; Honda studied one of these, the pulley piston, in 1998. Honda found that prototype pistons“experienced a drastic thickness reduction (32% at maximum) due to the conventional stretch forming method” [11]. A four-step forming process was developed to ensure “a greater and more uniform thickness increase” and thus greater efficiency and performance. Moreover, work-hardening during the forming process further increased the pulley piston’s strength [11].Size and weight of CVTs has long been a concern, since conventional automatics weigh far more than manual transmissions and CVTs outweigh automatics. Most cars equipped with automatic transmissions have a curb weight between 50 and 150 pounds heavier than the same cars with manual transmissions. To solve this problem, Audi is currently developing magnesium gearbox housings, a first for cars in its class. This results in nearly a 16 pound weight reduction over conventional automatics. [1]. Future Prospects for CVTsMuch of the existing literature is quick to admit that the automotive industry lacks a broad knowledge base regarding CVTs. Whereas conventional transmissions have been continuously refined and improved since the very start of the 20th century, CVT development is only just beginning. As infrastructure is built up along with said knowledge base, CVTs will become ever-more prominent in the automotive landscape. Even today’s CVTs, which represent first-generation designs at best, outperform conventional transmissions. Automakers who fail to develop CVTs now, while the field is still in its infancy, risk being left behind as CVT development and implementation continues its exponential growth. Moreover, CVTs are do not fall exclusively in the realm of IC engines.CVTs & Hybrid Electric VehiclesWhile CVTs will help to prolong the viability of internal combustion engines, CVTs themselves will certainly not fade if and when IC does. Several companies are currently studying implementation of CVTs with HEVs. Nissan recently developed an HEV with “fuel efficiency … more than double that of existing vehicles in the same class of driving performance” [14]. The electric motor avoids the low-speed/high torque problems often associated with CVTs, through an innovative double-motor system. At low speeds:A low-power traction motor is used as a substitute mechanism to accomplish thefunctions of launch and forward/reverse shift. This has made it possible to discontinueuse of a torque converter as the launch element and a planetary gearset and wet multiplateclutches as the shift mechanism. [14]Thus use of a CVT in a HEV is optimal: the electric portion of the power system avoids the low-speed problems of CVTs, while still retaining the fuel efficiency and power transmission benefits at high speeds.. Moreover, “the use of a CVT capable of handling high engine torque allows the system to be applied to more powerful vehicles” [14]. Obviously, automakers cannot develop individual transmissions for each car they sell; rather, a few robust, versatile CVTs must be able to handle a wide range of vehicles.Korean automaker Kia has proposed a rather novel approach to CVTs and their application to hybrids. Kia recently tested a system where “the CVT allows the engine to run at constant speed and the motor allows the engine to run at constant torque independent of driving conditions” [15]. Thus, both gasoline engine and electric motor always run at their optimal speeds, and the CVT adjusts as needed to accelerate the vehicle. Kia also presented a control system for this unified HEV/CVT combination that optimizes fuel efficiency for the new configuration.ConclusionToday, only a handful of cars worldwide make use of CVTs, but the applications and benefits of continuously variable transmissions can only increase based on today’s research and development. As automakers continue to develop CVTs, more and more vehicle lines will begin to use them. As development continues, fuel efficiency and performance benefits will inevitably increase; this will lead to increased sales of CVT-equipped vehicles. Increased sales will prompt further development and implementation, and the cycle will repeat ad infinitum. Moreover, increasing development will foster competition among manufacturers—automakers from Japan, Europe, and the U.S. are already either using or developing CVTs—which will in turn lower manufacturing costs. Any technology with inherent benefits will eventually reach fruition; the CVT has only just begun to blossom.Works Cited[1]S. Birch: “Audi takes CVT from 15th century to 21st century”. Automotive Engineering International,January 2000.[2]J. Yamaguchi: “Nissan’s Extroid CVT”. Automotive Engineering International, February 2000.[3]M.A. Kluger and D.R. Fussner: “An Overview of Current CVT Mechanisms, Forces andEfficiencies” SAE Paper No. 970688, in SAE SP-1241, Transmission and Driveline SystemsSymposium, pp. 81-88 SAE, 1997.[4]U.S. Environmental Protection Agency, /feg/findacar.htm.Accessed 4/15/00.[5]M. Boos and H. Mozer: “ECOTRONIC – The Continuously Variable ZF Transmission (CVT)” SAEPaper No. 970685, in SAE SP-1241, Transmission and Driveline Systems Symposium, pp. 61-67 SAE, 1997.[6]J.L. Broge: “GM Powertrain’s evolving transmissions”. Automotive Engineering International,November 1999.[7]J. Yamaguchi: “Two new CVTs for mini cars”. Automotive Engineering International, March 1999.[8]D. Kobayashi, Y. Mabuchi and Y. Katoh: “A Study on the Torque Capacity of a Metal Pushing V-Belt for CVTs” SAE Paper No. 980822, in SAE SP –1324, Transmission and Driveline Systems Symposium, pp. 31-39 SAE, 1998.[9]K. Abo, M. Kobayashi and M. Kurosawa: “Development of a Metal Belt Drive CVT Incorporating aTorque Converter for Use with 2-liter Class Engines” SAE Paper No. 980823, in SAE SP-1324, Transmission and Driveline Systems Symposium, pp. 41-48 SAE, 1998.[10]T. Miyazawa, T. Fujii, K. Nonaka and M. Takahashi: “Power Transmitting Mechanism of a DryHybrid V-Belt for a CVT – Advanced Numerical Model Considering Block Tilting and PulleyDeformation” SAE Paper No. 1999-01-0751, in SAE SP-1440, Transmission and Driveline Systems Symposium, pp. 143-153 SAE, 1999.[11]K. Ohya and H. Suzuki: “Development of CVT Pulley Piston Featuring Variable Thickness andWork-Hardening Technologies” SAE Paper No. 980826, in SAE SP-1324, Transmission andDriveline Systems Symposium, pp. 71-79 SAE, 1998.[12]S. Sakaguchi, E. Kimura and K. Yamamoto: “Development of an Engine-CVT Integrated ControlSystem” SAE Paper No. 1999-01-0754, in SAE SP-1440, Transmission and Driveline SystemsSymposium, pp. 171-179 SAE, 1999.[13]M. Yasuoka, M. Uchida, S. Katakura and T. Yoshino: “An Integrated Control Algorithm for anSI Engine and a CVT” SAE Paper No. 1999-01-0752, in SAE SP-1440, Transmission and Driveline Systems Symposium, pp. 155-160 SAE, 1999.[14]N. Hattori, S. Aoyama, S. Kitada and I. Matsuo: “Functional Design of a Motor Integrated CVTfor a Parallel HEV” SAE Paper No. 1999-01-0753, in SAE SP-1440, Transmission and Driveline Systems Symposium, pp. 161-167 SAE, 1999.[15] C. Kim, E. NamGoong, S. Lee, T. Kim and H. Kim: “Fuel Economy Optimization for ParallelHybrid Vehicles with CVT” SAE Paper No. 1999-01-1148, in SAE SP-1440, Transmission and Driveline Systems Symposium, pp. 337-343 SAE, 1999.。
汽车变速器英语词汇
〔副变速器〕变速杆range selector按钮控制finger-tip control半自动换档机械式变速器semi-automatic mechanical transmission 半自动液力变速器semiautomatic transmission包角scroll泵轮impeller边斜角〔进出口〕bias(entrance and exit)变矩比torque ratio变矩范围torque conversion range变矩系数torque ratio变容式液力变矩器variable capacity converter变速叉shifting fork (gear shift fork)变速齿轮transmission gear变速齿轮比〔变速比〕transmission gear ratio变速齿轮组change gear set变速杆stick shift(gear shift lever)变速轨〔拨叉道轨〕shift rail变速器transmission (gearbox)变速器输出轴transmission output shaft变速器输入轴transmission input shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速踏板gear shift pedal操纵杆control lever槽导变速gate change长行星齿轮long planet gear常啮齿轮constant mesh gear常啮合齿轮传动constant mesh transmission常压式同步器constant pressure synchronizer超速档变速器over drive transmission超限换档overrun shift传动比gear ratio带主减速器的变速器final driving transmission单向离合器one-way clutch单向离合器换档freewheel shift导轮可反转的变矩器torque converter with reversal reactor 倒档reverse gear倒档中间齿轮reverse idler gear低速档bottom gear(low speed gear)第二档second gear第一档first gear电磁阀调压阀solenoid regulator valve电液式自动换档系统electronic -hydraulic automatic电子同步变速装置electronically synchronized transmission assembly 调压阀pressure -regulator valve调制压力modulated pressure定输入扭矩特性constant input torque performance定轴式液力变速器countershaft transmission定子stator动力换档power shift动力换档过程timing动力相似dynamic similarity动力助力换档变速器power assisted shift transmission短行星齿轮short planet gear多级变速器multi-speed transmission多中间轴变速器multi-countershaft transmission反拖特性coast performance方向盘式变速column shift (handle change)分动齿轮〔分动机构〕transfer gear分动箱〔分动器〕transfer case分动箱控制杆transfer gear shift fork分段式多档变速器sectional type multi-speed transmission分流式液力变速器split torque drive transmission辅助变速器auxiliary gear box副变速器splitter副轴counter shaft副轴齿轮counter shaft gear高速档top gear(high gear)固定轴式变速器fixed shaft transmission 惯性式同步器inertial type of synchronizer 过载系数overloading ratio后油泵gear pump (output pump )滑差slip滑动齿轮sliding gear滑动齿轮变速器sliding gear transmission 滑动齿轮传动sliding -gear transmission 缓冲压力compensator or trimmer pressure 换档shift换档点shift point换档定时property of automatic shift换档阀shift valve换档规律process of power shift换档机构gearshift换档循环shift schedule换档元件engaging element换档指令发生器shift pattern generator回油泵scavenge oil pump机械式变速器mechanical transmission 级stage几何相似geometry similarity继动阀relay valve。
汽车变速器英语词汇
（副变速器）变速杆range selector按钮控制finger-tip control半自动换档机械式变速器semi-automatic mechanical transmission 半自动液力变速器semiautomatic transmission包角scroll泵轮impeller边斜角（进出口）bias(entrance and exit)变矩比torque ratio变矩范围torque conversion range变矩系数torque ratio变容式液力变矩器variable capacity converter变速叉shifting fork (gear shift fork)变速齿轮transmission gear变速齿轮比（变速比）transmission gear ratio变速齿轮组change gear set变速杆stick shift(gear shift lever)变速轨（拨叉道轨）shift rail变速器transmission (gearbox)变速器输出轴transmission output shaft变速器输入轴transmission input shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速踏板gear shift pedal操纵杆control lever槽导变速gate change长行星齿轮long planet gear常啮齿轮constant mesh gear常啮合齿轮传动constant mesh transmission常压式同步器constant pressure synchronizer超速档变速器over drive transmission超限换档overrun shift传动比gear ratio带主减速器的变速器final driving transmission单向离合器one-way clutch单向离合器换档freewheel shift导轮可反转的变矩器torque converter with reversal reactor 倒档reverse gear倒档中间齿轮reverse idler gear低速档bottom gear(low speed gear)第二档second gear第一档first gear电磁阀调压阀solenoid regulator valve电液式自动换档系统electronic -hydraulic automatic电子同步变速装置electronically synchronized transmission assembly 调压阀pressure -regulator valve调制压力modulated pressure定输入扭矩特性constant input torque performance定轴式液力变速器countershaft transmission定子stator动力换档power shift动力换档过程timing动力相似dynamic similarity动力助力换档变速器power assisted shift transmission短行星齿轮short planet gear多级变速器multi-speed transmission多中间轴变速器multi-countershaft transmission反拖特性coast performance方向盘式变速column shift (handle change)分动齿轮（分动机构）transfer gear分动箱（分动器）transfer case分动箱控制杆transfer gear shift fork分段式多档变速器sectional type multi-speed transmission分流式液力变速器split torque drive transmission辅助变速器auxiliary gear box副变速器splitter副轴counter shaft副轴齿轮counter shaft gear高速档top gear(high gear)固定轴式变速器fixed shaft transmission 惯性式同步器inertial type of synchronizer 过载系数overloading ratio后油泵gear pump (output pump )滑差slip滑动齿轮sliding gear滑动齿轮变速器sliding gear transmission 滑动齿轮传动sliding -gear transmission 缓冲压力compensator or trimmer pressure 换档shift换档点shift point换档定时property of automatic shift换档阀shift valve换档规律process of power shift换档机构gearshift换档循环shift schedule换档元件engaging element换档指令发生器shift pattern generator回油泵scavenge oil pump机械式变速器mechanical transmission 级stage几何相似geometry similarity继动阀relay valve。
变速器(英文版文献)
Transmission (mechanics)A transmission or gearbox provides speed and torque conversions from a rotating power source to another device using gear ratios. In British English the term transmission refers to the whole drive train, including gearbox, clutch, prop shaft (for rear-wheel drive), differential and final drive shafts. The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and anywhere else rotational speed and torque needs to be adapted.Often, a transmission will have multiple gear ratios (or simply "gears"), with the ability to switch between them as speed varies. This switching may be done manually (by the operator), or automatically. Directional (forward and reverse) control may also be provided. Single-ratio transmissions alsoexist, which simply change the speed and torque (and sometimes direction) of motor output.In motor vehicle applications, the transmission will generally be connected to the crankshaft of the engine. The output of the transmission is transmitted via driveshaft to one or more differentials, which in turn drive the wheels. While a differential may also provide gear reduction, its primary purpose is to change the direction of rotation.Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation. Alternative mechanisms include torque converters and power transformation (e.g., diesel-electric transmission, hydraulic drive system, etc.). Hybrid configurations also exist.ExplanationEarly transmissions included the right-angle drives and other gearing in windmills, horse-powered devices, and steam engines, in support of pumping, milling, and hoisting.Most modern gearboxes are used to increase torque while reducing the speed of a prime mover output shaft (e.g. a motor crankshaft). This means that the output shaft of a gearbox willrotate at slower rate than the input shaft, and this reduction in speed will produce a mechanical advantage, causing an increase in torque. A gearbox can be setup to do the opposite and provide an increase in shaft speed with a reduction of torque. Some of the simplest gearboxes merely change the physical direction in which power is transmitted.Many typical automobile transmissions include the ability to select one of several different gear ratios. In this case, most of the gear ratios (often simply called "gears") are used to slow down the output speed of the engine and increase torque. However, the highest gears may be "overdrive" types that increase the output speed.UsesGearboxes have found use in a wide variety of different—often stationary—applications, such as wind turbines.Transmissions are also used in agricultural, industrial, construction, mining and automotive equipment. In addition to ordinary transmission equipped with gears, such equipment makes extensive use of the hydrostatic drive and electrical adjustable-speed drives.SimpleThe simplest transmissions, often called gearboxes to reflect their simplicity (although complex systems are also called gearboxes in the vernacular), provide gear reduction (or, more rarely, an increase in speed), sometimes in conjunction with a right-angle change in direction of the shaft (typically in helicopters, see picture). These are often used on PTO-powered agricultural equipment, since the axial PTO shaft is at odds with the usual need for the driven shaft, which is either vertical (as with rotary mowers), or horizontally extending from one side of the implement to another (as with manure spreaders, flail mowers, and forage wagons). More complex equipment, such as silage choppers and snowblowers, have drives with outputs in more than one direction.The gearbox in a wind turbine converts the slow, high-torque rotation of the turbine into much faster rotation of the electrical generator. These are much larger and more complicated than the PTO gearboxes in farm equipment. They weigh several tons and typically contain three stages to achieve an overall gear ratio from 40:1 to over 100:1, depending on the size of the turbine. (For aerodynamic and structuralreasons, larger turbines have to turn more slowly, but the generators all have to rotate at similar speeds of several thousand rpm.) The first stage of the gearbox is usually a planetary gear, for compactness, and to distribute the enormous torque of the turbine over more teeth of the low-speed shaft. Durability of these gearboxes has been a serious problem for a long time.Regardless of where they are used, these simple transmissions all share an important feature: the gear ratio cannot be changed during use. It is fixed at the time the transmission is constructed.For transmission types that overcome this issue, see Continuously Variable Transmission, also known as CVT.Multi-ratio systemsMany applications require the availability of multiple gear ratios. Often, this is to ease the starting and stopping of a mechanical system, though another important need is that of maintaining good fuel efficiency.Automotive basicsThe need for a transmission in an automobile is aconsequence of the characteristics of the internal combustion engine. Engines typically operate over a range of 600 to about 7000 revolutions per minute (though this varies, and is typically less for diesel engines), while the car's wheels rotate between 0 rpm and around 1800 rpm.Furthermore, the engine provides its highest torque outputs approximately in the middle of its range, while often the greatest torque is required when the vehicle is moving from rest or traveling slowly. Therefore, a system that transforms the engine's output so that it can supply high torque at low speeds, but also operate at highway speeds with the motor still operating within its limits, is required. Transmissions perform this transformation.Many transmissions and gears used in automotive and truck applications are contained in a cast iron case, though more frequently aluminium is used for lower weight especially in cars. There are usually three shafts: a mainshaft, a countershaft, and an idler shaft.The mainshaft extends outside the case in both directions: the input shaft towards the engine, and the output shaft towards the rear axle (on rear wheel drive cars- front wheel drives generally have the engine and transmission mountedtransversely, the differential being part of the transmission assembly.) The shaft is suspended by the main bearings, and is split towards the input end. At the point of the split, a pilot bearing holds the shafts together. The gears and clutches ride on the mainshaft, the gears being free to turn relative to the mainshaft except when engaged by the clutches.Types of automobile transmissions include manual, automatic or semi-automatic transmission.ManualMain article: Manual transmissionManual transmission come in two basic types:a simple but rugged sliding-mesh or unsynchronized / non-synchronous system, where straight-cut spur gear sets are spinning freely, and must be synchronized by the operator matching engine revs to road speed, to avoid noisy and damaging "gear clash", and the now common constant-mesh gearboxes which can include non-synchronised, or synchronized / synchromesh systems, where diagonal cut helical (and sometimes double-helical) gear sets are constantly "meshed" together, and a dog clutch is used for changing gears. On synchromesh boxes, friction cones or "synchro-rings" are used in addition to the dog clutch.The former type is commonly found in many forms of racing cars, older heavy-duty trucks, and some agricultural equipment.Manual transmissions are the most common type outside North America and Australia. They are cheaper, lighter, usually give better performance, and fuel efficiency (although the latest sophisticated automatic transmissions may yield results slightly better than the ones yielded by manual transmissions). It is customary for new drivers to learn, and be tested, on a car with a manual gear change. In Malaysia, Denmark and Poland all cars used for testing (and because of that, virtually all those used for instruction as well) have a manual transmission. In Japan, the Philippines, Germany, Italy, Israel, the Netherlands, Belgium, New Zealand, Austria, Bulgaria, the UK, Ireland, Sweden, Estonia, France, Spain, Switzerland, the Australian states of Victoria and Queensland, Finland and Lithuania, a test pass using an automatic car does not entitle the driver to use a manual car on the public road; a test with a manual car is required.Manual transmissions are much more common than automatic transmissions in Asia, Africa, South America and Europe.Most manual transmissions include both synchronized andunsynchronized gearing, such as a reverse gear and a low-speed "granny gear", both of which can only be shifted into when stopped. Shifting from granny gear to a low synchronized gear is generally available while in motion, while shifting out of reverse to any other gear typically requires the vehicle to be stopped.Non-synchronousMain article: Non-synchronous transmissionsThere are commercial applications engineered with designs taking into account that the gear shifting will be done by an experienced operator. They are a manual transmission, but are known as non-synchronized transmissions. Dependent on country of operation, many local, regional, and national laws govern the operation of these types of vehicles (see Commercial Driver's License). This class may include commercial, military, agricultural, or engineering vehicles. Some of these may use combinations of types for multi-purpose functions. An example would be a PTO, or power-take-off gear. The non-synchronous transmission type requires an understanding of gear range, torque, engine power, and multi-functional clutch and shifter functions. Also see Double-clutching, and Clutch-brakesections of the main article at non-synchronous transmissionsAutomaticMain article: Automatic transmissionEpicyclic gearing or planetary gearing as used in an automatic transmission.Most modern North American and Australian and many larger, high specification European and Japanese cars have an automatic transmission that will select an appropriate gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise control of which gear is in use may or may not be possible.Automatic transmissions are easy to use. However, in the past, automatic transmissions of this type have had a number of problems; they were complex and expensive, sometimes had reliability problems (which sometimes caused more expenses in repair), have often been less fuel-efficient than their manualcounterparts (due to "slippage" in the torque converter), and their shift time was slower than a manual making them uncompetitive for racing. With the advancement of modern automatic transmissions this has changed.Attempts to improve the fuel efficiency of automatic transmissions include the use of torque converters which lock up beyond a certain speed, or in the higher gear ratios, eliminating power loss, and overdrive gears which automatically actuate above certain speeds; in older transmissions both technologies could sometimes become intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or wind vary slightly. Current computerized transmissions possess very complex programming to both maximize fuel efficiency and eliminate any intrusiveness.For certain applications, the slippage inherent in automatic transmissions can be advantageous; for instance, in drag racing, the automatic transmission allows the car to be stopped with the engine at a high rpm (the "stall speed") to allow for a very quick launch when the brakes are released; in fact, a common modification is to increase the stall speed of the transmission. This is even more advantageous forturbocharged engines, where the turbocharger needs to be kept spinning at high rpm by a large flow of exhaust in order to keep the boost pressure up and eliminate the turbo lag that occurs when the engine is idling and the throttle is suddenly openedSemi-automaticMain article: Semi-automatic transmissionThe creation of computer control also allowed for a sort of cross-breed transmission where the car handles manipulation of the clutch automatically, but the driver can still select the gear manually if desired. This is sometimes called a "clutchless manual," or "automated manual" transmission. Many of these transmissions allow the driver to give full control to the computer. They are generally designed using manual transmission "internals", and when used in passenger cars, have synchromesh operated helical constant mesh gear sets.Specific type of this transmission includes: Easytronic, and Geartronic.A "dual-clutch" transmission uses two sets of internals which are alternately used, each with its own clutch, so that only the clutches are used during the actual "gearchange".Specific type of this transmission includes: Direct-ShiftGearbox.There are also sequential transmissions which use the rotation of a drum to switch gears.Bicycle gearingMain articles: Bicycle gearing, Derailleur gears, and Hub gear Bicycles usually have a system for selecting different gear ratios. There are two main types: derailleur gears and hub gears. The derailleur type is the most common, and the most visible, using sprocket gears. Typically there are several gears available on the rear sprocket assembly, attached to the rear wheel. A few more sprockets are usually added to the front assembly as well. Multiplying the number of sprocket gears in front by the number to the rear gives the number of gear ratios, often called "speeds".Hub gears use epicyclic gearing and are enclosed within the axle of the rear wheel. Because of the small space, they typically offer fewer different speeds, although at least one has reached 14 gear ratios and Fallbrook Technologies manufactures a transmission with technically infinite ratios.Causes for failure of bicycle gearing include: worn teeth, damage caused by a faulty chain, damage due to thermal expansion,broken teeth due to excessive pedaling force, interference by foreign objects, and loss of lubrication due to negligence.Uncommon typesDual clutch transmissionMain article: Dual clutch transmissionThis arrangement is also sometimes known as a direct shift gearbox or powershift gearbox. It seeks to combine the advantages of a conventional manual shift with the qualities of a modern automatic transmission by providing different clutches for odd and even speed selector gears. When changing gear, the engine torque is transferred from one gear to the other continuously, so providing gentle, smooth gear changes without either losing power or jerking the vehicle. Gear selection may be manual, automatic (depending on throttle/speed sensors), or a 'sports' version combining both options.Continuously variableMain article: Continuously variable transmissionThe Continuously Variable Transmission (CVT) is a transmission in which the ratio of the rotational speeds of twoshafts, as the input shaft and output shaft of a vehicle or other machine, can be varied continuously within a given range, providing an infinite number of possible ratios.The continuously variable transmission (CVT) should not be confused with the Infinitely Variable Transmission (IVT) (See below).The other mechanical transmissions described above only allow a few different gear ratios to be selected, but this type of transmission essentially has an infinite number of ratios available within a finite range. The continuously variable transmission allows the relationship between the speed of the engine and the speed of the wheels to be selected within a continuous range. This can provide even better fuel economy if the engine is constantly running at a single speed. The transmission is in theory capable of a better user experience, without the rise and fall in speed of an engine, and the jerk felt when poorly changing gears.Infinitely variableThe IVT is a specific type of CVT that has an infinite range of input/output ratios in addition to its infinite number of possible ratios; this qualification for the IVT implies thatits range of ratios includes a zero output/input ratio that can be continuously approached from a defined 'higher' ratio. A zero output implies an infinite input, which can be continuously approached from a given finite input value with an IVT. [Note: remember that so-called 'low' gears are a reference to low ratios of output/input, which have high input/output ratios that are taken to the extreme with IVT's, resulting in a 'neutral', or non-driving 'low' gear limit.] Most (if not all) IVT's result from the combination of a CVT with an epicyclic gear system (which is also known as a planetary gear system) that facilitates the subtraction of one speed from another speed within the set of input and planetary gear rotations. This subtraction only needs to result in a continuous range of values that includes a zero output; the maximum output/input ratio can be arbitrarily chosen from infinite practical possibilities through selection of extraneous input or output gear, pulley or sprocket sizes without affecting the zero output or the continuity of the whole system. Importantly, the IVT is distinguished as being 'infinite' in its ratio of high gear to low gear within its range; high gear is infinite times higher than low gear. The IVT is always engaged, even during its zero output adjustment.The term 'infinitely variable transmission' does not imply reverse direction, disengagement, automatic operation, or any other quality except ratio selectability within a continuous range of input/output ratios from a defined minimum to an undefined, 'infinite' maximum. This means continuous range from a defined output/input to zero output/input ratio.Electric variableThe Electric Variable Transmission (EVT) is a transmission that achieves CVT action and in addition can use separate power inputs to produce one output. An EVT usually is executed in design with an epicyclic differential gear system (which is also known as a planetary gear system). The epicyclic differential gearing performs a "power-split" function, directly connecting a portion of the mechanical power directly through the transmission and splitting off a portion for subsequent conversion to electrical power via a motor/generator. Hence, the EVT is called a Power Split Transmission (PST) by some.The directly connected portion of the power travelling through the EVT is referred to as the "mechanical path". The remaining power travels down the EVT's "electrical path". Thatpower may be recombined at the output of the transmission or stored for later, more opportune use via a second motor/generator (and energy storage device) connected to the transmission output.The pair of motor/generators forms an Electric Transmission in its own right, but at a lower capacity, than the EVT it is contained within. Generally the Electric Transmission capacity within the EVT is a quarter to a half of the capacity of the EVT. Good reasons to use an EVT instead of an equivalently-sized Electrical transmission is that the mechanical path of the EVT is more compact and efficient than the electrical path.The EVT is the essential method for transmitting power in some hybrid vehicles, enabling an Internal Combustion Engine (ICE) to be used in conjunction with motor/generators for vehicle propulsion, and having the ability to control the portion of the mechanical power used directly for propelling the vehicle and the portion of mechanical power that is converted to electric power and recombined to drive the vehicle.The EVT and power sources are controlled to provide a balance between the power sources that increases vehicle fueleconomy while providing advantageous performance when needed. The EVT may also be used to provide electrically generated power to charge large storage batteries for subsequent electric motor propulsion as needed, or to convert vehicle kinetic energy to electricity through 'regenerative braking' during deceleration. Various configurations of power generation, usage and balance can be implemented with a EVT, enabling great flexibility in propelling hybrid vehicles.The Toyota single mode hybrid and General Motor 2 Mode hybrid are production systems that use EVTs. The Toyota system is in the Prius, Highlander, and Lexus RX400h and GS450h models. The GM system is the Allison Bus hybrid powertrains and are in the Tahoe and Yukon models. The Toyota system uses one power-split epicyclic differential gearing system over all driving conditions and is sized with an electrical path rated at approximately half the capacity of the EVT. The GM system uses two different EVT ranges: one designed for lower speeds with greater mechanical advantage, and one designed for higher speeds, and the electrical path is rated at approximately a quarter of the capacity of the EVT. Other arrangements are possible and applications of EVT's are growing rapidly in number and variety.EVT's are capable of continuously modulating output/input speed ratios like mechanical CVT's, but offer the distinct difference and benefit of being able to also apportion power from two different sources to one output.HydrostaticSee also Continuously variable transmission > Hydrostatic CVTs Hydrostatic transmissions transmit all power hydraulically, using the components of hydraulic machinery. Hydrostatic transmissions do not make use of the hydrodynamic forces of the fluid flow. There is no solid coupling of the input and output. The transmission input drive is a central hydraulic pump and final drive unit(s) is/are a hydraulic motor, or hydraulic cylinder (see:swashplate. Both components can be placed physically far apart on the machine, being connected only by flexible hoses. Hydrostatic drive systems are used on excavators, lawn tractors, forklifts, winch drive systems, heavy lift equipment, agricultural machinery, etc. An arrangement for motor-vehicle transmission was probably used on the Ferguson F-1 P99 racing car in about 1961.The Human Friendly Transmission of the Honda DN-01 is hydrostatic.HydrodynamicIf the hydraulic pump and/or hydraulic motor make use of the hydrodynamic effects of the fluid flow, i.e. pressure due to a change in the fluid's momentum as it flows through vanes in a turbine. The pump and motor usually consist of rotating vanes without seals and are typically placed in close proximity. The transmission ratio can be made to vary by means of additional rotating vanes, an effect similar to varying the pitch of an airplane propeller.The torque converter in most automotive automatic transmissions is, in itself, a hydrodynamic transmission.It was possible to drive the Dynaflow transmission without shifting the mechanical gears.Hydrodynamic transmissions are used in many passenger rail vehicles. In this application the advantage of smooth power delivery may outweigh the reduced efficiency caused by turbulence energy losses in the fluid.ElectricElectric transmissions convert the mechanical power of the engine(s) to electricity with electric generators and convertit back to mechanical power with electric motors. Electrical or electronic adjustable-speed drive control systems are used to control the speed and torque of the motors. If the generators are driven by turbines, such arrangements are called turbo-electric. Likewise installations powered by diesel-engines are called diesel-electric. Diesel-electric arrangements are used on many railway locomotives, ships and large mining trucks.。
汽车变速器变速箱外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONOf all transmission technologies, the manual gearbox is the most efficient; around 96 per cent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it is less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions’ head-nod effect on passengers can be wearing.The driver's clutch control and corresponding torque interruptions are also the manuals weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.At the opposite end of the spectrum is the traditional automatic. The modern transmission is by far, the most complicated mechanical component in today’s automobile. It is a type of transmission that shifts itself .A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.There are two basic types of automatic transmissions based on whetherthe vehicle is rear wheel drive . On a rear wheel drive car , the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position . A drive shaft connects the rear of the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheel. Power flow on this system is simple and straight forward going from the engine, through the torque converter , then through the transmission and driver shaft until it reaches the final driver where it is split and sent to the two rear wheel .On a front wheel drive car, the transmission is usually combined .With the final drive to from what is called a transaxle. The engine on a front wheel driver car is usually mounted sideways in the car with the transaxle tucked under it onthe side of the engine facing the rear of the car. Front axles are connected directly to the transaxle and provide power to the front wheels. In this example, power flows from the engine through the torque converter to a large chain that sends the power through a 180 degree turn to the transmission that is along side the engine. From there，The power is routed through the transmission to the final drive where it is split and sent to the two front wheels through the drive axles.There are a number of other arrangements including front drive vehicles where the engine is mounted front to back instead of sideways and there are other systems that drive all four wheels but the two systems described here are by far the most popular. A must less popular rear drive arrangement has the transmission mounted to the final drive at the rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything, the engine, transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche.The modern automatic transmission consists of many components and systems that are designed to work together in a symphony of planetary gear sets, the hydraulic system, seals and gaskets, the torque converter, the governor and the modulator or throttle cable and computer consider being an art form.On the automobile planet gear mainly uses in two places, one is the driving axle reduction gear, two is the automatic transmission. Very many net friends all want to know that, the planet gear has any function, why automobile must have it . We knew very well the gear major part all rotates the spool thread fixed gear. For example mechanical type clock and watch, above all gears although all in make the rotation, but their rotation center (with center of a circle position superposition) often installs through the bearing on the cabinet, therefore, their rotating axis all is the relative cabinet fixed, thus also is called "dead axle gear" . Has must have surely moves, the corresponding place, some kind of not that manner knows very well is called "planet gear" the gear, their rotation spool thread is not fixed, but is installs the support which may rotate in (blue color) on(in chart black part is shell, yellow expression bearing). The planet gear (green) besides can look like the dead axle gear such to revolve own rotating axis (B-B) to rotate, their rotating axis also (is called planet) along with the blue color support to circle other gears the spool thread (A-A) to rotate. Circles oneself spool thread the rotation to be called "rotation", circles other gear spool threads the rotation to be called "revolution", looks like in solar system planet such, therefore acquires fame.The spool thread fixed gear drive principle is very simple, meshes mutually in a pair in the gear, some gear takes the driving pulley, the power spreads from its there, another gear takes the driven wheel, the power outputs from it toward outside. Also some gears only take the stopover station, at the same time meshes with the driving pulley, one side meshes in addition with the driven wheel, the power passes from its there.In contains the planet gear in the gear system, the situation was different. Because has the planet frame, in other words, may have three rotating axes permissions power input/Output, but also may use the coupling or the brake and so on method. in needs time limits axis the rotation, is left over two axes to carry on the transmission, as the matter stands, meshes mutually between the gear relations may have the many kinds of combinations: The power from sun gear input, outputs from other sun gear, the planet put through brake mechanism has checked dies; Power from sun gear input, from planet output, moreover a sun gear ecks dies; The power from a planet input, outputs from sun gear, moreover a sun gear checks dies; Two powers separately from two sun gears inputs, after synthesis from planet output; Two powers separately from the planet and sun gear input, after the synthesis output from other sun gear; The power from sun gear input, divides two groups outputs from other sun gear and the planet frame; The power from a planet input, divides two groups to output from two sun gears;Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this, a lot of the current research is trying to find an efficient alternative to the conventional automatic.The main technologies are continuously variable transmissions (CVTs); dualclutch transmissions (DCTs) and automated manual transmission (AMTs).They all offer different benefits over the conventional planetary automatic.The CVT uses a belt chain or torodial shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics. Its advantage comes from its simplicity. It consists of very few components；usually a rubber or metal-link belt；a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.The transmission works by varying the distance between the face of the two main pulleys. The pulleys have V－shaped grooves in which the connecting the belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.When actuated, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls of the pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs an discs and power- rollersThe "step less" nature of its design is CVT's biggest draw for automotive engineers .Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the equine’s operating curve to a corresponding point on its own operating curve.The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having Offered CVT operations on their ranges.The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and hydraulic losses in the system result in only slightly improved efficienc y and acceleration over the conventional planetary automatic. Developing the controlstrategy is costly too."Resent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT," says Bill Martin, managing director of transmission firm Zeroshift "Some carmakers have cancelled DCT projects because of the cost."The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.SO what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog engagement system.Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog Boxes are unsuitable for road use as the large spaces between the drive lugs or 'dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of The two sets of dogs only capable of transmitti ng torque in one or other opposing directions错误!未找到引用源。
自动变速器中英文对照外文翻译文献
中英文翻译外文翻译THE RESEARCHS OFAMT SHIFTING SCHEDULESVehicular Automatic Transmission can be divided into three types: Automatic Transmission (AT), Automated Mechanical Transmission (AMT) and Continuously Variable Transmission (CVT). AMT has become a kind of transmission that is full of potentiality, due to its high transfer efficiency, low cost and easiness to manufacture.The research on AMT shifting performance is key technology in the developing. Shifting performance directly influence the market competition and industrialization of AMT.AMT has good market expectation, but during the shifting procedure, the power must be cut off which causes the poor shifting performance than AT and CVT. Only through improving the shifting performance can the commercial competence be established. So the virtual important thing is to find the way to improve shifting performance.The development of AMT can be divided into three phases: semi-automatic, automatic and intelligent. The two major part of AMT are: the hardware including the mastered object, executor, sensors and TCU; and the software performing the control strategy.The performance of AT shift influences greatly the performance of the vehicle. So the research on at shift quality is an important problem in the domain of AT researching. Shift quality control of AT is accomplished by electronic andhydraulic system. To shift smoothly, according the real time throttle valve opening and vehicle speed signal, the controller sends electronic signals to control oil pressure changing curve of the applying elements. this paper analyzes and research detailed shift quality control system，the analyzing model of shifting process and pressure changing curve of the applying elements Firstly this paper summarizes the existing evaluated quota of shift quality, and fully analyzes and introduces the existing control manner of AT shift quality.To meet the needs of research of vehicle starting and the real time control of shift, this paper puts forward a simplified model of engine-torque and a dynamics model of AT shifting process. Through the applying of the established model, this paper fully analyzes the process of the AT shifting.This paper drafts the proper oil pressure changing curve of the applying elements which can improve the AT shift quality, and gives the material calculated methods of the AG4 AT. This paper simulates the AG4 AT’s shifting process of 2H to 3H.The results of the simulation validate the established simplified models and the expected oil pressure changing curve.This paper fully analyzes the mechanism of the pressure regulating and flow controlling system of the AG4 AT, and preparatory discusses the design of the block-diagram of the shift quality control. This paper test the control system and hydraulic system of the AG4 AT by the AT hydraulic-electronic testing-bed. The result of the test validates the correction of these analyses.Automated Mechanical Transmission, as so called AMT, is a new-style transmission system. AMT technology applies the automatic technology to the manual mechanical transmission and makes the selection-gear, shift, clutch and throttle implement automatically. AMT technology is suitable for the situation of our country, and has an expansive market and development foreground. Shift schedules decide the time to shift and are the soul of the AMT. When the AMT is working, by comparing the states of the vehicle with the optimal shift schedules, the AMT decides the optimal shift time and achieves the shift automatically. This will lessen the tiredness of the driver and improve the safety. At the same time, the power and fuel-economy of the vehicle can also be improved. Theauthor chooses the shift schedule as the key technology problem to be researched and the main study aim of this thesis is to get the optimal shift schedules for the AMT and so improve the power and fuel-economy of the vehicle. Through analyzing the influence factors of power and fuel-economy for the automobile, the author get the establishment methods for the optimal-power shift schedule and optimal fuel-economy shift schedule. In order to solve the influence of mass on the shift schedule, the author presents a variable-structure-controlled shift system. This enriches the theory of shift schedules. Because the computer simulation can save a lot of manpower and material resources comparing with the true-car test, so in this thesis, the author uses the simulation toolbox MATLAB/Simulate to setup the simulation model for shift schedules. Using this model, the optimal-power shift schedule and optimal fuel-economy shift schedule above are simulated and proved to be reasonable.Shifting performance is defined as the extent of swiftness and softness during the procedure of non-power shifting and to extend the life of the power train. The index is comfort of passenger, time duration and shock, nine factors maybe influence the shifting performance, and two experimental methods can be used to investigate the nature of this performance: one is collecting real-time data during road experiment and analyzing them, the other is the simulation of the operation conditions of the vehicle.The core of the AMT system is the control strategy, the principle of the clutch engagement, shifting procedure, the choice of control method and the CAN communication between TCU and ECU can influence the shifting performance.Shifting schedule is the schedule of auto shifting time between two shifts with controlling parameters. It includes economical and dynamical shifting schedule. At present, shifting schedule of two controlling parameters (vehicle speed and opening on throttle) is mainly used. If shifting schedule is not good, shifting will not happen at right time and the working condition of engine will be severe. It will make the sound of engine abnormally and stability badly through the whole shifting procession. Sometimes even flame out Schedule of clutchengagement is determined by releasing journey of clutch, opening of throttle, shifting, vehicle speed and loading. The mainControlling goals are engaging quantity and engaging speed. The engaging control of clutch is mainly referred to the control of engaging speed. It is divided into three stages: fast, slow, fast. Shifting quality is directly influenced by the second stage. If engaging harder, it will make shifting concussion, even flame out; if engaging more slowly, it will make the friction time longer and reduce its longevity. The main controlling parameters are difference between initiative and passive and torques on both sides. When torques being approximately equal, it is proved by experiments that it can guarantee shifting time and not make concussion through the procession of engagement at the time of difference of rotating speed below some value. Meanwhile, the abrasion of clutch is not severe.Shifting procedure is the procedure through working harmoniously among engine, clutch and transmission. Their cooperation will affect shifting time heavily. In order to decrease the shifting time, the time that is spent on the friction of the clutch should be decreased first. If we intend to increase the time of non-load stage, which helps to minimize the difference of the rotary speed between the driving disc and the driven disc. If we intend to shorten the time of the non-load stage, engage the clutch immediately after the gear change. The clutch can engage in a satisfying period if the new method of controlling the engaging speed of the clutch is realizable. And the time that is spent on synchronizing the gears should also be shortened. It can be realized in the following two ways. The first is to decrease the difference of the driving gear and the driven gear. The second is to increase the shifting force. If realizing the union control between ECU and TCU by CAN bus, AMT has the best control and the best shifting performance by use of communication strategy between TCU and ECU.Influence on shifting performance by hardwareThe elements in hardware system are the basis of proper functions of AMT. Executors, sensors, electronic components, hydraulic systems have influences onshifting performance, the choice of hardware parameters is of vital important to improvement of shifting performance.With the development of the theory and technology of vehicle, the technical increasingly mature of microprocessor and the extensive application of electronic technique on the car, people have no limit at satisfying the automotive means of transportation only, facing gradually from the request of the car power, economy and easily manipulating, flexibility, safety, an d the intelligent type of car becomes the focus in the vision of people increasingly. Company’s publicity slogan of" person, car, life"," make people the center" etc. On the side exhibit the expectation of people to the automotive individuation, humanity.In the development direction of the car intelligence, the intelligence of the automatic gearbox has important effect. But the intelligence of the automatic gearbox embodies at the establishment of the shift regulation. For the fashion, for satisfying people to the new automotive request, for competitive advantage of the car type, at present, each big factory in world worked very much in shift regulation of new car type. Among those, the most arresting is AL4 automatic gearbox developed by PEUGEOT/CITROEN and RENAULT in that there unexpectedly are the 10 kinds of so many shift regulations. In the big system of person— car — road, the good and bad of the car control, reflect primarily in the coordination of the vehicle and environment (road), the coordination of the vehicle and person. And so, the electronic automatic control system can save various regulations to provide the driver to choose to use, not only having the economic regulation, motive (call to sport the type again) regulation, but also still having the general (usual) regulation, environment temperature and regulation with the outsider condition variety etc. Namely, the point of shifting can be freely enacted for every kind of regulation. In the intelligence direction of the shift regulation, everyone has made much work up to now, parts of the results has been applied on the car. But the work that developing this intelligent shift regulation still is hard, this is mainly because of:1. The intelligence degree of the current intelligent gearbox needs to be increased, and it expresses at that accurate degree to identify environment is nothigh and to identify the driver’s driving can't give satisfaction.2. The intelligence function is still not perfect. The intelligent automatically shift system is an open system; it must be continuously perfect and plentiful on the current foundation. Only this way, it can adapt to the driving request of the different drivers, reducing the driver’s labor strength, increasing the performance of the whole vehicle.Conventional design method which used in the structure parameters' design of automobile gear box and synchronizer is a time-wasting job and hard work, and it is difficult to get idea design parameters and no good to the enhancement of products qualities. The optimum design of automobile gearbox and synchronizer which take the advantage of computers seeking the best structure parameters within constrains is a perfect and high-quality design method. The main target of this article is to set up a optimum mathematical model of structure parameters of the truck's gearbox and synchronizer, the auth or use a optimum method based on K-T equation to improve the design level of automobile gearbox and synchronizer. Gear box is a important part of transmission, so the optimization of automobile gearbox is very important because the transmission is a main part of automobile. According to the design request and character sofa sort of truck, the optimum mathematical model of truck's gearbox is analyzed and set up in this article to decrease its weight and volume when the strength, stiffness, and lifetime of parts are permitted. And we can receive a satisfaction result through optimizing it's parameter for instance.Synchronizer is a important part of automobile gearbox, it make drive gear and driven gear engaged after their synchronized, so it can decrease engaged shock and noise, it can decrease shift forcing and make it comfort to gear shift and increase the life of synchronizer. The synchronized process of synchronizer is analyzed in this article; we can receive a satisfaction result through optimizing its influence parameter for instance when the synchronized time is the shortest. The optimum toolbox of MATLAB is a convenient of ware of modern optimization with fast speed and powerful function. The algorithms of different mathematical subsets are divided into different librarians in the form offunctions in MATLAB optimum toolbox. When we use them, we just call the functions and give special parameters to solve the problems and this will be fast and accurate. The author gives an optimum design for automobile gearbox and synchronizer by using the optimum toolbox of MATLAB and receives a satisfaction result.自动变速器换档规律的研究车辆自动变速器通常分为液力机械式自动变速器（简称AT）、电控机械式自动变速器（简称AMT）和机械式无级变速器（简称CVT）。
汽车变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONManual transmission is one of the most common transmission, referredto as MT. Its basic structure in a single sentence is a central axis, twoinput shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose.The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly withclutch platen, thus the spline set by the engine relay of torque. The firstshaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaftgear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmissionshaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaftgear - oart gnaws gnaws gear - because the second shaft gear - corresponding corresponding gear. Pour on the axle gear can also controldevice, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio,the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can acceptpower transmission.Due to the gearbox output shaft to input shaft and the speed of theirgear rotating, transform an "synchronization problem". Two rotating speeddifferent meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet clutch" method, ShengDang in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Thereforedesigners to create "synchronizer", through the synchronizer will makethe meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc,it is characteristic of the friction effect on achieving synchronization.Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface ofgear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshing gears with gear synchronous, also can rapid producesa locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapiddecrease (increase) or to synchronous speed equal, both locking ring spunconcurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process.functional (1) change ratio, meet different driving conditions for tractionengine, the need to work in the favorable conditions and meet the speed may request. In a wide range of vehicle speed changing the size and automobile driving wheel on the size of the torque. Due to the differentdemands, automobile driving conditions of vehicle speed and torque can drive in a broad range of change. For example, in high speed can be reachedon 100km/h, while in the urban district, speed in 50km/h. In the empty flat roads, road, very little resistanceWhen When carrying carrying carrying uphill, uphill, uphill, driving driving driving resistance resistance resistance was was was great. great. great. And And And the thecharacteristics of automobile engine speed range is lesser, and torque changes more cannot meet the actual conditions range. (2) drive backward, to satisfy the need to drive car backwards. Realizing the backing, engine crankshaft are generally only to a direction,and sometimes need to back, so, often used in the transmission of reverseto realize the car drive backward.(3) in power, interruption, idle running engine starting, auto shift or need to stop the dynamic output, interrupted to transfer the power ofthe drive wheels.(4), when the clutch engagement realize gap, gearbox can not power output. For example, can ensure drivers in engine flameout loosen the clutch when leaving drivers seat.constituteBy continuously variable transmission gearbox and speed control twoparts. The main function of the variable transmission torque and speed is the change of numerical and direction, The main function of theoperation is controlled transmission mechanism, realize thetransformation of transmission ratio, shift to speed torque. Principle,Mechanical transmission main application of the principle of geartransmission velocity. Say simply, there are a number of differenttransmission gearbox group of gear pair of vehicle, and behavior, is alsoshifting gears trunk by manipulating institutions make different gearpair work. As in low-speed, ratio of gear pair work, and in high-speed, let ratio of small gear pair work.Classification,1, according to the change of transmission, transmission way, there can be divided into grade level and synthetical three.(a) : several levels of transmission ratio, can choose the fixed by gear. And can be divided into: gear axis of ordinary gear transmission and fixed gear planetary gear (part) of planetary gear transmission axisof rotation.b) stepless type transmission: ratio can be continuous variation within a certain range, commonly, mechanical and electric hydraulic typeetc.(c) comprehensive type transmission by a class type, transmission andstepless type transmission, the ratio of the maximum and minimum values can be in between the scope for several section stepless change.2, press control can be divided into compulsory manipulation, transmission, automatic control and semi-automatic control 3 kinds.(a) mandatory manipulation of transmission by direct manipulation, change gear shift lever drivers.(b) automatic control type transmission ratio of choice and change: the shift is automatic. Drivers simply manipulate accelerated pedal, transmission can according to the engine speed and load control signal signal actuator, realize the transformation of gear.(c) semi-automatic control type transmission can be divided into twokinds: one kind is part of gear, automatic shift gears, manual (mandatory)shift, Another kind is selected by button in mining under gear clutch pedalor accelerated release pedal, the executing agency to shift. Transmission of maintenance1 transmission gears maintenanceTransmission gears are always changing speed, load, gear toothsurface by bluntThe impact of load, which struck gear tooth surface (especially) damage. Common injuries are:(1) gear transmission is worn gear under normal working conditions, shows the wear uniform angled tooth gear, long wear along the directionTooth thickness shouldof the tooth should not exceed 30 percent longer,not exceed usd, Gear tooth surface area of not less than two-thirds, Running gear mesh clearance shall be commonly used, 0.15-0.26 mm to 0.8 mm limit, Gear engagement between 0.10-0.15 mm, should use limit for 0.60mm. Available batches or soft metal rivalries. If more than clearance method for measuring the pairs, should be replaced.due to fail togear clearance is mainly(2) gear teeth,broken toothmeet the requirements, gear meshing parts or work under great impact load.If you are not greater than 2mm edge of gear oil can smile ShiXiuafter-grinding continue to use, If the scope or have more than three pairs,should smile.(3) often mesh surface of the helical gear often wear face due. 10-0.30mm, in order to ensure that the axial clearance, if tooth gear good operation within the wear, can repair tank, but the amount of grinding grinding should not exceed. 50.(4) often meshing gears shaft neck, needle roller bearing and wear into seat hole hole meshing gears seat with needle bearings and shaft neckwith clearance should be 0.01 - three 0.08 mm, otherwise must be changed.2 the overhaul. Transmission shellGearbox shell is transmissions, to ensure the basis of each part of the transmission is correct position, work under load. Common injuries are:(1) the abrasion of shell bearing hole hole wear will destroy its bearing assembly relation with the bearing, the direct impact of input, output shaft transmission position relative to the hole. Bearing seat with0-0.03 mm clearance shall be used for the maximum limit, should be replacedor 0.10 mm) shell or pile hole repair.(2) shell threaded holes repair note oil ROM plug hole, dumping screwhole threads connecting bolts damage and between shellThreaded hole, can take damage with screw repair.3 transmission shaft of maintenanceTransmission in the process of operation, each bearing the torsionalmoment of change, and bending moment, JianChi part is under pressure, impact and sliding friction etc. Various axial load of common injuries are:(1) the shaft neck and neck too worn wear axis gear axis will not onlyoffset, and can bring the change gear clearance, when making noisetransmission shaft neck. Also make coordination relationship with bearingdamage, may cause ablation. So roller bearings in a place with no more than 0.02 axis wear mm needle bearing shaft neck wear with place, otherwisethan 0.07 mm landscape change or chrome.side of thein stress and more seriouswear JianChi wear(2) JianChispline. JianChi with check, when more than 0.25 or and wear with more thanusd keyway apprentice, gear engagement mm, combining with the gear with JianChi weeks, according to the mm apprentice woodruff key and shaft neckkeyways apprentice to JianChi 0.08 mm over there when the keyway weeks, or should be repaired or replaced shaft.(3) transmission shaft bending thimble resist transmission shaft withmaintenance on both ends of the roof, using pinhole batches of shaft radial micrometers, check the deviation should be less than 0.10 mm) pressure correction repair.4 synchronizer overhaulA. lock ring type inertial synchronizer ring maintenance: lock hornscone a about six degrees - 7 degrees, in use, cone Angle deformation ofrapid synchronous, and not be change in time. B. B. locking locking locking pin pin pin type type type inertial inertial inertial synchronizer: synchronizer: synchronizer: locking locking locking pin pin pin type type synchronizer major damage for cone rim wear, when, cone-disk cone rim on the thread of groove depth 0.40 mm wear to 010mm deep, should be replaced.If the cone rim are scratching, face to face, but two turning machining, must not be more than 1mm should be replaced.变速器手动变速器是最常见的变速器，简称MT MT。
Unit 3汽车专业英语(变速器)
Though there are several types of CVTs, most cars use a pair of variable-diameter pulleys, each shaped like a pair of opposing cones, with a metal belt or chain running between them(Fig.9-6) [1]. One pulley is connected to the engine (input shaft), the other to the drive wheels (output shaft). 虽然有几种CVT型号，大部分汽车都是使用一对可变径滑 轮，形状象一对相向的圆锥，而且在两者之间有一条金属 带或链在运转。一个滑轮连接着发动机（输入轴），另一 个连接着驱动轮（输出轴）。
车辆工程专业外文翻译--变速器
外文原文：TransmissionsTransmissions have to compromise on either ride comfort or efficiency, but a new approach to the dog engagement gearbox could improve both.With tightening emissions regulations, carmakers are not just confining their efforts to improving combustion and after-treatment. Many are finding that modern engines are so advanced that the benefits of some engine technologies are small compared to the huge development costs involved.It's important to look at the whole vehicle in order to improve emissions. As the second most expensive piece of kit in the car, the transmission is the logical next place to look.Of all transmission technologies, the manual gearbox is the most efficient; around 96percent of the energy that is put in comes out of the other end. But not everyone can drive one or wants to. Because you have to dip the clutch pedal, it's less comfortable to drive in heavy traffic. It makes the driver tired and the torque interruptions' head-nod effect on passengers can be wearing.The driver's clutch control and corresponding torque interruptions are also the manual's weak point. When accelerating up through the gearbox, each up-shift requires the driver to cut the torque momentarily by lifting the gas pedal and dipping the clutch. It may just take a second to complete the operation, but during this time the vehicle is losing speed and acceleration.At the opposite and of the spectrum is the traditional automatic. Its shift quality is good thanks to its torque converter, but efficiency is relatively poor despite recent advances. Because of this ,a lot of the current research is trying to find an efficient alternative to the conventional automatic.The main technologies are continuously variable transmissions (CVTs); dual clutch transmissions(DCTs) and automated manual transmissions(AMTs).They all offer different benefits over the conventional planetary automatic.The CVT uses a belt chain or toroidal shaped dish drive to vary an infinite number of gear ratios. It has improved efficiency and cost when compared to conventional automatics.Its advantage comes from its simplicitu. It consists of very few components; usually a rubber or metal-link belt; a hydraulically operated driving pulley, a mechanical torque-sensing driving pulley, microprocessors and some sensors.The transmissions works by varying the distance between the faces of the two main pulleys.The pulleys have V-shaped grooves in which the connecting belt rides. One side of the pulley is fixed axially; the other side moves, actuated by hydraulics.When actuatec, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls ofthe pulley, depending on driving conditions. This changes the gear ratio. A torodial-type design works in a similar way but runs on discs and power-rollers.The "stepless" nature of its design is CVT's biggest draw for automotive engineers. Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and mileage. A CVT can convert every point on the engine's operating curve to a corresponding point on its own operating curve.The transmission is most popular with Japanese carmakers and Japanese supplier JATCO is a major producer. But in the US and Europe driving styles are different. Uptake has been slow despite Audi and other manufacturers having offered CVT otions on their ranges.The DCT is, in effect, two manual gearboxes coupled together. Gear shifts are made by switching from one clutch on one gearbox to another clutch on the other. The shift quality is equal to a conventional automatic, but slip, fluid drag and lydraulic losses in the system result in only slightly improved efficiency and acceleration over the conventional planetary automatic. Developing the control strategy is costly too."Recent advances in conventional automatic technology have weakened the argument to develop and set up production for CVT or DCT." says Bill Martin, managing director of transmission firm zeroshift. "Some carmakers have cancelled DCT projects because of the cost."The cheapest way to build an automatic is with an AMT. AMTs use actuators to replace the clutch pedal and gear stick of a conventional manual. They keep the high efficiency and acceleration of a manual gearbox, but the shift quality on some models is lacking. Torque interruptions and the head-nod effect are the most common complaint.so what is the alternative? There are always new ideas in transmissions, but Zeroshift says that its technology has efficiency benefits over a manual, delivering fuel economy improvements to city driving. Shift quality can also be equal to that of a refined automatic.Zeroshift's approach is an upgrade to the AMT. The synchromesh is replaced with an advanced dog enqaqement system.Dog engagement has been used for many years in motor sport to allow fast shifts. Conventional dog boxes are unsuitable for road use as the large spaces between the drive lugs or "dogs" create backlash, an uncomfortable shunt caused by the sudden change in torque direction.Zeroshift's technology solves this problem by adding a second set of drive dogs. It has also made each of the two sets of dogs only capable of transmitting torque in one or other opposing directions. "By controlling the engagement and disengagement of the two sets you can shift into the new gear befor disengaging the previous gear, "says Martin. "The shift quality is smoother than a typical modern six-speed automatic luxury car."The shift is instant and the torque is not interrupted.This philosophy is used for both up and down shifts."In conventional AMT there is an emissions spike during a shift due to the need to back off and reintroduce throttle, this is eliminated by going seamless, "says Martin. "This also reduces fuel consumption."It is a relative newcomer to the transmission sector, but the firm says that it is already attracting the attention of major European and US carmakers. The big draw is as a low-cost alternative to DCT, says Martin.Because the manual gearbox architecture is largely maintained, production costs and complexity are not greater than for a conventional AMT. Development of the controls side is also considerably cheaper. Music to the ears of engineers trying to cut emissions and costs."Most of the carmakers have seen the system at least once," says Martion. "Some signed us immediately. Some have said not yet. None have said no. "That may be the clearest sign yet that when it comes to powertrain developments, carmakers are starting to focus on the transmission.HOW ZWROSHIFT WORKSThe hardware consists of two sets of bullets. mounted and actuated on two independent bullet rings. both sets of bullets run on the common hub, which is attached to the shaft with splines.Each bullet has a special profile. On one side they have an angled face for engagement. These are diagonally opposed, allowing the bullet to have a drive function for one gear and an overrun function for the other gear. The engagement faces taper backwards slightly to ensure the bullet latches onto the engaged gear under load.the opposite corners have a ramp, which pushes the bullet out of the previous gear once the new gear has been engaged.In neutral both bullet rings are positioned midway between the ratios. To select first gear, the bullets are moved into mesh with the engagement dogs.The bullets are actuated via shift forks conected to the shift actuators.The driving bullets lock first gear to the output shaft and transfer torque from the gearwheel onto the output shaft. The first gear overrun bullets are also moved into gear to lock the wheel to the output shaft in the opposite direction. This transfrs torque from the gearwheel onto the output shaft when the throttle closes and the engine overruns. This eliminates the backlash you'd expect from a dog engagement gearbox.To shift up with an open throttle, first gear's overrun bullets are unloaded and move in to engage second gear. This is followed by the previous driving ring which becomes unloaded when second gear is taken up.If the bullet is stopped from engaging fully-dog-face to dog-face-the second gear wheel opens an engagement window due to the relative speed difference. With the bullet pushed against the engagement dog compliance between the fork and actuator allows the stored energyto fire the bullet into the window.The first gear overrun bullets have now become the second gear drive bullets. As second gear takes over, the load is removed from the first gear drive bullets. These bullets are now no longer held by their retention angie and can be either moved out ofgear by actuators or pushed out of gear by contact with the ramp face of the bullet.The first gear drive bullets then move across into engagement with second gear. In second gear, the roles of the bullets are reversed.Audi RoadjetAudi plans to add comfort, luxury and practicality without increasing emissions The Roadjet concept, first shown at Detroit in January 2006,indicates a number of technical directions that Audi going to take in the coming year. The firm is focusing on interior design, powertrain, chassis, electronics and safety innovations.These new directions will help Audi strengthen its position in the sub-luxury market that it previously had to itself. Audi has two main tactics to attract new customers in the US. It is breaking into the sports utility vehicle(SUV)and compact utility vehicle(CUV)markets.It also introduces new luxury and lifestyle features to strengthen its position in the US; sales there still lag behind those of BMW, Lexus and Mercedes-Benz. The recently launched Q7 off-road luxury vehicle is a late bid to capitalise on the SUV boom.In Europe, the carmaker's technical innovations such as aluminium construction, four-wheel-drive, and novel powertrain technologies have been successful. But if Audi wants to increase its US market share, it needs to innovate in those areas valued by American customers: comfort, luxury and practicality.Audi's designers have focused on this in the interior. They have devised a new wrap-around instrument panel shape to replace the more functional design in existing models. They have expanded the vehicle's multi-media interface (MMI)control system, used for cruise control, suspension, climate and entertainment separate controls. Combined with an upgraded climate system, occupants can set their own individual climate settings.Soft, warm, earthy colours are used in the Roadjet to create a feeling of well-being. The concept uses high quality functional materials: the upholstery is fine leather; the floor is neoprene. The space between the rear seats can house a range of optional equipment: the show car featured an espresso coffee machine. Storage boxes and baby carriers are more realistic alternatives.To enhance practicality, the rear seats slide backwards and forwards diagonally to increase shoulder and leg-room or rear load space. When the rear seats are in their most forward position, an oblique-facing child seat can be used behind the seats.Roadjet's load bay features an eletrically extending load floor to ease loading, offering unmerous lashing points to secure luggage items. The sliding seats and extending load floor are very likely to enter production on Audi's Q5 and A4 models.To heighten the sense of luxury, the concept uses a costly 1,000W Bang & Olufsen sound system with 14-speakers.This incorporates a "digital voice support" function that uses microphones and the car's speakers to pick up and amplify passengers' voices to ensure clear conversation even at high speeds.In a bid to improve road safety, convenience and traffic management, carmakers are working to common standards to develop a new in-car system to talk to other cars androadside wireless olcal area networks. In traffic jams, bad weather or accident situations, cars send information to emergency services, other cars and traffic computers. The Roadjet concept featres previews such a system.The weight of all the new electronics and luxury equipment in this segment, combined with customers' growing demand for power is having a negative effect on exhaust emissions and fuel consumption. Audi is looking at sophisticated technical solutions to balance the equation.Roadjet's 3.2-litre gasoline direct injection engine is based on an existing engine but features a new fixed intake manifold with an integral vacuum reservoir to increase its output. This is combined with a two-stage cam operated variable valve lit technology to increase output.Despite the sports car performance, the Roadjet's overall fuel consumption is slightly lower than the current A4 Quattro 3.2FSI.The valve train technology, due to enter production later in 2006,lets the engine perform economically and smoothly during normal driving, switching automatically to more responsive, more powerful characteristics when the driver demands.Roadjet also has the first Audi application of speeddependent variable ratio dynamic steering for a stable highspeed motorway ride but with enhanced control on twisty country roads. Electronically-controlled variable rate dampers automatically adjust from soft and comfortable to firm and sporty to enhance safety and handling.Audi's engineers have electronically linked all of these systems to create three driver-selectable programmes: dynamic, comfort and sport. Each programme adjusts the dampers, steering, gearbox and engine eletronics to give different driving experiences.Roadjet's body styling marks a new direction for the carmaker.At 1.55m high with a wheelbase 4.7m long and 2.85m wide, the concept is roomy. The firm has used a combination of sharp feature lines and careully-sculpted concave-section doors to disguise the height. While the trademark LED tail lights are likely to enter production unchanged, steerable xenon gas discharge lights will replace the LEDs in the headlamps.Around the end of 2007 Audi will launch the Q5 CUV, based on the next A4 platform. Smaller and lighter than the Q7,it will be well placed to compete in the profitable CUV segment in the US. The Roadjet previews elements of the interior and exterior styling of this model.The Q5 will need to be more rugged to match the outdoor lifestyle image of the CUVsegment. At the same time, for the European market, the Roadjet's sharp style previews the next A4 model range, which may produce a new hatchback body in 2007 to join the conventional saloon and Avant estate. The dashboard and other new interior refinements are likely to spread across the rest of the Audi range over the next 24 months.中文译文：变速器变速箱通常不得不在舒适性和效率之间做出选择，但一种新型的“犬牙啮合式”变速箱可以同时改善这两种性能。
汽车变速器英语词汇
（副变速器）变速杆range selector按钮控制finger-tip control半自动换档机械式变速器semi-automatic mechanical transmission 半自动液力变速器semiautomatic transmission包角scroll泵轮impeller边斜角（进出口）bias(entrance and exit)变矩比torque ratio变矩范围torque conversion range变矩系数torque ratio变容式液力变矩器variable capacity converter变速叉shifting fork (gear shift fork)变速齿轮transmission gear变速齿轮比（变速比）transmission gear ratio变速齿轮组change gear set变速杆stick shift(gear shift lever)变速轨（拨叉道轨）shift rail变速器transmission (gearbox)变速器输出轴transmission output shaft变速器输入轴transmission input shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft1变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速踏板gear shift pedal操纵杆control lever槽导变速gate change长行星齿轮long planet gear常啮齿轮constant mesh gear常啮合齿轮传动constant mesh transmission常压式同步器constant pressure synchronizer超速档变速器over drive transmission超限换档overrun shift传动比gear ratio带主减速器的变速器final driving transmission单向离合器one-way clutch单向离合器换档freewheel shift导轮可反转的变矩器torque converter with reversal reactor 倒档reverse gear倒档中间齿轮reverse idler gear低速档bottom gear(low speed gear)第二档second gear第一档first gear电磁阀调压阀solenoid regulator valve电液式自动换档系统electronic -hydraulic automatic电子同步变速装置electronically synchronized transmission assembly 调压阀pressure -regulator valve调制压力modulated pressure定输入扭矩特性constant input torque performance定轴式液力变速器countershaft transmission定子stator动力换档power shift动力换档过程timing动力相似dynamic similarity动力助力换档变速器power assisted shift transmission短行星齿轮short planet gear多级变速器multi-speed transmission多中间轴变速器multi-countershaft transmission反拖特性coast performance方向盘式变速column shift (handle change)分动齿轮（分动机构）transfer gear分动箱（分动器）transfer case分动箱控制杆transfer gear shift fork分段式多档变速器sectional type multi-speed transmission分流式液力变速器split torque drive transmission辅助变速器auxiliary gear box3副变速器splitter副轴counter shaft副轴齿轮counter shaft gear高速档top gear(high gear)固定轴式变速器fixed shaft transmission 惯性式同步器inertial type of synchronizer 过载系数overloading ratio后油泵gear pump (output pump )滑差slip滑动齿轮sliding gear滑动齿轮变速器sliding gear transmission 滑动齿轮传动sliding -gear transmission 缓冲压力compensator or trimmer pressure 换档shift换档点shift point换档定时property of automatic shift换档阀shift valve换档规律process of power shift换档机构gearshift换档循环shift schedule换档元件engaging element换档指令发生器shift pattern generator回油泵scavenge oil pump机械式变速器mechanical transmission级stage几何相似geometry similarity继动阀relay valve5。
汽车手动变速器外文文献翻译、中英文翻译、外文翻译
附录外文文献Manual transmission is the most basic of transmission of a type, its effect is changing, and provide the transmission reverse and neutral. Usually, the pilot on the clutch pedal through manipulation and in any HuanDangGan can choose between gear. There are a few manual transmission, such as motorcycles, cars, some transmission shift transmission allows only sequence, the transmission is called sequence shift transmission. In recent years, along with the electronic control components durability, computerized automatic switching clutch automatic shift of transmission in Europe since the start line are more and more popular, car Volkswagen and ford are sold in the city on the double clutch provide updated generation, transmission from the start with two clutches, every shift automatically switch to another group of clutch engagement, need not as quick as traditional in manual have only one group separated again clutch engagement, shifting speed is faster, more small change gear vibration.Internal structure: shaftDecorate a form of transmission shaft type usually have two and three shaft type two kinds. Usually a rear wheel drive car will adopt three axis type, i.e. input shaft transmission, the output shaft and oart. Input shaft front associated with engine, borrow clutch output shaft back-end through the flange and universal transmission device connected.Input shaft and the output shaft in the same horizontal line, with their oart parallel arrangement. From the input shaft power through the gears to preach to the output shaft oart again. In many input and output shaft transmission shaft could engage in together, so to power, then the gear oart called directly. Direct files through uniaxial transmission, the ratio of 1:1, the highest transmission efficiency. Even in the transmission directly, cannot offer the input shaft, and the output shaft is decorated in a straight line to reduce work needed to inherit the torque transmission.Reversing deviceGenerally speaking, the reverse gear reducer than can alsosynchronizerIn synchronized meshing gears have type synchronizer Settings, can make two gear engagement in the first, before the speed reached synchronizer in all of this manual gear transmission of the car has been usedClutch,The clutch is can make two gear with a separate with mechanical parts, two gear transmission power can be combined, but when to speed, so will depend on the first two gear clutch, change gear ratio, the two gear transmission power, continue again Control：GearIn simple terms, the high speed, low speed ShengDang when the time cameEvery car high speedCompared with automatic transmissionThis refers to the automatic transmission of traditional hydraulic transmission, namely through hydraulic torque converter and planetary gear transmission power automatic transmission.Advantages： transmission efficiency than automatic gearboxes for high, of course, theoretically can compare economical.maintenance will be cheaper than transmission.If you want to higher cost, can begin from both the row of convenience and high power附录外文文献的中文翻译手动变速器是汽车变速器中最基本的一种类型，其作用是改变传动比，并提供倒档和空档。
变速器英语
Transmission减速器reducer中间齿轮intermediate gear(counter gear)副轴齿轮counter shaft gear副轴counter shaft变速器输入轴transmission imput shaft变速器输出轴transmission output shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速齿轮比（变速比）transmission gear ratio传动比gear ratio主压力line pressure调制压力modulated pressure真空调制压力vacuum modulator pressure速控压力governor pressure缓冲压力compensator or trimmer pressure 限档压力hold presure前油泵front pump (input pump )液力传动装置充油压力hydrodynamic unit change pressure 后油泵gear pump (output pump )scavenge oil pump调压阀pressure -regulator vavle电磁阀调压阀solenoid regulator valve液力变矩器旁通阀converter bypass valve速控阀governor valve选档阀selectro valve换档阀shift valve信号阀signal valve继动阀relay valve换档指令发生器shift pattern generator档位指示器shift indicator(shift torwer)先导阀priority valve流量阀flow valve重迭阀overlap valve液力减速器控制阀retarder control valve液力起步fluid start零速起动stall start液力变矩器锁止converter lockup全液压自动换档系统hydraulic automatic control system 电液式自动换档系统electronic -hydraulic automatiec换档shift升档upshiftdownshift动力换档power shfit单向离合器换档freewheel shfit人工换档manual shfit自动换档automaitc shfit抑制换档inhibited shift超限换档overrun shift强制换档forced shift换档点shift point叶片转位blade angle shift换档滞后shift hysteresis换档循环shift schedule换档规律process of power shift动力换档过程timing换档定时property of automatic shift 换档品质property of automatic shft 换档元件engaging element换档机构gearshift操纵杆control lever变速杆stick shift(gear shift lever) （副变速器）变速杆range selector变速叉shifting fork (gear shift fork)分动箱控制杆transfer gear shift fork变速踏板gear shift pedal变速轨（拨叉道轨）shift rail直接变速direct change(direct control)方向盘式变速column shift (handle change)按钮控制finger-tip control槽导变速gate change空档位置neutral position直接驱动direct drive高速档top gear(high gear)低速档bottom gear(low speed gear)第一档first gear第二档second gear超速档overdirve gear经济档economic gear倒档reverse gear爬行档creeper gear驱动特性drive performance反拖特性coast performance定输入扭矩特性constant input torque performance全油门特性full throttle performance寄生损失特性no load (parasitic losses)performanceprimary characteristic响应特性response characteristic吸收特性absorption characteristic全特性total external characteristic输入特性characteristic of enhance输出特性characteristic of exit力矩特性torque factor(coefficient of moment) 过载系数overloading ratio变矩系数torque ratio能容系数capacity factorr几何相似geometry similarity运动相似kinematic similarity动力相似dynamic similarity透穿性transparency万向节和传动轴universal joint and drive shaft万向节universal joint非等速万向节nonconstant velocity universal joint 等速万向节constant velocity universal joint准等速万向节near constant velocity universal joint 自承式万向节self-supporting universal joint非自承式万各节non self suporting universal joint回转直径swing diameterconstant velocity plane万向节夹角true joint angle十字轴式万向节cardan (hookes)universal joint 万向节叉yoke突缘叉flange york滑动叉slip yoke滑动节，伸缩节slip joint花键轴叉slip shaft yoke轴管叉（焊接叉）tube(weld yoke)十字轴cross(spider)十字轴总成cross assembly挠性元件总成flexible universal joint球销式万向节flexible member assembly双柱槽壳housing球环ball球头轴ball head球头钉button中心球和座centering ball and seat球笼式万向节rzeppa universal joint钟形壳outer race星型套inner race保持架cage可轴向移动的球笼式万向节plunging constant velocity joint筒形壳cylinder outer race柱形滚道星形套inner race withcylinder ball grooves 偏心保持架non-concentric cage滚动花键球笼式万向节ball spline rzeppa universal joint外壳outer housing内壳体inner housing球叉式万向节weiss universal joint球叉ball yoke定心钢球centering ball三球销万向节tripod universal joint三柱槽壳housing三销架spider双联万向节double cardan universal joint凸块式万向节tracta universal joint凸块叉fork yoke榫槽凸块tongue and groove couplijng凹槽凸块groove coupling传动轴drive shaft(propeller shaft)传动轴系drive line传动轴形式drive shaft type两万向节滑动的传动轴two -joint inboard slip ddiveshaft两万向节外侧滑动传动轴two joint ouboard slip drive shaft单万向节传动轴single joint coupling shaft组合式传动轴unitized drive shaft传动轴减振器drive shaft absorber传动轴中间轴承drive shaft center bearing传动轴管焊接合件weld drive shaft tube assembly传动轴特征长度drive shaft length传动轴谐振噪声resonant noise of rive shaft传动轴的临界转速critical speed of drive shaft传动轴总成的平衡balance of drive shaft assembly允许滑动量slip相位角phase angle传动轴安全圈drive shaft safety strap驱动桥drive axle(driving axle)类型type断开式驱动桥divided axle非独立悬架式驱动桥rigid dirve axle独立悬架式驱动桥independent suspension drive axle 转向驱动桥steering drive axle贯通式驱动桥tandem axles“三速”贯通轴"three-speed" tandem axles单驱动桥single drive axle多桥驱动multiaxle drive减速器reducer主减速器final drive单级主减速器single reduction final drive双级主减速器double reduction final drive前置式双级主减速器front mounted double reduction final drive后置式双级主减速器rear mounted double reduction final drive上置式双级主减速器top mounted double reducton final drive行星齿轮式双级主减速器planetary double reduction final drive贯通式主减速器thru-drive双速主减速器two speed final drive行星齿轮式双速主减速器two speed planetary final drive双级双速主减速器two speed double reduction final drive轮边减速器wheel reductor(hub reductro)行星圆柱齿轮式轮边减速器planetary wheel reductor行星锥齿轮式轮边减速器differential geared wheel reductor(bevelepicyclick hub reductor) 外啮合圆柱齿轮式轮边减速器spur geared wheel reductor差速器differential锥齿轮式差速器bevel gear differential圆柱齿轮式差速器spur gear differential防滑式差速器limited -slip differential磨擦片式自锁差速器multi-disc self -locking differential凸轮滑滑块自锁差速器self-locking differential with side ring and radial cam plate 自动离合式自锁差速器automotive positive locking differential强制锁止式差速器locking differential液压差速器hydraulic differential轴间差速器interaxial differential差速器壳differential carrieer(case)主降速齿轮final reduction gear驱动轴减速比axle ratio总减速比total reduction ratio主降速齿轮减速比final reduction gear ratio双减速齿轮double reduction gear差速器主齿轮轴differential pinion-shaft差速器侧齿轮differential side gear行星齿轮spider gear(planetary pinion)螺旋锥齿轮spiral bevel gear双曲面齿轮hypoid gear格里林齿制gleason tooth奥林康型齿制oerlikon tooth锥齿轮齿数number of teeth in bevel gears and hypoid gears锥齿轮齿宽face width of tooth in bevel gears and hypoid gears平面锥齿轮plane bevel gear奥克托齿形octoid formcontrate gear齿面接触区circular tooth contact齿侧间隙backlash in circular tooth差速器十字轴differential spider差速器锁止机构differential locking -device差速器锁止系数differential locking factor差速器壳轴承carrier bearing桥壳axle housing整体式桥壳banjo housing可分式桥壳trumpet-type axle housing组合式桥壳unitized carrier-type axle housing 对分式桥壳split housing冲压焊接桥壳press-welding axle housing钢管扩张桥壳expanded tube axle housing锻压焊接桥壳forge welding axle housing整体铸造式桥壳cast rigid axle housing半轴axle shaft全浮式半轴full-floating axle shaft半浮式半轴semi-floating axle shaft四分之三浮式半轴three-quarter floating axle shaft 驱动桥最大附着扭矩slip torque驱动桥额定桥荷能力rating axle capactiydriveaxle ratio驱动桥质量drive axle mass单铰接式摆动轴single-joint swing axle双铰接式摆动轴double joint swig axle悬架系suspension system悬架suspension类型type非独立悬架rigid axle suspension独立悬架independent suspension平衡悬架equalizing type of suspension 组合式悬架combination suspension可变刚度悬架variable rate suspension纵置板簧式parallel leaf spring type上置板簧式over slung type下置板簧式under slung type双横臂式double with-bone arm type横置板簧式transversal leaf spring type双纵臂式double trailing arm type单横臂式single transverse arm type双横臂式double -wishbone type单横臂式singe trailing arm type双纵臂式double-trailing arm type单斜臂式single oblique arm tyep四连杆式four link type扭矩套管式torque tube drive type第迪安式De Dion type烛式sliding pillar type麦弗逊式MacPherson type金属弹簧式metal spring type空气弹簧式air spring type油气弹簧式hydro-pneumatic spring type 橡胶液体弹簧式hydro-rubber spring type橡胶弹簧式rubber spring type液体弹簧式hydraulic spring type三点悬架three-point suspension四点悬架four-point suspension部件assembly and parts悬架臂suspension arm上悬架臂upper suspension arm控制臂control arm上控制臂upper control arm下控制臂lower control arm纵臂trailing arm横臂transverse arm斜臂oblique arm支撑梁support beam横向推力杆lateral rod纵向推力杆longitudinal rod拉杆tension rod压杆strut bar支撑杆strut bar扭矩套管torque tube变截面弹簧tapered spring钢板弹簧leaf spring(laminated spring) 副钢板弹簧auxiliary spring非对称钢板弹簧unsymmetrical leaf spring单片式钢板弹簧single leaf spring多片式钢板弹簧muotileaved spring纵向钢板弹簧longitudinal leaf spring螺旋弹簧coil spring (helicalspring)空气弹簧air spring囊式空气弹簧bellow type air spring膜式空气弹簧diaphragm typeair spring橡胶弹簧rubber spring type液体弹簧hydraulic spring油气弹簧hydro-pneumatic spring type单气室油气弹簧single chamber hydragas spring双气室油气弹簧double chamber hydragas spring液体弹簧hydraulic spring底盘弹簧chassis spring四分之一椭圆形弹簧quarter elliptic spring半椭圆形弹簧half-elliptic spring(semi-elliptic spring) 四分之三椭圆形弹簧three quarter elliptic spring全椭圆形弹簧full elliptic spring悬臂弹簧cantilever spring簧上质量sprung weight簧下质量unsprung weight垫上弹簧载荷量spring capacity at pad地面弹簧载荷量spring capacity at ground弹簧静挠度spring static deflection弹簧跳动间隙bump clearance of spring弹簧中心距distance between spring centers减振器shock absorber筒式减振器telescopic shock absorber油压缓冲器hydraulic buffer负荷调平式减振器load -levelling shock absorber液压减振器dydraulic shock absorber可调减振器adjustable shock absorber摇臂式减振器lever type shock absorber 磨擦式减振器frictional shock absorber充气减振器gas-filled shock absorber动力减振器dynamic shock absorber减振器卸荷阀shock absorber relief valve 减振器进油阀shock absorber intake valve 减振器示功图damper indicator diagram 减振器液damper fluid横向稳定器stabilizer anti-roll bar滑动座sliding seat滑板sliding plate弹簧架spring bracket弹簧主片spring leaf钢板弹簧吊耳leaf spring shackle钢板弹簧衬套leaf spring bushing钢板弹簧销leaf spring pin弹簧卷耳spring eyeU型螺栓U bolt钢板弹簧中心螺栓leaf spring center bolt橡胶衬套rubber bushing缓冲块buffer stopper限位块limiting stopper平衡轴trunnion shaft平衡轴支座trunnion base臂轴arm shaft平横臂equalizer螺纹衬套screw bushing（车身）高度阀levelling valve车架auxiliary tank整体车架unitized frame上弯式梁架upswept frame (kick up frame) 短型车架stub frame发动机支架engine mounting半径杆radius rod平衡杆stabilizer bar制动反应杆brake reaction rod分开式车身和车架separated body and frame车轮wheel车轮尺寸名称wheelsize designation车轮类型wheel type单式车轮single wheel双式车轮dual wheel整体轮毂式车轮wheel with integral hub组装轮辋式车轮demountable rim wheeldivided wheel可调车轮adustable wheel辐板式车轮disc wheel可反装式车轮reversible wheel辐条式车轮wire wheel安装面attachment face安装面直径attachment face diameter 双轮中心距dual spacing半双轮中心距half dual spacing轮缘flange固定轮缘fixed flange轮缘规格代号flange size disignation轮缘高度flange height轮缘半径flange radius轮级端部半径flange edge radius轮级宽度flange width内轴承座肩inner bearing cup shoulder 内移距inset横向跳动lateral run-out外移距outset径向跳动radius run-out轮辋rimrim size disignation轮辋宽度rim width标定轮辋宽度specified rim width轮辋直径rim diameter标定轮辋直径specified rim diameter轮辋类型rim types整体式（深槽式）one-piece(drop -center DC)半深槽式semi-drop center (SDC)二件式two-piece三件式three-piece四件式four-piece轮毂座hub seat五件式five-piece轮辋轮廓类型rim contour classification深槽轮辋drop center rim(DC)深槽宽轮辋wide drop center rim(WDC)半深槽轮辋semi-drop center rim(SDC)平底轮辋flat base rim平底宽轮辋wide flat base rim (WFB)全斜底轮辋full tapered bead seat rim (TB) 可拆卸轮辋demountable rim wheel对开式轮辋divided rim(DT)轮辋基体rim base轮辋基体偏移距rim base offset轮辋偏移距rim bevel distance气门嘴孔valve hole气门嘴孔的位置rim hole location锁圈槽gutter锁圈槽沟gutter groove锁圈槽顶gutter tip隔圈spaceband隔圈宽度spacerband width标定轮辋直径specified rim diameter 标定轮辋宽度specified rim width花键spline弹性锁圈spring lock ring辐条式车轮轮毂shell (wire shell)轮辋槽well槽角well angle槽深well depth槽底半径well iner radius槽的位置well position槽顶圆角半径well radius top槽宽度well width中心孔center hole中心线center line夹紧块clamp夹紧螺栓clamping bolt锥型座（螺帽定位用）cone seat (for retaining nut)可拆卸档圈detachable endless flange可拆卸弹簧档圈detachable spring flange可拆卸锥形座圈detachable endless taper bead seat ring 轮辐disc辐条wire spoke零移距zeroset弯距bending moment动态径向疲劳试验dynamic radial fatigue test横向疲劳试验cornering fatigue test轴安装axel mounting轴颈安装journal mounting孔径bore轮胎tyre (tire)轮胎系列tyre series轮胎规格tyre size轮胎标志tyre marking速度符号speed symbol胎面磨耗标志tread wear indicator骨架材料framework material层数number of plies层级ply rating外胎cover内胎inner tube胀大轮胎grown tyre充气轮胎pneumatic tyre新胎new tyre有内胎轮胎tubed tyre无内胎轮胎tubeless tyre水胎curing bag保留生产轮胎reserved old series of tyre 普通断面轮胎conventional section tyre 低断面轮胎low section tyre超低断面轮胎super low section tyre宽基轮胎wide base tyre斜交轮胎diagonal tyre子午线轮胎radial ply tyre活胎面轮胎removable tread tyre越野轮胎cross-country tyre沙漠轮胎sand tyrecast tyre调压轮胎adjustable inflation tyre海棉轮胎foam filled tyre常压轮胎atomospheric pressure tyre 内支撑轮胎internal supporter tyre拱形轮胎arch tyre椭圆形轮胎elliptical tyre实心轮胎solid tyre粘结式实心轮胎cured on solid tyre非粘结式实心轮胎pressed on solid tyre圆柱实心轮胎cylindrical base solid tyre斜底实心轮胎conical base solid tyre抗静电实心轮胎anti-static solid tyre导电实心轮胎conductive solid tyre耐油实心轮胎oil-resistance solid tyre高负荷实心轮胎high load capacity solid tyre 胎面花纹treadpattern纵向花纹circumferetial pattern横向花纹transverse pattern公路花纹highway tread pattern越野花纹cross-country tread pattern 混合花纹dual purpose tread patterndirectional tread pattern 雪泥花纹mud and snow pattern 花纹细缝pattern sipe花纹块pattern block花纹条pattern rib花纹沟groove花纹加强盘tie-bar of pattern花纹角度pattern angle花纹纹深度pattern depth花纹展开图patttern plan光胎面smooth tread胎冠crown胎面tread胎面行驶面tread cap胎面基部tread base胎面基部胶tread slab base胎面过渡胶transition rubber of tread 缓冲层breaker带束层belt缓冲胶片breaker strip包边胶tie-in strip完带层cap ply胎体carcass帘面层cord ply隔离胶insulation rubber 封口胶sealing rubber胎里tyre cavity内衬层inside liner气密层innerliner胎肩shoulder胎肩区shoulder area胎肩垫胶shoulder wedge胎侧sidewall屈挠区flexing area胎侧胶sidewall rubber装饰胎侧decorative sidewall 装饰线decorative rib装配线fitting line防擦线kerbing rib胎圈bead钢丝圈bead ring钢丝包胶wire covering胎圈座bead seat胎圈座角度beat seat angle胎圈座圆角半径bead seat radius胎圈座宽度bead seat width可选择的胎圈座轮廓bead seat optional contours 凹陷型center-pente(CP)平峰型flat hump(FH)凸峰型round hump(RH)特殊座架special ledge(SL)胎圈芯bead core三角胶apex胎圈补强带bead reinforcing strip胎圈包布chafer胎圈外护胶bead filler rubber胎踵bead heel胎趾bead toe胎圈底部bead base内胎胎身tube body断面宽度section width断面高度section height高宽比（H/S）aspect ratio(H/S)外直径overall diameter自由半径free radius转向系steering system类型type机械转向系manual steering system动力转向系power steering system转向操纵机构steering control mechanism直列式转向器in-line steering gear四边联杆式转向机构parallelogram linkage steering整体式动力转向机构integral type power steering总成和部件assemblies and parts转向万向节steering universal joint转向传动轴steering inner articulated shaft转向管柱steering column球轴承套管式转向管柱tube and ball type steering column 可伸缩式转向管柱telescopic steering column折叠式转向管柱collapsible steering column倾斜和缩进式转向管柱tilt and telescopic steering column 吸能式转向管柱energy-absorbing steering column 网络状转向柱管net type steering column转向轴steering shaft转向横轴cross shaft转向盘steering wheel倾斜式方向盘tilt steering wheel机构转向器manual steering gear蜗杆滚轮式转向器worm and roller steering gear转向器盖cover of steering gear壳体housing转向蜗杆steering worm滚轮roller滚轮轴roller shaft侧盖side cover摇臂轴pitman arm shaft循环球式转向器recirculating ball steering gear循环球和螺母式转向器recirculating ball and nut steering gear循环球齿条齿扇式转向器recirculating ball-rack and sector steering gear 转向螺母steering nut钢球ball转向螺杆steering screw循环球-曲柄销式转向器recirculating ball-lever and peg steering gear指销stud蜗杆指销式转向器worm and peg steering gear转向齿轮steering pinion转向齿条steering rack动力转向器power steering stgear整体式动力转向器integral power steering gear常压式液压动力转向器constant pressure hydraulic power steering gear常流式液压动力转向器constant flow hydraulic power steering gear 螺杆螺线式转向器screw and nut steering gear蜗杆指销式转向器worm and peg steering gear齿轮齿条式转向器rack and pinion steering gear变传动比转向器steering gear with variable ratio转向控制阀steering control valve滑阀式转向控制器spool valve type阀体valve housing滑阀valve spool转阀式转向控制阀rotary valve type扭杆torsion bar转向动力缸power cylinder转向油泵power steerig pump转向油罐oil reservoir转向传动杆系steering linkage动力转向系布置power steering system layout反作用阀reactive valve梯形转向机构ackerman steering整体式转向梯形杆系ackerman steering linkdage分段式转向梯形杆系divided ackerman steering linkage中间转向杆intermediate steering rod转向摇臂pitman arm转向直拉杆steering drag link中间转向联杆center steering linkdage端部螺塞end plug球头销ball stud球头座ball cup压缩弹簧compression spring梯形机构tie rod linkage梯形臂tie rod arm转向横拉杆steering tie rod接头socket横拉杆端接头tie rod end分段式梯形机构split tie rod type tie rod linkage摆臂swing arm动力转向power steering气压式动力转向air-power steering液压式动力转向hydraulic power steerig液压常流式动力转向hydraulic constant flow type power steering 液压储能式动力转向hydraulic accumulator power steering慢速转向slow steeirng快速转向fast steering (quick steering)过度转向oversteering转向不足understeering转向系刚度steering system stiffness转向盘自由行程free play of steering wheel转向器转动力矩rotating torque of steering gear转向力矩steering mometn转向阻力矩steering resisting torque转向力steering force转向传动比steering gear ratio (steering ratio0恒定转向传动比constant ratio steering可变转向传动比variable ratio steering转向系角传动比steering system angle ratio转向器角传动比steering gear angle ratio转向传动机构角传动比steering linkage angle ratio转向器传动效率steerign gear efficiency正效率forward efficiency逆效率reverse efficiency转向器扭转刚度torsional stiffness of steering gear转向盘总圈数total number of steering wheel turns转向器总圈数total turns of steering gaer转向器传动间隙steering gar cleanrance摇臂轴最大转角max.rotating angle of pitman arm shaft 转向摇臂最大摆角max. Swing angle of steering pitman arm 转向器反驱动力矩reverse rotating torque of steering gear转向器最大输出扭矩steering gear max. Output torque最大工作压力max. Working pressure额定工作压力rated working pressure转向油泵理论排量theoretical displacement of pump限制流量limited flow转向控制阀预开隙pre-opened play of steering contol valve转向控制阀全开隙totally -opened play of steering control valve转向控制阀内泄漏量internal leakage in steering control valve转向控制阀压力降pressure loss in steering control valve转向器角传动比特性steering gear angle ratio characteristic转向器传动间隙特性steering gear clearance characterstic转向器传动效率特性steering gear efficeieny characteristic转向力特性steering force characteristic动力转向系灵敏度特性power steering systme response characteristic 转向控制阀压力降特性steeirn gcontrol valve presrue loss characteristtic 前桥front axle工字梁I-beam双工字梁twin I-beam非驱动桥dead axle转向节steering knuckle挂车转向装置steering system of trailer中央主销式转向装置central king pin type steering systme无主销转向装置no king pin type steering system全杆式转向装置all linkage tyep steering system球销式转向节ball and socket steering knuckle转向节止推轴承steering knuckle thrust bearing前轮轴front wheel spindle转向盘轴steering spindle转向节轴knuckle spindle转向节臂steering knuckle arm（转向节）主销knuckle pin(King pin)反拳式前桥reverse elliott axle反拳式转向节reverse elliott steering knuckle叉式前桥elliott type axle叉式转向节elliott steering knuckle制动系braking ssytem类型tyep行车制动系统service braking sytem应急制动系统secondary (emergency )braking sytem 驻车制动系统parking braking system辅助制动系统auxiliary braking system自动制动系统automatic braking sytem人力制动系统muscular energy braking sytem助力制动系统energy assisted braking system动力制动系统non-muscular energy braking system 惯性制动系统inertial braking styem重力制动系统gravity braking sytem单回路制动系统single-circuit braking system双回路制动系统dual -ciurcuit braking system单管路制动系统single-line braking system双管路制动系统dual braking sytem多管路制动系统multi-line braking sytem连续制动系统continuous braking sytem半连续制动系统semi-continuous braking sytemm非连续制动系统non-continuous braking system伺服制动系统servo braking system液压制动系统hydraulic braking sytem电磁制动系统electormagnetic braking sytem机械制动系统mechanical braking sytem组合制动系统combination braking sytem基本术语bsic terms制动装备braking equipment组成部件constituent elements制动力学braking mechanics渐进制动gradual braking制动能源braking energy source制动力矩braking torque总制动力total braking force干扰后效制动力矩distrubing residual braking torque 总制动距离total braking distance有效制动距离active braking。
变速器外文文献翻译、中英文翻译、外文翻译
TRANSMISSIONEngine output speed is very high, the power and the maximum torque in certain areas of the speed. In order to exert the engine, you must have the best performance, to coordinate the speed of the engine and the actual speeds. Transmission in automobile driving process between the engine and wheels, in different ratios, through the shift in the engine can work under the condition of the best performance. The development trend of the transmission is more complex, more and more is also high automation degree, automatic transmission is the mainstream of the future.Car engines in certain speed can reach the best state, the output power of the bigger, fuel economy and better. Therefore, we hope in the best condition engine always work. But, in the use of the car to have different speed, the contradictions. This contradiction through the transmission to solve.Auto transmission function in a single sentence, is called the speed change, which reduced growth slowing or thickening twist. Why can increase twist, and slowing growth and to reduce twist? Put the power output unchanged, the engine power can be expressed as N = wT, w is turning, T is the angular torque. When N fixed, w and T is inversely proportional to the. So the growth will be reduced, slow increase twist. Auto transmission gear transmission is based on the principle of variable twist, each corresponding to different into gear transmission, in order to adapt to the different operating conditions.General manual transmission shaft set the input and output shaft, and say, another three axis reverse axis. Three main transmission shaft type is the speed of the input shaft structure, the speed of the engine, is also the output shaft speed is presented. By output shaft gear generated between different speeds. The gear is different with different ratio, also have different speed. Such as Zhen Zhou Nissan ZN6481W2G type SUV driver’s dynamic transmission, it is respectively: 1 ratio of 1:3.704 gears, 2.202 2:1, 3:1; 1.414 4 gears, - 5 (1): overdrive dependent.When the car started when the driver choose 1 files, dial 1 1/2 shift fork synchronizer backward joints and 1 shift gear lock on the output shaft, and the power input shaft, and the output shaft shift gears, 1 shift gear drive output shaft, output shaft will power to transmission (red arrows). The typical one shift gear ratio is 3:1, i.e. input shaft turn 3 laps, output shaft turn 1 lap.When the car growth drivers choose 2 files, dial 1 1/2 shift fork synchronizer and 1 separateness from 2 after mating locking output shaft gear and power transmission line, which is similar to the output shaft gear with 2, 1 files output shaft gear. The typical 2 shift gear ratio is 2.2:1, input, output shaft turning 2.2 pivot, 1-1 RPMincreases, torque shift.When gas growth drivers choose 3, dial 1 1/2 shift fork to synchronizer, and back to space three/four file synchronizer will move until 3 gear lock in the output shaft, make the power from the first shaft -- -- on the output shaft transmission gears, 3 through the output shaft gear shifting speed. The typical 3 ratio was 1.7:1, the input shaft turning circle, the output shaft 1.7 turn 1 ring, is further growth.When gas growth drivers choose 4 gears, fork will 3/4 file synchronizer from 3 gear directly with the input shaft driving gear engagement, power transmission directly from the input shaft to the output shaft, and the output shaft is 1:1 ratio and the input shaft speed. Due to the force, and the direct oart shift, the gear transmission efficiency ratio. Cars run most time in order to achieve the best directly file fuel economy.Shift to go into space, transmission in the transmission gears have locked in the output shaft, they cannot drive the output shaft rotation, no power output.General car manual transmission ratio main points above 1-4, usually designers to first identify the lowest (1) and (4) transmission, the ratio between after general distribution according to form. In addition, there is a reverse and overdrive, overdrive called 5 files.When the car to accelerate whether isolated car drivers choose more than 5, 5 gear transmission is typical 0.87:1, namely with big gear drive pinion gear turns, when active 0.87 lap, passive gear has turned over one lap.When the reverse in the opposite direction to the output shaft rotation. If a gear when reverse rotation, plus a gear will become a positive spin. Using this principle, will add a reverse gear do "medium", the direction of rotation axis, so has reversed a reverse axis. Reverse transmission shaft independent in housing, and parallel axis, when oart in gear and gear and oart output shaft gear, output shaft to will instead.Usually the reverse synchronizer is controlled by the jointing, so May 5 files and reverse position is in the same side. Due to the middle, reverse gear transmission is generally greater than 1 gear transmission ratio, twist, some cars met with forward instead of steep open up in reverse.From driving gear transmission is smooth; more is better, more adjacent gear shift between the transmission ratio, shift easy and smooth. But the gear transmission fault is more complex structure, big volume and light auto transmission is now commonly 4-5. At the same time, the transmission ratio is not an integer, but with the decimal point, this is not the whole number of meshing gears, two gear ratio is the euploid number will lead to two gear surface non-uniform wear, tooth surface quality of differences.Manual transmission and synchronizerManual transmission is one of the most common transmissions, referred to as MT. Its basic structure in a single sentence is a central axis, two input shaft, namely, the axial and axial oart, they constituted the transmission of the subject, and, of course, a reverse axis. Manual transmission gear transmission and manual, contain can in axial sliding gears, through different meshing gears to change gear of torsional purpose. The typical structure and principle of the manual transmission.Input shaft also says, it's in front of the spline shaft directly with clutch platen, thus the spline set by the engine relay of torque. The first shaft gear meshing gears, often with oart as input shaft, and the gear on oart will turn. Also called shaft, because even more solid shaft of gear. The output shaft, and the second shaft position have the drive shaft gear, may at any time and under the influence of the control devices and the corresponding oart gear, thus changing the speed and torque itself. The output shaft is associated with tail spline shaft torque transmission shaft, through to drive to gear reducer.Predictably, transmission gear drive forward path is: input shaft gear - oart gnaws gear - because the second shaft gear - corresponding gear. Pour on the axle gear can also control device, by moving axis in the strike, and the output shaft gear and oart gear, in the opposite direction.Most cars have five forward and reverse gear, each one has certain ratio, the majority of gear transmission more than 1, 4 gears transmission is 1, called directly, and ratio is less than 1 of article 5 gear shift accelerated called. The output axis gear in the mesh position, can accept power transmission.Due to the gearbox output shaft to input shaft and the speed of their gear rotating, transform a "synchronization problem". Two rotating speed different meshing gears forcibly inevitable impact and collision damage gear. Therefore, the old transmission shift to use "two feet on-off" method, accelerate in neutral position shift to stay for a while, in the space location on the door, in order to reduce gear speed. But this operation is more complex, difficult to grasp accurately. Therefore designers to create "synchronizer", through the synchronizer will make the meshing gears reach speed and smooth.Currently the synchronous transmission adopts is inertial synchronizer, it mainly consists of joints, synchronizer lock ring etc, it is characteristic of the friction effect on achieving synchronization. Mating, synchronizer and mating locking ring gear tooth circle have chamfering (locking horns), the synchronizer lock ring inside surface of gear engagement ring and the friction surface contact. The lock horns with cone when designing the proper choice, has been made to the surface friction of meshinggears with gear synchronous, also can rapid produces a locking function, prevent the synchronous before meshing gears. When synchronous lock ring of gear engagement with surface contact surface, the outer circle in friction torque under the action of gear speed rapid decrease (increase) or to synchronous speed equal, both locking ring spun concurrent, relative to lock ring gear synchronous speed is zero, thus inertia moment also disappear, then in force, driven by the junction of unimpeded with synchronous lock ring gear engagement, and further to engagement with the engagement ring gear tooth and complete shift process变速器发动机的输出转速非常高，最大功率及最大扭矩在一定的转速区出现。
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翻译题目 I型动力传动无限变速机械无级变速器
学院: 汽车与交通工程学院
专业: 车辆工程
学号: 200603179022
学生姓名: 王平
指导教师: 汪建春
日期: 2010年3月
I型动力传动无限变速式机械无级变速器
Giacomo Mantriota
Dipartimento di Ingegneria Meccanica e Gestionale, Politecnico di Bari, Viale Japigia, 182-70126 Bari, Italy
概要
无限变速式机械无级变速器（IVT）具有连续传动比，传动比有可能为零，同时允许反向工作。
与IVT性能有关的实验结果是通过与V带无极变速器（CVT）的连接获得，一个行星齿轮齿轮和一个变速器对应一个传动比。
试验模型是I型功率分流串联IVT，使用一种特殊的试验台，在IVT内的功率循环以及输入输出功率都可以测得。
实验结果将与理论值相比较。
无级变速器组件的扭矩与功率与IVT的相比较，以评估它们的潜力。
IVT的效率曲线与扭矩和传动比的变化有关，最终结果将与等效CVT相比较。
2002年相关学院版权所有
关键：CVT;功率分流；IVT；功率输出；效率;试验台;可变变速箱
1.介绍
如果对于燃油消耗和动力性很关注，无级变速器对于汽车来说是一个不错的选择。
无级变速器持续改进，频繁提出新的解决方案以提高它的性能。
缩写
CVT 无级变速器FR固定传动比装置P 功率
PG行星齿轮η效率rr 比率范围
Ť扭矩τ传动比ω角速度
τIVT →0-，τIVT →0+ 分别从左右两个方向趋近零
τCVT Min，τCVT Max 无级变速器传动比的最小值与最大值
τIVT Min，τIVT Max IVT传动比的最小值与最大值
在城市驾驶配备手动变速箱的汽车对于驾驶员可能比较困难，如果他想减少燃料消耗，需要频繁地换挡。
自动CVT可以自动换挡，并永远保证最佳传动比。
Mantriota提出了一种带有两个独立操作机构的功率分流无级变速系统，能保证无功率循环。
考虑到相同的传动比范围，这种传动使我们获得相对于传统的CVT更好的效率。
IVT是功率分流无级变速系统中的一种，该系统传动比连续变化，甚至可以为零，输出轴速度为零，而输入轴非零。
一款带有离合器功能的紧凑变速器就得到了。
因此汽
车可以在无离合器的情况下低速行驶，而没有从离合器的啮合和脱离啮合控制所带来的问题。
IVT通常由三部分组成：CVT，行星轮系（PG），和固定传动比装置（FR）。
例如Beachley et al， Hanachi，Vahabzadeh等提出了一些IVT的配置和应用。
我们的研究小组最近研究了IVT的功率分流和效率。
在IVT各支路的功率分流以两个可能的方向研究。
其结果是，I型功率分流的IVT能更方便的提高效率，然而II型
功率分流的平行IVT能确保更高的效率。
结果表明，效率主要是由IVT的功率分流类型而定。
特别是，II型分流在低传动比时能提供更高的效率，而I型分流在大传动比时能保证更高的效率与输入功率。
装备了4种不同类型变速器的中级车的燃料消耗量相比，（手动，全自动机械，CVT 和IVT）进行比较。
燃油消耗是在静止的条件下计算，采用ECE和EUDC循环。
考虑到降低燃料消耗与IVT的更高的舒适性，我们的结论是，IVT可取代传动比非连续变速器和CVT，特别是在城市城市中行驶的中档车。
结合以前理论著作中的有趣结果，在巴西利卡塔大学的应用力学实验室的IVT模型成功制成，实验目的在于评价其性能。
在这项工作中，功率分流与I型功率分流串联IVT的效率等有关的数据就得到了。
试验测试平台使用一种特殊的试验台测量在不同的操作条件下的功率分流。
这项工作的主要目的是比较I型IVT与传统的CVT的性能差异。
特别是IVT在零传动比和运动反向两种状态下的性能，
试验中得到的扭矩，功率分流，和效率等结果再与理论模型所得结果相比。
2．无限变速式机械无级变速器
IVT提供无限的变速范围，这意味着它的传动比可达到零。
IVT是由三部分组成：CVT，行星轮系，固定传动比装置。
在Fig 1 FR与CVT串联。
单个组件传动比（图Fig 1）（第i条支路的角速度为 ）
总的传动比
对于功率分流CVT系统可能的功率分流方向如Fig1.2.3所示，III型功率分流是唯一
一种保证流过CVT的功率比功率分流CVT所输出的功率小得多的方案。
而且效率高。
Mantriota提出只有当功率分流CVT的传动比范围远小于CVT时，三型动力流动才能得到。
IVT的两种可能的功率分流I型和II分别发生时，分别有逆向.正向相符的传动比与之对应。
要想优化传输效率，串联将用于I型功率传动。
如果IVT传动比的最小和最大值被要求是特定值，而且知道CVT的传从比变化范围（最小传动比，最大传动比），就可以计算行星齿轮的传动比和固定传动比装置的传动比。
对于I性串联功率分流IVT系统有：
对于rr CVT 总传动比即：
IVT的性能在很大程度上取决于CVT组件。
其实，CVT组件的效率最低，因此为了评价IVT的整体损失，有必要计算CVT的输出功率。
让我们假定IVT的效率有一个单位值。
拿I型动来说，很容易证明IVT的功率与CVT内循环的功率可以表述如下
CVT的传动比范围的作用是使功率比值令2τ
IVT 达到最大值。
当τ
IVT Min
=0时
从方程（6）可知当τIVT
流经CVT的功率大于IVT,当τIVT >
只有一部分的输入功率流经CVT。
关于I型功率分流，在稳态时，行星轮系的效率是基于功率方程(Fig 2)：
即
作用在行星轮系轴上的力平衡方程如下：
即
因此
此外（Fig 2）
FR和CVT的效率
通过这些方程式，就可以确定那些表征IVT性能的参数。
3.试验台
与功率分流和I型串联IVT的效率有关的试验结果将通过此项工作获得。
为了这一目的，巴西利卡塔大学的力学实验室特别建了一个试验台（Fig.3.4）串联IVT使用了一台CVT和一根V带，因为是静止的工作条件，传动比的变化通过使用一个节来调整驱动半轮的位置，作用在从动半轮上的轴向推力由螺旋弹簧提供。
行星轮系的传动比经过计算使系统构成I型串联功率分流IVT，但可能使运动反向。
试验台所带的行星齿轮传动比是2，通过行星架传递正时带的运动。
固定传动比的传递通过正时带轮（
=1）。
FR
Fig. 3. Test rig.
Fig. 4. Diagram of the test rig。