自动变速器与驱动桥概述 英文文献加中文翻译

AUTOMATIC TRANSMISSION & TRANSAXLE
OVERVIEW
by Kyle McFadden
Automatic transmissions are highly complex hyrdomechanical devices. Diagnosing and repairing them requires nothing less than an ASE master mechanic. The automatic transmission provides automated selection of forward gears in a motor vehicle. The automatic transmission is able to select the correct forward gear for efficient engine operation based on vehicle speed, throttle position, and engine load. The automatic transmission components consist of transmission case, torque converter, fluid pump, planetary gear set, clutch packs and/or band assemblies, control valves, transmission mainshaft, extension housing and various small parts.
The transmission case is manufactured of cast aluminum. It houses the internal components of the automatic transmission and provides a mounting surface for attachment to the engine block. The torque converter is bolted to a type of flywheel called a flex plate. The flexplate in turn, is bolted to the rear of the crankshaft. The torque converter provides a means to transmit engine power into the transmission.
Refer to an auto repair manual for a diagram showing the details of your vehicle’s torque converter assembly.
The torque converter is a doughnut shaped device that is filled with fluid. When the engine is running, the torque converter spins, rotating and pressurizing the fluid using internally mounted blades. The spinning fluid rotates a turbine that is connected to the transmission mainshaft. A separate internal set of blades called a stator helps to direct the fluid into the turbine. The operation of the torque converter can be compared to a powered air fan spinning a non powered air fan. The powered fan will generate moving air, directed at the non powered fan blade, causing it to rotate. The powered fan becomes the driving member, while the non powered fan becomes the driven member. If the air is moving slow enough, very little torque is transmitted from the driving member to the driven member. If you wanted, you could easily stop the rotating fan blade of the non powered fan. However, if the powered fan were to operate at high speed, the non powered fan would be rotating at a much higher speed, making it more difficult to stop. This is the same principal that allows an automatic transmission equipped vehicle to idle in gear
and drive down the road without using a mechanical clutch. At idle speed, fluid pressure is low, transmitting very little engine torque through the transmission. When the engine speed is raised, fluid speed and pressure increases, allowing more engine torque to be directed to the transmission. Most torque converters contain an internal locking clutch that is applied at cruise speed. This clutch, called a torque converter clutch, eliminates the slippage that occurs with a torque converter. The torque converter clutch is used as a fuel saving device, and to reduce the amount of heat generated in the transmission. When troubleshooting poor MPG issues, one culprit is a faulty torque converter, though poor MPG would also be present with shifting issues if the torque converter is the cause.
Forward speeds and reverse are provided by a gear set called the planetary gears. The planetary gear set consists of a central gear, called the sun gear, placed inside a large gear called an internal gear. Rotating between the internal gear and the sun gear, are small gears, held in a carrier, known as planetary gears. Different gear ratios are made possible by holding one component of the planetary gear set and allowing the other to rotate. For example, if the sun gear were held, the internal gear would be rotated by the planetary gears revolving around the motionless sun gear. This would cause the internal gear to rotate at low speed, while the planetary gears move much faster. This would provide a low gear function for the transmission, since the slow moving internal gear would be used to transmit power to the driving wheels.
An internal transmission oil pump is driven by the rotation of the torque converter. The oil pump pressurizes and circulates the transmission fluid used for the operation and lubrication of the transmission. The pressure created by the pump is often referred to as line pressure. Line pressure is utilized by the transmission to signal shift points and operate various transmission components.
Bands and clutches are used to hold the components of the planetary gear set to in order to provide different forward gear ratios or reverse. They are operated by line pressure that is directed to a specific band or clutch pack by the transmission shift control valves. The shift control valves operate by responding to changes in line
pressure based upon the operation of input devices that signal road speed, throttle position, and engine load. Correcting shifting issues may not involve a costly auto repair job; it may be as simply as adjusting the bands.
The input devices used for transmission shift control are the governor, throttle valve, and vacuum modulator. The governor provides road speed information to the transmission to control shift points. It works by increasing line pressure as road speed increases. The throttle valve is connected by linkage to the throttle of the engine. The throttle valve modifies line pressure based on throttle position. This information is needed to vary shift points in response to driving conditions. When the throttle is moved to wide open, the throttle valve will cause send a line pressure signal to the control valves to delay shifting until higher road speed. The vacuum modulator changes shift feel in response to engine load. Since engine intake manifold vacuum changes in response to engine load, manifold vacuum is used as an input signal to the transmission. The vacuum modulator receives vacuum signal from the engine. The vacuum modulator will increase line pressure to stiffen transmission shifting based during heavy engine loads. The increased line pressure will cause clutches and bands to hold tighter and help to diminish slipping.
Most vehicles today are equipped with automatic transmissions that use electronic shift controls. The operation of the electronically controlled transmission is similar in principle to the non electric transmission. However, the electronically shifted transmission uses input signals from the vehicle control module to control shift points, rather than a governor and throttle valve. The vehicle control module controls transmission shifting based on engine and transmission data sensors. The throttle position sensor is used in place of the mechanical throttle valve. The vehicle speed sensor is used to replace the governor. Engine load sensors, such as a manifold pressure sensor, are used to control shift feel. A vacuum modulator may still be used by some vehicle makes to assist in shift control. The vehicle control module will utilize this information to operate various shift control solenoids inside the transmission. These shift control solenoids in turn control line pressure to their
respective shift control valves that in turn apply or release pressure to bands or clutches.
The result of using electronic shift controls is an automatic transmission that operates more efficiently to tailor shifting to meet engine demands. Fuel economy and vehicle emission control are enhanced by more precise control of the automatic transmission. Vehicle control modules have the ability to adapt transmission shifting to meet the individual driving patterns of the vehicle. Also internal overheat protection is provided for by the control module’s ability to monitor transmission fluid temperature and change transmission shifting and operation to minimize temperature related damage. On many vehicles, the EEC (Electronic Engine Control) will “learn” a particular driver’s driving style. This information is stored in the EEC’s memory. If the battery is disconnected (during replacement, for example), the vehicle may shift erratically for a short time until the EEC re-learns the driver’s driving style and then reprograms itself. This is important to remember and a little patience can save you a trip to the auto repair shop, ie. after your battery is replaced, drive your vehicle for a day or so and see if the erratic shifting issue is resolved (most likely it will correct itself).
The automatic transaxle is an automatic transmission that also contains the final drive for delivering power to the driving wheels. Operation is comparable to the operation of the conventional automatic transmission. With the exception of a differential and axle shafts located in the lower portion of the transaxle. The automatic transaxle is used almost exclusively in front wheel drive vehicles.
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自动变速器与驱动桥概述
自动变速器是高度复杂的精密设备。

诊断和修复需要不少于一个ASE机修。

自动变速器在汽车上提供自动选择档位。

自动变速器能够根据车辆速度、油门位置和发动机负荷来选择正确的前进档。

自动变速器组件包括变速箱、变矩器、液泵、行星齿轮、离合器和/或带组件、控制阀、传动主轴、延伸壳和各种小零件。

变速箱是由铸造铝合金制造的。

它的内部组件的自动传输，并提供了一个安装表面附件的发动机缸体。

转矩转换器是连接到螺栓的一个称为柔性板的类型的飞轮。

反过来，活动板则用螺栓固定在曲轴的后端。

液力变矩器提是供了一种将发动机功率传送到变速器的装置。

请参阅自动维修手册，以供图显示您的车辆的扭矩转换器组件的详细信息。

扭矩转换器是一个充满了液体的圆环形状的装置。

当发动机运转时，液力变矩器旋转加压使流体通过内部安装的叶片。

经旋转的流体旋转连接到传动主轴的涡轮发电机。

一个单独的内部设置的叶片称为定子，其有助于流体直接进入涡轮机。

液力变矩器的操作可以比作一个有动力的风扇使另一个没有动力的风扇旋转。

有动力风扇将产生移动的空气，通过没有动力的风扇叶片，导致它旋转。

有动力风扇成为驱动元件，而非自我驱动风扇成为被驱动元件。

如果空气移动缓慢，很小的转矩由驱动元件传给从动件。

如果你想要的话，你可以很容易地停止无动力风扇的旋转风扇叶片。

然而，如果动力风扇以高速运转，无动力的风扇将以更高的速度旋转，使其更难以停止。

这是同一个原则，允许一个自动变速器的车辆，在闲置的齿轮和驱动器的道路，而不使用机械离合器。

在怠速时，流体压力很低，通过变速器传递很少的发动机扭矩。

当发动机转速提高时，流体速度和压力增大，允许更多的发动机扭矩被定向到变速器。

大多数扭矩转换器包含一个内置的锁定
离合器，适用于巡航速度。

这种离合器，叫做液力变矩器离合器，消除了发生在变矩器的滑移。

液力变矩器离合器作为一种燃料节省装置，并减少在传输中产生的热量。

当排除少见的MPG问题，其中一个原因是一个错误的液力变矩器，如果液力变矩器是问题的原因，少见的MPG也将代表问题。

前进和反向速度是由一个被称为行星齿轮的齿轮提供。

行星齿轮组由一个中心齿轮组成，称为太阳齿轮，放置在一个大齿轮内部的称为内齿轮。

在内部齿轮和太阳齿轮之间的旋转的是小齿轮，装载在一个载体上，被称为行星齿轮。

不同的齿轮比有可能是允许其他齿轮旋转的行星齿轮组的一个组成部分。

例如，如果太阳齿轮被装载，内部齿轮将被旋转的行星齿轮围绕着不动的太阳齿轮。

这会使内部齿轮在低速时旋转，而行星齿轮移动速度要快得多。

这将提供一个低齿轮功能的传输，因为缓慢移动的内部齿轮将被用来发射功率的驱动轮。

内部传动油泵由液力变矩器的转动所带动。

油泵加压循环用于传输操作和润滑传动液。

由泵产生的压力通常被称为线压力。

线压力是利用传输到信号转换点和操作的各种传输组件。

用于变速器换档控制的输入装置是调速器、节流阀和真空调节器。

省长提供道路车速信息传给变速器控制点。

它的工作原理是增加线压力作为道路的速度增加。

节流阀通过连杆与发动机的节气门连接。

节流阀根据节气门位置调整管路压力。

此信息是需要不同的换档点，在响应于驾驶条件。

当节流阀全开时，节流阀会引起一个线压力信号到控制阀，以延缓换档，直到更高的行驶速度。

真空调节器改变对发动机负荷的响应。

由于发动机进气歧管真空响应于发动机的负载，歧管真空被用作输入信号的传输。

真空调节器从发动机接收真空信号。

真空调节器会增加线的压力变重负荷发动机换档期间传输的基础。

增加的线压力会导致离合器和带保持更紧，并有助于减少打滑。

今天大多数车辆都配备了自动变速器，使用电子换档控制。

电控变速器的工作原理与非电传动原理相似。

然而，电子转移变速器使用的输入信号从车辆控制模块来控制换档点，而不是一个州长和节气门。

车辆控制模块基于发动机和变速器数据传感器控制变速器换档。

节气门位置传感器用于机械节气门的位置。

车辆速度传感器是用来取代总督。

发动机负荷传感器，如歧管压力传感器，用于控制换档感觉。

一种真空调节器，可由某些车辆使用，以协助换档控制。

车辆控制模
块将利用这些信息来操作各种换档控制电磁阀内部的传输。

这些变化反过来控制线控制电磁阀压力控制阀各自的转变反过来施加或释放压力带或离合器。

使用电子换档控制的是一种自动变速器，可以更有效地调整变速器以满足发动机的要求。

燃油经济性和汽车尾气排放控制的提高由更精确的自动变速器控制。

车辆控制模块具有适应变速器换挡的能力，满足车辆的个性化行驶模式。

内部过热保护装置由控制模块的能力来监测传输流体温度和改变传输转移和操作，以减少与温度有关的伤害。

很多汽车EEC（发动机电子控制）将“学习”的一个特定的驾驶风格。

此信息存储在欧共体的记忆。

如果断开电池（更换时，例如），车辆可以移得很短的一段时间直到欧共体重新学习司机的驾驶风格，然后重新编程本身。

重要的是要记住，耐心一点可以节省您的汽车修理店一趟，即在你的电池更换，驾驶你的汽车一天左右看看飘忽不定的转移问题的解决（最可能改正）。

自动变速器是包含传送功率的驱动轮传动的自动变速器。

操作是与传统的自动变速器的操作。

除了一个微分和车轴轴位于驱动桥的下部。

自动变速器是几乎专门用于前轮驱动的车辆。