中英文文献翻译—双离合器变速箱
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。
DSG双离合器变速器简介
DSG双离合器变速器简介(DCT）2008-08-01 11:28:30 来源:网络收集整理作者: 【大中小】浏览:103次评论:0条DSG的英文全称是Direct-Shift Gearbox，中文意思为“直接换挡变速器”，又叫双离合系统变速器(DCT)。
优点：装配DSG的目的是可以比自动变速器更加平顺地换档，不会有迟滞现象。
以奥迪推出的6挡“DSG”变速器为例DSG双离合器变速器结构及工作原理：这台6挡变速器内布置了3根轴和2个多片式离合器，一个多片式离合器连接1、3、5挡和倒车挡，另一个连接的是2、4、6挡，再加上灵敏的电液控制，两组传动装置可以同时工作。
这样当车子在正常运转的时候，一个传动系统保持运转，而另一个传动系统已经将齿轮啮合到更高的挡位。
当接近下一个换挡点时，控制在高挡位齿轮的多片式离合器就会被激活，同时关闭另一个离合器，两个多片式离合器的一合一闭几乎保持在同一时间内完成，就像是接力赛一样，这是解决顿挫感的关键所在，而整个过程往往只需要0.2秒的时间。
采用技术的主要车型：新奥迪TT和新奥迪A3，布加迪EB16.4 Veyron（威龙）DSG变速器的特点新一代DSG变速器采用了2个离合器和6个前进档的传统齿轮变速器作为动力的传送部件，这是目前世界上最先进的、具有革命性的自动变速器。
DSG变速器没有变矩器，也没有离合器踏板。
DSG变速器在传动过程中的能耗损失非常有限，大大提高了车辆的燃油经济性。
DSG变速器的反应非常灵敏，具有很好的驾驶乐趣。
车辆在加速过程中不会有动力中断的感觉，使车辆的加速更加强劲、圆滑。
百公里加速时间比传统手动变速器还短。
DSG变速器的动力传送部件是一台三轴式6前进档的传统齿轮变速器，增加了速比的分配。
DSG变速器的多片湿式双离合器是由电子液压控制系统来操控的。
双离合器的使用，可以使变速器同时有两个档位啮合，使换档操作更加快捷。
DSG变速器也有手动和自动2种控制模式，除了排档杆可以控制外，方向盘上还配备有手动控制的换档按钮，在行驶中，2种控制模式之间可以随时切换。
汽车离合器中英文对照外文翻译文献
汽车离合器中英文对照外文翻译文献(文档含英文原文和中文翻译)Fethermal analysis of a ceramic clutch1. IntroductionAbrasive dry running vehicle clutches are force closure couplings. Torque and speed transmission are ensured by the frictional force generated between two pressed surfaces. Reasons for the application of ceramic as a friction medium include good heat and wear resistance properties, which provide the opportunity to drive higher pressures, and a low density. Thus, an increasing power density is enabled with a parallel minimization of construction space.Measurements with a first prototype of a clutch disk using ceramic facings were performed at Karlsruhe University in a laboratory specialized in passenger car drive system testing. In the course of analysis the finite element (FE) model was to be constructed with the knowledge of measurement data and measurement conditions. Calculations were intended to determine the temperature distribution of the clutch disk and its environment at each moment in time corresponding to measurements. It is essential to be familiar with the temperature range in order to examine the wear characteristics of the system. Thus,important information is derived from measurement data. In critical load cases, the highest expected temperatures must be forecast in space and time in order to protect measuring instruments close to the location of heat generation.The goal of this study is to analyze and modify the clutch system to provide better operating conditions by improving the heat conduction and convection of the system or to increase the amount of the energy converted into frictional heat. Furthermore, it is desired to find better design solutions for more efficient clutch systems.Calculations were performed by the Cosmos Design Star software. During model development, great care had to be taken for proper simplification of geometry, the selection of element sizes, and the correct adjustment of time steps due to the substantial hardware requirements for transient calculations. Changes in thermal parameters such as the surface heat convection coefficient and thermal load had to be taken into consideration on an on-going basis in terms of time and location. The two sides of the analyzed test clutch system can only be managed by two independent models linked by heat partition, according to the hypothesis that the contact temperature must be identical on both sides while there is proper contact between them and its value must be adjusted by iteration. Calculations revealed that the heat partition changed by cycle and it differed along the inner and outer contact rings. As a result of the different cooling characteristics between the ceramic and steel side, a heat flow is launched from the ceramic side to the steel side. This heat flow was also determined by iteration, its value also changes by cycle and differs along the inner and outer contact rings.2. First prototype of a clutch using engineering ceramics as friction materialThe examined clutch disk was developed according to the “specific ceramic” product development process established at the Institute for Product Development (IPEK) at the University of Karlsruhe. This development process already has the possibility for connection to a real transmission shaft; further, it has a cushion spring device for the facings allowing good start behaviour. Abrasive clutches must comply with the following basic requirements:●high torque transmission according to high friction coefficients,●high comfort (no vibrations through self-induced chattering),●homogeneous temperature distribution,●low wear characteristic.A critical element of the switch is the abrasive disk.With regard to the design utmost care must be taken to select the right material. A high and constant friction coefficient,，wear resistance and thermal resistance are desired characteristics. The clutch disk has instead of the generally applied ring-shaped abrasive inlet two rows of SSIC (as sintered) ceramic pellets. These pellets are placed on 6 separate segments. The segments are fixed to the central hub by rivets. Each segment consists of 4 plates, 2 working as facing springs and 2 as carriers.3. MeasurementsMeasurements were performed at the department of power train development of the Institute for Product Development (IPEK) at the Karlsruhe University (TH) Research University, where a category IV component test rig is used for tests of new frictional materials and examinations of new materials in real clutch disks. Real conditions are applied by the simulation of driving resistance (e.g. starting in the plane, starting at the hill). It is a component test rig leveled on the fourth position of the tribological testing environment.In order to give an idea of dimensions: the equipment length is about 4-5m. The two electric motors and the axial force are controlled independently by computer; thereby many operational states can be realized. This enables the equipment to complete a myriad of tribological measurements all while properly modeling the operation of a clutch disk in a passenger car. It is also equipped with an automatic IT measurement system. Measurable quantities include the following:●two heavy-duty electric motors (150 KW, Baumuller DS 160L-305),●device suitable for exerting axial force,●torque meter (Manner Sensortelemetrie MF100),●axial force meter,●steel disk in friction,●replaceable head to affix the device to be tested,●temperature along two different radii at 0.4mm below the abrasive surface of the steeldisk (Omega HJMTSS-IM100U-150-2000,J-typeiro-constantan thermocouples),●revolutions per minute for both sides (Polytene LSV 065).The greatest challenge out of these is temperature measurement as we would like to know the temperature of the revolving steel disk. The two thermoelements placed in the steel disk forward data to the computer through a wireless blue tooth system and are placed 0.4mm below the abrasive surface of the steel disk on the two opposite arcs of the clutch disk.3.2. Measurement processDue to component analyses and cost reduction only one side of the clutch disk is mounted with ceramic facings. Thus, the clutch disk and its fitting will be referred to as the ceramic side, and the abrasive steel disk with its environment revolving together will be referred to as the steel side. In the course of measurements, data were collected at a sampling frequency of 100 and 1000HZ. Measurements were conducted according to the time curves.The measurement starts by increasing the revolutions per minute of the steel side (the driving side) to a specific value (1500 rpm here). Then the ceramic side (the driven side), held at zero rpm, is pushed towards the steel disk and the axial force is applied until a designated value is reached (nominally 4200N here). Upon reaching the designated axial force the ceramic side is released and the two sides start to synchronize. A few seconds after synchronization, the axial load is discontinued and after some time both the steel and the ceramic sides—revolving at the same speed—are slowed down. This is deemed to be one measurement cycle. Ten cycles are completed in the course of a single measurement. During application of the axial force the ceramic side is held at zero rpm until the desired force is reached to ensure synchronization occurs at nearly the same time of each cycle. This is unfavorable from the viewpoint of both measurements and calculations. Measurements are usually conducted by changing only 3 parameters: the speed, the axial load and the inertia. The following figures are applied in various combinations:●speed n: 700, 1100 and 1500 (rpm),●axial force F: 4200, 6400 and 8400 (N) andinertia I: 1, 1.25 and 1.5 (kgm2).Experimental measurements are launched with approx.10-15 min intervals, during which the system cools down to about 30-40 1C. This makes calculations difficult, as the exact temperature distribution of the system is not known at the commencement of the measurement. However, it can be assumed that a period of 10-15min is sufficient for a nearly homogeneous temperature distribution to be produced. The parameters for the following simulation have been chosen for an intermediate case with a speed n =1500 rpm, an axial force F = 4200 N and an inertia I = 1 kg m2.4. Calculations of heat generationThe mechanical energy consumed during the friction of two bodies is transformed into heat. The generated heat can be calculated by the following simple formula: Q =μ·ν·F [W] .where m is the the frictional coefficient; v is the sliding velocity; F is the force perpendicularly compressing the surfaces. And the heat flux density per surface unit is q=μ·ν·p [Wm2].where p is the the pressure calculated as a ratio of the force and the contacting surface. As the ceramic tablets are placed at two different radii along the clutch disk, the heat generated must be calculated separately for each radii. Sliding can be divided into two sections. In the first section, the ceramic side is kept in a stationary position by braking, meanwhile the axial load is increased; therefore compression changes in the course of time while the speed difference between the two sides is constant. In the second section (at synchronization) the speed difference is equalized while the force value is constant, so velocity changes in time. On the basis thereof, the heat generated is.The nominal contact area is the aggregate of the contacting surfaces of the 24 and 18 ceramic tablets on the given ring. The diameter of ceramic tablets is:.Calculations were performed for the load case to be characterized by the following parameters:.Based on experimental measurements a constant friction coefficient of 0.4 was established..The velocity can be calculated with the knowledge of the radius and the speed..Surface pressure can be calculated as a ratio of the axial force and the contacting surface. This produces the same figure for each ceramic pellet, assuming an even load distribution..Thus, the maximum values of the generated heat are.In the first section of sliding, the generated heat is rising due to the increase of the load force; in the second section, it is decreasing due to the equalization of the speed difference. It is necessary to know the time of each sliding section in order to be able to specify the generated heat time curve. These can be determined from measurement dataseries. Synchronization time can be easily determined from the speed of the ceramic side. Speed increase is linear. Force increase is non-linear. For the sake of simplicity, force increase was substituted by a straight line in calculations so that the area below the straight line is nearly identical with the area measured below the curve. Thus, the time difference between the two terminal points of the straight line is the time of the first sliding section.The above-mentioned method was applied for each cycle and their average was specified. Based on these results, the following values were determined for sliding times:.Now the time curve of heat generation can be produced. The same curve was used in each cycle as there were no significant differences between parameters in each cycle. The generated heat-calculated this way-will appear as thermal load in the thermal model. It must be distributed appropriately between the contacting surfaces by taking into consideration heat partition. Heat partition requires the contact temperatures to be identical at both surfaces. Correct adjustment requires repeated iterations.有限元热分析的陶瓷离合器1 引言磨料空转车辆离合器是力封闭联轴器。
双离合器-变速器系统-外文文献翻译
附录附录A外文文献原文7-Speed Dual Clutch Transmission System for Sporty Application ABSTRACT:With its 7-speed dual clutch transmission, ZF has introduced an innovative transmission for sporty applications. The close ratios combined with extremely spontaneous drive behavior makes it an ideal transmission for sporty applications. This article describes the compact gear set with lubrication by injection for improving the level of efficiency and increasing the engine-speed-strength, the dual clutch unit as well as the hydraulic control unit, which is based on the pre-control principle, are also described in detail. The hy-draulic control principle provides the option of a hydraulic cruise mode in the event of an electronics failure. In addition to the transmission design, functional features that also highlight the sporty character of the transmission are described in detail.Key words: Automatic transmission; Dual clutch; Vehicle connection; Efficiency1 IntroductionWhen it comes to the field of automatic transmissions, dual clutch systems currently represent the benchmark in terms of spontaneity and sportiness. In this type of transmission, which is based on a countershaft transmission, these advantages are combined with a very direct "vehicle connection", high rpm performance, and excellent transmission efficiency.The 7-speed dual clutch transmission for the standard driveline presented here is designed for a torque capacity of up to 520 Nm and rotational speeds of up to 9250 rpms. In order to be able to achieve these performance data in the existing installation space, a concept was developed in which an oil chamber as well as lubrication by injection are used. Before introducing the transmission′s several unique features in more detail below, an overview of the basic transmission design will be presented, Fig. 1.The engine torque is introduced to the dual clutch via a torsion damper (not shown in Fig. 1). The multidisk clutches in the dual clutch are radially nested in one another and transfer the torque to both input shafts in the countershaft transmission gear set. In this case, due to the installation space, the countershaft is not located under the main shaft, but is tilted laterally. This becomes possible because the concept is based on lubrication by injection with a dry sump. On the one hand, lubrication by injection improves heat removal, on the other, there are nonoticeable losses due to the gears splashing in the oil pan. The oil is supplied to the transmission via an internal gear pump which is driven by a spur gear train behind the dual clutch. With the help of a spur gear train, the drive unit has the advantage that, via different gear ratio phases and depending on the intended use, the flow rate and the max. speed of the pump can be adapted. An additional advantage is that based on theresulting I proved installation space, an optimal ratio between the pump width and the pump diameter can be achieved for the pump′s level of efficiency. The hydraulic control unit is arranged under the gear set. The hydraulic unit supplies the clutch, based on need, with pressure and cooling oil as well as shift actuators. The latter are arranged laterally to the gear set and work with double-acting cylinders. The sensor for detecting the position of the gearshifts is attached directly onto the four gearshifts. The transmission has an external control unit.Fig.1Overview dual clutch transmission (DCT)2 Seven speeds with sophisticated stepping-a concept for extrme sporti- nessThe gear set concept of the dual clutch transmission introduced here was developed in house taking into consideration the following requirements:High power densityHigh speed endurance strength up to 9250 rpm Variability and modular designRepresentation of transmission-ratio spreads of about 4.7 and 6.8 with 7 speedsUse of existing synergies for manual transmissionsAfter extensive systematic development of the gear set in which many thousands of variants were produced and compared, the gear set concept that is illustrated in Fig. 2 is the final variant and the ideal concept for achieving the goals specified.The gear set selected is based on the constant drive concept and consists of two concentric drive shafts each of which are driven by one of the two multidisk clutches in theFig.2Gear set scheme of 7D variantdual clutch, two countershafts also concentric to one another, a main shaft and an output shaft. The gear ratios are engaged by the four synchronizer units A/B, C/D, E/F, and G/H, which are arranged on the main shaft and on the hollow countershaft and these are connected to the loose wheels or the adjacent shafts. An important feature in the gear set is the connectability of both countershafts through the C/D synchronizer unit. In the D shift position, the gear ratios selected in this way can be doubly used which reduces construction costs compared to conventional dual clutch gear sets. Similarly, this feature is used in first gear because then the vehicle is started up using the more powerful K1 clutch. Because of this dual use of the last gear level in the transmission for the first and second gear, the desired ratio step 1-2 is achieved through the transmission ratios of both constant drive phases.The use of the K1 clutch for starting up in first gear results inevitably in the direct gear also being assigned to the odd subsection. In this case, the fifth and seventh gears can be selected as a direct drive. With this feature, it was possible to develop a modular gear set which, on just a few changes,contains two different transmission gear ratio variants with fundamentally different characters.For the first version, with an overall spread of about 4 . 7 , the seventh gear is selected as a direct gear (called the 7D variant). Fig. 2 shows the relevant gear set diagram with the performance flows in all speeds. Due to its sophisticated gear steps, this transmission is highly suitable for very sporty vehicles that need only a "little" transmission stepping due to the high rotating engine. Optimal tractive power can be provided at any time duringvehicle operation.The second version is based on the 7D variant, however, fifth gear was selected as the direct drive. When maintaining the torque multiplication ratio and in adapting the transmission ratio of several lower gear levels, you get the 5D variant with a considerably higher transmission-ratio spread for vehicles with increased comfort demands and simultaneously reduced consumption.Fig. 3 illustrates the design of the 7D variant. The main similarity with existing manual transmissions for standard transmissions is noticeable. Due to the compact gear set design, the sufficient shaft dimensioning and the favorable arrangement in proximity of the bearing of the high transmitting ratios, central bearing glasses were not necessary despite the proportionally large bearing clearance.Overall, only two housing bearing levels are necessary where the front level is located behind both constant gears. In addition, a very compact and inexpensive transmission design could be implemented based on the bearing concept selected, especially in the area of the hollow shaft.Fig.3Sectional Drawing of 7D variant3 The dual clutchThe central module of this highly topical transmission concept is the wet dual clutch. With a broad spectrum of technical features, it implements the functional provisions of the transmission control unit and thus distinguishes the special character of this transmission concept.Very fast delay times, low inertia and good, comfortable friction value progressions facilitate, very sporty handling with highly dynamic gear shifting and comfortable cruising at a high level of efficiency. The dual clutch placed directly on the transmission input accepts the engine torque from thtorsion damper and feeds it to one of the two subsections, depending on the situation.Safety considerations have led to a "normall open" design.The radial arrangement of the multidisk pack age represents the best combination of performanc and installation space need, Fig. 4.Fig.4Dual clutchCareful lining and oil selection as well as intensive enhancement of this tribological system are the requirements for comfort and performance of this clutch throughout its service life.Through intense testing and detailed calculations, it was possible to achieve a very high therma loading capacity. As part of the process, the lining type, dimensioning, and grooving as well as equal distribution of thermal load and oil flow in the multidisk package are decisive design features.Low torque drag even with low temperatures as well as high speed endurance strength support comfort and a high level of sportiness, but are also important safety requirements.Rotating, centrifugal force-compensating clutch cylinders with hysteresis optimized gaskets make the clutches easy to control. Integrated plate springs reliably accept rapid piston resetting even at high speeds.In the case of an open clutch, only transmission input shafts with very low additional mass inertia are used. This supports rapid synchronizing sequences and a long service life of the synchronizer units.4 The hydraulic control unitIn the present dual clutch transmission, the hydraulic control unit fulfills the following tasks:Actuating the dual clutchShifting the gearshifts, i. e. engaging/synchronizing the gearCooling the dual clutchGear lubricationEmergency stop function in case of complete failure of transmission electronicsSeveral features in the hydraulic control unit as well as criteria for the selection of the control concept are going to be described in more detail below.4.1 PerformanceThe use of the dual clutch transmission in sporty vehicles demands high performance from the hydraulic control unit, especially with regard to the first two tasks because the timely "handling" of these tasks come into play in gear shifting and gear shifting times.That is why particular value is placed on the selection of the right control unit concept as part of the system design. During the decision process, the choice was made, in principle, between two concepts, Fig. 5.Fig.5Control concept direct control / precontrolPrecontrol of the valvesDirect control of the valves (so-called cartridge valves)In case of direct control, the valve that is used for pressure control, e.g. a clutch, is directly connected to the power-generating proportional solenoids and provides the main pressure to the corresponding clutch pressure.The precontrol uses the pressure that is supplied by a pressure controller, for example, to actuate an additional valve that supplies the clutch pressure from the main pressure.To assess the performance of both concepts, a larger number of compared measurements were performed with different systems, of which two systems shall be considered here:ZF hydraulic control unit with precontrol for DCT standard driveComparative hydraulic control unit with direct controlA reference clutch was used as the clutch to engage. Criteria for assessing the performance were (see also Fig. 6):Fig.6Delay, increase/rise, and fall times. Red curve: Power /Electric current. Green curve: ClutchpressureDelay time, 1 to 4Time of step response until clutch inflation pressure, 1 to 2Time of the step response up to 90% of the main pressure 1 to 3Time of pressure drop (emptying times), 5 to 6Fig. 6 shows, as an example, the times for a transmission oil temperature of + 20°C to be reached. One notices that the direct control first in dicates a lower delay time (14.3 ms) compared to the precontrol (30.1 ms), see also time of brand 1to 4.For increase to clutch inflation pressure or to 90% of the main pressure shows, however, the advantage of the precontrolled system (see also summarizing tab 1).Emptying times, also present a disadvantage for direct control. Trans-mission oil temperature of -20°C also show comparable results for step responses and fall times.All of the tests support the statement that direct control has an advantageous effect with small oil volumes. However, if large oil volumes have to be transported, precontrol valves are to be preferred due to larger opening cross-sections.4.2 Operational safetyOperational safety is determined essentially due to the soiling tendency because the so-called silting can lead to the valves getting jammed. Provocation tests with transmission-specific environmental conditions (dirty oil) demonstrated the influences of soiling on the characteristic curves. Technical, trouble-free characteristic curve progressions could be illustrated only with a high dither amplitude in valve actuation, which leads, in turn, to increased valve wear-and-tear due to the micro movements that it causes. The increased tendency toward soiling can result needing a fine filter.4.3 CostsIn addition to the delay time comparison as well as assessing the operational safety, the costs were relevant for a final evaluation. The compari son with regard to the hydraulic and electro-mag netic components shows that a precontrol system has cost benefits compared to a direct control system. Added to this are the higher flows with the actuation of direct control valves, which, in turn, result in a more expensive TCU. Furthermore, in opting for precontrol, ZF is able to "pool" together pressure controllers in large quantities because these, too, are used in the automatic ZF planetary gear set.4.4 Emergency stop functionIn case there is a complete outage in the transmission electronics, a hydraulic emergency stop function is actuated in the transmission. The clutch that is pressurized with a larger amount of pressure in the event of a system outage will continue to be pressurized. This condition is maintained until an adjustable engine speed threshold is achieved, then the clutch opens in order to prevent the engine from being choked. It is not possible to re-start this system.5 Sporty functionsFor function developers, the dual clutch transmission offers the opportunity to combine the comfort of a stepped automatic transmission with the dynamics and sportiness of a countershaft transmission. Connected, therefore, are typical " catalog values," such as time from zero to 100 kilometers per hour or the time from 80 to 120 kilometers per hour with correspondingly fast kick-down shifting, but also subjective acceleration sensitivity during a shifting sequence where the purist among the manual transmission drivers still wants to feel that jolt of acceleration.One function especially designed for the dual clutch transmission in sports cars is the "race start"function. The race start is a function used to achieve optimal acceleration from astandstill, i.e. in the shortest time from 0 to 100 km/h. The sequence progresses as follows: The engine is brought to a suitably high rpm with the clutch engaged in first gear. The driver simultaneously actuates the brakes with the lef foot so that the clutch can already be lightly engaged and the gas pedal (full throttle) in order to bring the vehicle up to the target speed. By simultaneously pressing and holding an operating element, such as the selector lever or a push button on the steering wheel, the race start intention is conveyed to the system, the engine speed adjusted and the start up prevented until the driver releases the brake. During the race start, the clutch is closed under the control of the wheel slip with which the optimal acceleration is achieved and by exploiting the dynamic engine torque (inertia torque). The entire procedure progresses automatically once the driver releases so that even an inexperienced drivercan achieve the best possible drive performance figures. Obviously, the driver can cancel the procedure by removing his/her foot from the gas pedal or touching the brakes. Also, the system recognizes when the street conditions do not permit a race start, such as wet roads, for example. Due to the optimal start-up and a shifting sequence into second gear free of traction interruption (see also sports shifting), the race start function enables the acceleration time of 0 to 100 km/h to be improved by an average of 0.2 sec compared to a car with a manual transmission. At the same time, this functionality helps avoid improper use and resulting clutch overload.The top chart in Fig. 7 illustrates the engine and transmission input shaft speed, the lower chart shows the vehicle′s longitudinal acceleration. Starting with a cranking speed of 6,800 rpm, the clutch begins to close, which leads to an engine pressure up to about 4,000 rpm. The dynamic engine torque used to achieve this results in an acceleration of 0.7-0.9 g. In the process, noticeable vibrations in the transmission input shaft speed signal develop due to the wheel slip regulation. After about 1.2 sec, the vehicle is accelerated only by the engine torque with approx. 0.5 g. It must be mentioned here that this test was performed using a vehicle with very high traction. In most cases, a starting speed of only up to about 4,000 rpm is reasonable.A further function developed for the dual clutch transmission is so-called sports shifting. This is described in more detail below.In general, a gear-shift change by the driver is only perceived acoustically by the change in the engine speed. The transition from the acceleration level of the original gear toFig.7Measurement of a race starthe new gear should be made smoothly and continuously. This also corresponds to the standard shifting sequences in auto-matic and dual clutch transmissions. However, many drivers of sporty cars wish that they had the option of both distinctive comfort shifting sequences as well as sporty shifting sequences, which, besides the haptic response (acceleration jolt), also have an acceleration advantage as a result. To this end, the dynamic engine torque can also be used again. The requirement for this is the torque capacity of the dual clutch which has to be able to transmit this torque increase. As the possible torque increase depends on the gradients of the engine speed, this can be used particularly effectively in shifting gears with a large speed difference with the target gear (large ratio spread/ratio step), which is why the gear changes 1-2, 2-3, and 3-4 are offered. In the process, sports shifting from the frst to second gear can serve as a supplement to the ace start for improving the acceleration time from to 100 km/h. As the use of the dynamic torque is pure application topic, we distinguish, as a rule,between three shifting systems. Fig. 8 illustrates he stylized differences and features between the hifting systems, Fig. 9 shows an original measurement from a prototype vehicle.The top chart shows the respective engine and ransmission speed, the bottom chart shows the orques from both clutches. The bottom line in the hart represents the clutch from the target gear that is used to achieve the torque increase during engine sp eed adjustment and thereby acceleration gains.Fig.8Simplified depiction of acceleration procedures with Fig.9Measurement of sports shift 2-3 in the vehicle附录B外文文献翻译运动型7速双离合器变速器系统摘要：ZF公司的7速双离合器变速器是一款创新型的、适用于运动型车辆的变速器。
中英文文献翻译-离合器
附录 AClutch between engine and transmission installed in the car to travel from the start the whole process, often need to use the clutch. Its role is to make the engine and transmission can be gradually between the joint, thus ensuring a smooth start car; temporarily cut off the link between the engine and transmission to shift at the time of shift and reduce the impact; When the car when emergency braking from Separate role in preventing the transmission and other drive system overload, play a protective role.Clutch similar to the switch, splice or break away from the power transmission and, accordingly, have any form of auto clutch, but the form is different.By the friction plate clutch, springs, pressure plate and the power output shaft composed, arranged between the engine and gearbox, the engine flywheel to the torque is passed to the stored transmission, to ensure that vehicles in different driving conditions passed to the driver Wheel driving force and the right amount of torque, is the scope of the powertrain. In the half-time of linkage, clutch and power input power output allowed speed difference, that is, the speed error to achieve through its transfer an appropriate amount of power. Clutch is divided into three work status, ie the clutch all connections, some of the half clutch linkage and the clutch is not linked.When a vehicle in normal driving, the pressure plate is jammed against the friction plate on the flywheel, pressure plate and friction plate at this time the friction between the largest between the input shaft and output shaft remained relatively static friction, both the same speed . When the vehicle is started, the driver depresses the clutch, clutch pedal movement by pulling back pressure plate, which is the separation of the pressure plate and friction disc, pressure plate and flywheel at this time no contact, but also the relative friction does not exist. Last one, that is, half of the clutch linkage status. At this point, the pressure plate and friction disc friction less than the full-linked state. Clutch pressure plate and flywheel friction plate on the sliding friction between the state. Flywheel speed is greater than the output shaft speed, transmission out of the power from the flywheel to the transmission part of the pass. Between the engine and driving wheels at this time is equivalent to a soft connection status.In general, the clutch and the shift in the vehicle when starting to play a role, this time a transmission shaft and the speed difference between the two shafts, engine power must be cut with a shaft after the synchronizer can be very good a shaft speed will be kept synchronized with the second axis, gear hanging up after, and then through the clutch shaft and the engine power will be a combination of the power continue to be transmitted. In the clutch, there is an essential buffer device, which consists of two similar to the flywheel with the disc, the disc hit a rectangular groove, the groove arrangement of the spring, in the face of fierce shock between the two disc springs between the elastic effect, buffer external stimuli. Effective protection of the engine and clutch. Various parts of the clutch, pressure plate spring strength, friction coefficient of friction plate, clutch diameter, location, and the clutch friction disc clutch performance is to determine the number of key factors, the greater the stiffness of the spring, the higher the friction coefficient of friction plates, the larger the diameter of the clutch, clutch performance, the better.附录 B离合器安装在发动机与变速器之间，汽车从启动到行驶的整个过程中，经常需要使用离合器。
中英文文献翻译—离合器工作原理
附录How Clutches WorkIf you drive a manual transmission car, you may be surprised to find out that it has more than one clutch. And it turns out that folks with automatic transmission cars have clutches, too. In fact, there are clutches in many things you probably see or use every day: Many cordless drills have a clutch, chain saws have a centrifugal clutch and even some yo-yos have a clutch.CIn!cp I山g?e CgIIeL入D!g?Lg山 o\ cgL 2poM!u? cIn!cp Iocg!!ou. eee 山oLe cIn!cp !山g?e2In this article, you'll learn why you need a clutch, how the clutch in your car works and find out some interesting, and perhaps surprising, places where clutches can be found. Clutches are useful in devices that have two rotating shafts. In these devices, one of the shafts is typically driven by a motor or pulley, and the other shaft drives another device. In a drill, for instance, one shaft is driven by a motor and the other drives a drill chuck. The clutch connects the two shafts so that they can either be locked together and spin at the same speed,or be decoupled and spin at different speeds.In a car,you need a clutch because the engine spins all the time,but the car's wheels do not. In order for a car to stop without killing the engine, the wheels need to be disconnectedf rom the engine somehow. The clutch allows us to smoothly engage a spinning engine to a non-spinning transmission by controlling the slippage between them.To understand how a clutch works, it helps to know a little bit about friction, which is a measure of how hard it is to slide one object over another. Friction is caused by the peaks and valleys that are part of every surface -- even very smooth surfaces still have microscopic peaks and valleys. The larger these peaks and valleys are, the harder it is to slide the object. You can learn more about friction in How Brakes Work.A clutch works because of friction between a clutch plate and a flywheel. We'll look at how these parts work together in the next section.Fly Wheels,Clutch Plates and FrictionIn a car’s clutch, a flywheel connects to the engine, and a clutch plate connects to the transmission. You can see what this looks like in the figure below.When your foot is off the pedal, the springs push the pressure plate against the clutch disc, which in turn presses against the flywheel. This locks the engine to the transmission input shaft, causing them to spin at the same speed.Pressure plateThe amount of force the clutch can hold depends on the friction between the clutch plate and the flywheel, and how much force the spring puts on the pressure plate. The friction force in the clutch works just like the blocks described in the friction section of How Brakes Work, except that the spring presses on the clutch plate instead of weight pressing the block into the ground.W h en the clutch pedal is pressed, a cable or hydraulic piston pushes on the release fork, which presses the throw-out bearing against the middle of the diaphragm spring. As the middle of the diaphragm spring is pushed in, a series of pins near the outside of the spring causes the spring to pull the pressure plate away from the clutch disc (see below). This r eleases the clutch from the spinning engine.Common ProblemsFrom the 1950s to the 1970s, you could count on getting between 50,000 and 70,000 miles from your car's clutch. Clutches can now last for more than 80,000 miles if you use them gently and maintain them well. If not cared for, clutches can start to break down at 35,000 miles. Trucks that are consistently overloaded or that frequently tow heavy loads can also have problems with relatively new clutches.Photo courtesy Carolina MustangClutch plateThe clutch only wears while the clutch disc and the flywheel are spinning at different speeds. When they are locked together, the friction material is held tightly against the flywheel, and they spin in sync. It's only when the clutch disc is slipping against the flywheel that wearing occurs. So, if you are the type of driver who slips the clutch a lot, you'll wear out your clutch a lot faster.Sometimes the problem is not with slipping, but with sticking. If your clutch won't release properly, it will continue to turn the input shaft. This can cause grinding, or completely p revent your car from going into gear. Some common reasons a clutch may stick are: Broken or stretched clutch cable - The cable needs the right amount of tension to push and pull effectively.Leaky or defective slave and/or master clutch cylinders - Leaks keep the cylinders from building the necessary amount of pressure.Air in the hydraulic line - Air affects the hydraulics by taking up space the fluid needs to build pressure.Misadjusted linkage - When your foot hits the pedal, the linkage transmits the wrong amount of force.Mismatched clutch components - Not all aftermarket parts work with your clutch.depress fully. If you have to press hard on the pedal, there may be something wrong. Sticking or binding in the pedal linkage, cable, cross shaft, or pivot ball are common causes. S o metimes a blockage or worn seals in the hydraulic system can also cause a hard clutch. Another problem associated with clutches is a worn throw-out bearing, sometimes called a clutch release bearing. This bearing applies force to the fingers of the spinning pressure plate to release the clutch.If you hear a rumbling sound when the clutch engages,you might have a problem with the throw-out.Types of ClutchesThere are many other types of clutches in your car and in your garage.An automatic transmission contains several clutches. These clutches engage and disengage various sets of planetary gears. Each clutch is put into motion using pressurized hydraulic fluid. When the pressure drops, springs cause the clutch to release. Evenly spacedridges, called splines, line the inside and outside of the clutch to lock into the gears and the clutch housing. You can read more about these clutches in How Automatic Transmissions Work.An air conditioning, compressor in a car has an electromagnetic clutch. This allows the compressor to shut off even while the engine is running. When current flows through a magnetic coil in the clutch, the clutch engages. As soon as the current stops, such as when you turn off your air conditioning, the clutch disengages.Most cars that have an engine-driven cooling fan have a thermostatically controlled viscous clutch -- the temperature of the fluid actually drives the clutch. This clutch is positioned at the hub of the fan, in the airflow coming through the radiator. This type of clutch is a lot like the viscous coupling sometimes found in all-wheel drive cars. The fluid in the clutch gets thicker as it heats up, causing the fan to spin faster to catch up with the engine rotation. When the car is cold, the fluid in the clutch remains cold and the fan spins s lowly, allowing the engine to quickly warm up to its proper operating temperature.Many cars have limited slip differentials or viscous couplings, both of which use clutches to help increase traction. When your car turns, one wheel spins faster than the other, which makes the car hard to handle. The slip differential makes up for that with the help of its clutch. When one wheel spins faster than the others, the clutch engages to slow it down and match the other three. Driving over puddles of water or patches of ice can also spin your wheels. You can learn more about differentials and viscous couplings in How Differentials Work.Gas-powered chain saws and weed eaters have centrifugal clutches, so that the chains or strings can stop spinning without you having to turn off the engine. These clutches work automatically through the use of centrifugal force. The input is connected to the engine crankshaft. The output can drive a chain, belt or shaft. As the rotations per minute increase, w eighted arms swing out and force the clutch to engage. Centrifugal clutches are also often found in lawn mowers, go-karts, mopeds and mini-bikes. Even some yo-yos are m anufactured with centrifugal clutches.C lu tches are valuable and necessary to a number of applications. For more information on clutches and related topics, check out the links on the following page.离合器工作原理如果您驾驶手动变速箱的汽车，您可能会惊讶地发现，它有一个以上的离合器。
汽车变速箱英语词汇
汽车变速器英语词汇（1）（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带主减速器的变速器final driving transmission 传动比gear ratio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（2）寄生损失特性no load (parasitic losses)performance 降档downshift经济档economic gear 空档位置neutral position 力矩特性torque factor(coefficient of moment) 空转转速racing speed两轴式变速器twin-shaft transmission 零速起动stall start零速转速stall speed 流量阀flow valve内侧行星齿轮inner planet gear 内齿轮internal or king gear 内环core 能容系数capacity factor啮合套shift sleeve (engagement sleeve) 能容系数capacity factor偶合点coupling point 偶合范围coupling range前油泵front pump (input pump ) 爬行档creeper gear强制换档forced shift 驱动特性drive performance 取力器（动力输出机构）power take-off全齿套变速器all dog clutch transmission全特性total external characteristic全斜齿常啮式变速器fully constant mesh all helical gear transmission全液压自动换档系统hydraulic automatic control system全油门特性full throttle performance全直齿常啮式变速器fully constant mesh all spur gear transmission人工换档液力变速器manually shifted transmission设计流线design path 人工换档manual shift手动换档变速器manually shifted transmission 输出特性characteristic of exit 双泵轮液力变矩器double-impeller torque converter输入特性characteristic of enhance 双联行星齿轮compound planet gear 双涡轮液力变矩器double-turbine torque converter双中间轴变速器twin countershaft transmission速度环量circulation (circulation of stream)速度三角形triangle of velocities 速控阀governor valve速控压力governor pressure 锁止离合器lock-up clutch锁止式液力变矩器lock-up torque converter 太阳齿轮sun gear同步器式变速器synchromesh transmission 同步器synchronizer透穿性transparency 外侧行星齿轮outer planet gear 外环shell 涡轮turbine无级变速器non-stage transmission 吸收特性absorption characteristic先导阀priority valve 限档压力hold pressure相phase 响应特性response characteristic 信号阀signal valve 行星齿轮planet gear行星齿轮式变速器planetary transmission 行星齿轮机构planetary gears行星式液力变速器planetary transmission 行星架planet carrier选档阀selector valve 叶轮member叶片blade 叶片角blade angle叶片转位blade angle shift 液力变矩器torque converter液力变矩器旁通阀converter bypass valve 液力变矩器锁止converter lockup 液力变速器hydrodynamic transmission 液力传动hydrodynamic drive液力传动装置hydrodynamic drive unit液力传动装置充油压力hydrodynamic unit change pressure液力偶合器fluid coupling 液力起步fluid start液流角flow angle 抑制换档inhibited shift原始特性primary characteristic远距离操纵变速器remote control transmission真空调制压力vacuum modulator pressure直接变速direct change(direct control)直接操纵变速器direct control transmission直接档变速器direct drive transmission 直接驱动direct drive锁止式液力变矩器lock-up torque converter 锁止离合器lock-up clutch太阳齿轮sun gear 同步器synchronizer同步器式变速器synchromesh transmission 透穿性transparency外侧行星齿轮outer planet gear 外环shell无级变速器non-stage transmission 涡轮turbine吸收特性absorption characteristic 先导阀priority valve限档压力hold pressure 相phase响应特性response characteristic 信号阀signal valve行星齿轮planet gear 行星齿轮机构planetary gears 行星齿轮式变速器planetary transmission 行星架planet carrier行星式液力变速器planetary transmission 选档阀selector valve叶轮member 叶片blade叶片角blade angle 叶片转位blade angle shift液力变矩器torque converter 液力变矩器旁通阀converter bypass valve液力变矩器锁止converter lockup 液力变速器hydrodynamic transmission液力传动hydrodynamic drive 液力传动装置hydrodynamic drive unit液力传动装置充油压力hydrodynamic unit change pressure液力偶合器fluid coupling 液力起步fluid start液流角flow angle 抑制换档inhibited shift远距离操纵变速器remote control transmission 原始特性primary characteristic 真空调制压力vacuum modulator pressure直接变速direct change(direct control) 直接操纵变速器direct control transmission直接档变速器direct drive transmission 直接驱动direct drive中间齿轮intermediate gear(counter gear)中间轴变速器countershaft transmission 重迭阀overlap valve 主变速器basic transmission主压力line pressure 转动叶片variable blade转子rotor 自动换档automatic shift自动换档机械式变速器automatic mechanical transmission自动液力变速器automatic transmission自动增力式同步器self-servo synchronizer综合式液力变矩器torque converter-coupling组合式变速器combinatory transmission。
变速器汽车车辆外文文献翻译、中英文翻译、外文翻译
变速器汽车车辆外文文献翻译、中英文翻译、外文翻译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。
随着排放法规的日趋严格，汽车制造商为降低排放的努力已不再局限于改善燃烧过程和后期处理。
许多公司认为，现代发动机技术已经发展到这样一个阶段：与投入巨额开发成本相比，技术进步带来的收效却很小。
因此为了改善排放,最重要的是要着眼于整车的性能。
作为车上第二昂贵的部件，变速箱理所当然地成为第二步改善的目标。
所有变速箱技术中，手动变速箱的效率最高，输出功率可达输入功率的96％。
但并不是所有人都能驾驭手动变速箱，也不是所有人都愿意用它。
因为用手动变速箱需要踩离合器，这在交通繁忙的时候很不舒服。
驾驶员容易疲劳。
而由扭矩中断导致的“点头”效应也会使乘客很难受。
由于驾驶员操纵离合器而产生的扭矩中断是手动变速箱的主要缺点。
在换档加速时，每升高一档，驾驶员都必须通过松开油门并踩下离合器来使扭矩暂时中断。
完成整个过程大概只需一秒钟，但在这段时间里车辆会暂时停止加速，速度也会降低。
与此截然相反的是传统的自动变速箱。
由于采用了变矩器，这种变速箱的换档质量不错但效率相对较差——即使最近有所改进。
因此，最近进行了许多研究，试图发现传统自动变速箱的有效替代方案。
主要的技术仍是无级变速（CVT）、双离合器变速（DCT）和手自一体（AMT）变速器。
它们在不同的方面优于传统的行星齿轮式自动变速器。
无级变速器采用带链或锥盘滚轮来产生无限多种变速比。
与传统自动变速器相比，其效率和成本都有所改善。
之所以有这些优点，是因为它结构简单。
这种变速器的零部件很少，通常只有一根橡胶或金属传动带、一个液压作用的驱动带轮、一个机械扭矩感应式驱动带轮、一些微处理器和传感器等。
这种变速器的工作原理是改变两个带轮表面之间的距离。
带轮上挂传动带的地方开了V形的槽。
一侧的带轮沿轴向固定，另一侧的带轮可在液压的作用下移动。
中英文文献翻译—双离合器变速箱
附 录A双离合器变速箱(Dual Clutch Transmission ，以下简称DCT)是当前发展最迅速的新型变速箱，它以传统手动变速箱为基础加入双离合器和电控组件，获得优异的性能表现和良好的燃油经济性。
已经成为继可变气门正时、可变气门升程、涡轮增压和缸内直喷之后的又一个技术亮点。
简单说来DCT 是两个传统手动变速箱的集合体(分别为奇数和偶数挡)，拥有两个离合器，两根输入轴，但仅有一根输出轴。
离合器的分离与接合，以及挡位切换都在电脑的掌控下通过液压机构进行控制，因此也能提供手动换挡模式。
动力传递效率高(意味着油耗低)、挡位切换迅速和成本低于传统自动变速箱是双离合器变速箱的三大优势，因此得到越来越广泛的应用。
双离合器变速箱由法国人Adolphe K égresse 在二战前发明，计划用于配备充满传奇色彩的雪铁龙Traction ，但当时的市场状况并不适合商业应用。
双离合器变速箱在等待了半个世纪后才开始配备民用车。
上世纪80年代初，保时捷自行研发了全球首台双离合器变速箱，利用电控系统将双离合器变速箱的结构变得足够紧凑，称为Doppelkupplungsgetriebe(德语，简称PDK)。
首款PDK 双离合器变速箱抢先配备956和962勒芒赛车，以及奥迪Sport Quattro S1拉力赛车，并获得不俗战绩。
并获得不俗战绩。
但赛场与市场毕竟存在不小的距离，但赛场与市场毕竟存在不小的距离，但赛场与市场毕竟存在不小的距离，双离合器又花费了双离合器又花费了二十年降低成本和提升耐用度才成功实现商用。
大众于2002年为高尔夫R32(第四代高尔夫，PQ34平台，2003款)配备DSG(Direct-Shift Gearbox)双离合器变速箱，这是双离合器变速箱首次配备量产车。
这是双离合器变速箱首次配备量产车。
与传统自动变速箱相比，与传统自动变速箱相比，与传统自动变速箱相比，大众的这台大众的这台DSG 省去了液力变矩器和行星齿轮组，取而代之的是湿式双离合器和简单的斜齿轮。
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。
变速箱外文文献翻译、中英文翻译、外文翻译
变速箱在我国工程机械主要核心元部件中，唯有传动元部件国内配套体系最完善，市场满足率也最高，且也是最具自主知识产权的关键配套件。
国产核心元部件之一的液压元件，从价值上讲，国产配套满足率只有30%，特别是价值很高的变量液压元件，几乎全依赖进口。
而传动核心元部件的国产配套件的满足率在70%～75%以上，只有少数高档传动元部件及大规格传动元部件仍需进口。
在变速箱方面，世界上一直是两大流派，一种是像德国采埃孚和美国德纳那样的定轴式箱，另一种就像目前我国用得最多的及卡特、小松等所用的行星式变速箱。
行星式变速箱中，像我国目前的只有两个行星排，叫简单行星式，制造、维护相对比较容易一些。
另一种像卡特、小松等复杂行星式，制造工艺比较复杂。
这两种流派各有优劣，因此两大流派一直在世界上并存。
但对中国的实际情况，复杂行星式制造难度更大，川齿引进卡特技术，最终未形成产品就是一个例子。
老的简单行星式变速箱，虽然目前仍在最广泛地使用，但由于某些缺陷已从根本上无法克服，技术也再无突破性发展。
因此变速箱在整个行业的技术发展中，瞄准了世界一流水平的采埃孚箱。
既有杭齿引进采埃孚技术基础，又有柳工与采埃孚合资的技术基础，同时又有广泛地使用、维护及配件基础。
另外与其配套的冲压焊接式变矩器已在陕西航天动力开发成功，并已大批量配套。
因此中国目前新型双变技术主流方向，已正在向采埃孚型方向发展。
主要配套件企业杭齿所生产的高水平采埃孚双变已批量推向了市场，并从装载机变速箱经过变型设计已发展到压路机、平地机等多种工程机械产品上。
主机企业柳工、龙工、厦工、成工等，都已不同程度地研发出或正在研发该系列变速箱。
并已从3t型、5t型到6t型,已逐步开始形成了中等型号系列新型双变系统。
该双变的关键技术是微电脑控制的电液控制系统。
其中最关键的核心部份是微处理器及电液控制阀。
目前中国国内攻下这两项关键核心技术已到了最后攻坚阶段。
一旦这些核心技术完全攻克，我国新一代换代双变技术将会很快得到广泛实现。
汽车变速箱Automatic Transmission-中英双语解读汽车变速箱知识科普
汽车变速箱Automatic Transmission-中英双语解读目录汽车变速箱Automatic Transmission-中英双语解读 (1)Purpose of an Automatic Transmission (2)变速箱 (3)液力自动变速箱（AT） (3)体验 (3)优点 (5)缺点 (5)机械式无级自动变速箱（CVT) (5)体验 (5)优点 (6)缺点 (6)电控机械自动变速箱（AMT） (6)双离合器自动变速箱（DCT） (6)体验 (7)优点 (8)缺点 (8)Purpose of an Automatic TransmissionLocation of the automatic transmission.Just like that of a manual transmission, the automatic transmission's primary job is to allow the engine to operate in its narrow range of speeds while providing a wide range of output speeds.Without a transmission, cars would be limited to one gear ratio, and that ratio would have to be selected to allow the car to travel at the desired top speed. If you wanted a top speed of 80 mph, then the gear ratio would be similar to third gear in most manual transmission cars.You've probably never tried driving a manual transmission car using only third gear. If you did, you'd quickly find out that you had almost no acceleration when starting out, and at high speeds, the engine would be screaming along near the red-line. A car like this would wear out very quickly and would be nearly undriveable.So the transmission uses gears to make more effective use of the engine's torque, and to keep the engine operating at an appropriate speed. When towing or hauling heavy objects, your vehicle's transmission can get hot enough to burn up the transmission fluid. In order to protect the transmission from serious damage, drivers who tow should buy vehicles equipped with transmission coolers.The key difference between a manual and an automatic transmission is that the manual transmission locks and unlocks different sets of gears to the output shaft to achieve the various gear ratios, while in an automatic transmission, the same set of gears produces all of the different gear ratios. The planetary gearset is the devicethat makes this possible in an automatic transmission.变速箱根据工作原理的不同，目前汽车中常见的自动变速箱有四种型式，分别是液力自动变速箱（Automatic Transmission ，简称AT）、机械式无级自动变速箱（Continuously Variable Transmission，简称CVT）、电控机械自动变速箱（Automated Manual Transmission，简称AMT）和双离合器自动变速箱（Dual-clutch transmission，简称DCT）。
汽车知识
双离合变速箱双离合变速箱简称DCT，英文全称为Dual Clutch Transmission，中文翻译过来应该为“直接换挡变速器”，因为其有两组离合器，所以也有不少人干脆就叫它双离合变速器。
起源双离合变速箱起源来自赛车运动，它最早的实际应用是在80年代初的保时捷Porsche 962C和1985年的奥迪Audi sport quattro S1 RC赛车上，但是因为耐久性等问题经过了十余年的改进后，才真正被普通量产车所应用。
时至今日DSG这项技术已经有20余年的历史，在技术方面已经非常成熟了。
技术介绍双离合变速箱结合了手动变速箱和自动变速箱的优点，没有使用变矩器，转而采用两套离合器，通过两套离合器的相互交替工作，来到达无间隙换挡的效果。
两组离合器分别控制奇数挡与偶数挡，具体说来就是在换挡之前，DSG已经预先将下一挡位齿轮啮合，在得到换挡指令之后，DSG迅速向发动机发出指令，发动机转速升高，此时先前啮合的齿轮迅速结合，同时第一组离合器完全放开，完成一次升挡动作，后面的动作以此类推。
因为没有了液力变矩器，所以发动机的动力可以完全发挥出来，同时两组离合器相互交替工作，使得换挡时间极短，发动机的动力断层也就非常有限。
作为驾驶者我们最直接的感觉就是，切换挡动作极其迅速而且平顺，动力传输过程几乎没有间断，车辆动力性能可以得到完全的发挥。
与采用液力变矩器的传统自动变速器比较起来，由于DSG的换挡更直接，动力损失更小，所以其燃油消耗可以降低10%以上。
不足之处不过与传统的自动变速器比起来，DSG也存在一些固有的弊端，首先就是由于没有采用液力变矩器，又不能实现手动变速器“半联动”的动作，所以对于小排量的发动机而言，低转速下的扭矩不足的特性就会被完全暴露出来；其次，由于DSG变速器采用了电脑控制，属于一款智能型变速器，它在升/降挡的过程中需要向发动机发出电子信号，经发动机回复后，与发动机配合才能完成升/降挡。
大量电子元件的使用，也增加了其故障出现的机率。
传动系统离合器论文中英文对照资料外文翻译文献
中英文对照资料外文翻译文献Transmission SystemA Basic Parts of the transmission systemThe transmission system applies to the components needed to transfer the drive from the engine to the road wheels. The main components and their purposes are (1) Clutch --- to disengage the drive--- to provide a smooth take-up of the drive(2) Gearbox --- to increase the torque applied to the driving road wheels--- to enable the engine to operate within a given range of speed irrespective of the vehicle speed--- to give reverse motion of the vehicle--- to provide a neutral position so that the engine can run without moving the vehicle(3) Final drive --- to turn the drive through 90°--- to reduce the speed of the drive by a set amount to match the engine to the vehicle(4) Differential --- to allow the inner driving road wheel to rotate slower than the outerwheel when the vehicle is cornering, whilst it ensures that adrive is applied equally to both wheels.B Clutch and Clutch ServiceIn order to transmit the power of the engine to the road wheels of a car, a friction clutch and a change-speed gearbox are normally employed. The former is necessary in order to enable the drive to be taken up gradually and smoothly, while the latter provides different ratios of speed reduction from the engine to the wheels, to suit the particular conditions of running,A clutch performs two tasks:(1) it disengages the engine from the gearbox to allow for gear changing.(2) it is a means for gradually engaging the engine to the driving wheels, when a vehicle is to be moved from rest the clutch must engage a stationary gearbox shaft with the engine; this must be rotating at a high speed to provide sufficient power or else the load will be too great and the engine will start (come to test).C Clutch ActionTo start the engine, the driver must depress the clutch pedal. This disengages the gearbox from the engine. To move the car, the driver must reengage the gearbox to the engine. However, the engagement of the parts must be gradual. An engine at idle develops little power. If the two parts were connected too quickly, the engine would stall. The load must be applied gradually to operate the car smoothly.A driver depresses the clutch pedal to shift the gears inside the gearbox. After the driver releases the clutch pedal, the clutch must act as solid coupling device. It must transmit all engine power to the gearbox, without slipping.The clutch mechanism include three basic parts: driving member, driven member, operating members.●The driving memberThe driving member consists of two parts: the flywheel and the pressure plate. The flywheel is bolted directly to the engine crankshaft and rotates when the crankshaft turns. The pressure plate is bolted to the flywheel. The result is that both flywheel and pressure plate rotate together.●The driven memberThe driven member, or clutch disc, is located between the flywheel and pressure plate. The disc has a splined hub that locks to the splined input shaft on the gearbox .Any rotation of the clutch disc turns the input shaft .Likewise, any motion of the input shaft moves the clutch disc. The splines allow the clutch disc to move forward and backward on the shaft as it engages and disengages.The inner part of the clutch disc, called the hub flange, has a number of small coil springs. These springs are called torsional springs. They let the middle part of theclutch disc turn slightly on the hub. Thus, the springs absorb the torsional vibrations of the crankshaft. When the springs have compressed completely, the clutch moves back until the springs relax. In other words, the clutch absorbs these engine vibrations, preventing the vibrations from going through the drive train.●Operating MembersThese are the parts that release pressure from the clutch disc. The operating members consist of the clutch pedal, clutch return spring, clutch linkage, clutch fork, and throwout bearing. The clutch linkage includes the clutch pedal and a mechanical or hydraulic system to move the other operating members.When the clutch pedal is depressed, the clutch linkage operates the clutch fork .The clutch fork, or release fork, moves the throwout bearing against the pressure plate release levers. These levers then compress springs that normally hold the clutch disc tightly against the flywheel.At this point, the torque of the engine cannot turn the gearbox input shaft. The gears in the gearbox may be shifted or the vehicle can be brought to a full stop.When the clutch pedal is released, the pressure plate forces the clutch disc against the flywheel. The clutch return spring helps raise the pedal.D Clutch ServiceThe major parts of the clutch assembly need no maintenance or lubrication during normal service. However, all linkage parts need lubrication at points of contact. The linkage itself must be adjusted to prevent wear of the clutch disc.●Free-play AdjustmentYou can make only one adjustment on the clutch linkage —the free-play adjustment. Free play is the allowable space between the throwout bearing and the pressure plate release levers. This space is important because it prevents pressure on the levers that could keep the clutch from engaging fully. In other words, the throwout bearing must be slightly away from the pressure plate levers so that the bearing applies no pressure on the levers. On the other hand, there must not be too much freeplay between the bearing and the levers. With too much clearance, the clutch cannot fully disengaged when the driver press the clutch pedal to the floor. In most cases, you measure the free play at the clutch pedal, rather than at the bell housing.The free play allows some motion at the beginning of the clutch pedal travel, before the pedal meets resistance. Since the distance varies with the type of pressure plate, check the service manual. Usually, free play should be about 20 to 25mm.Free play can be adjusted at some point where the clutch linkage consists of threaded rods with locknuts. The rod closest to the clutch fork is the most common adjustment point. Begin by locating the rod and locknut beneath the vehicle. Then determine which way to turn the adjustment nuts to get the correct free play at the pedal. You can get a rough estimate of free play by moving the clutch fork to see if it still has some movement. The best way to make the adjustment is to loosen the locknut and move the adjustment nut a few turns. Then check the free play at the pedal. Continue making adjustments until you have the correct free play. When the free-play adjustment meets the manufacturer’s specification, tighten the locknut.Check the free-play adjustment every six months and make any adjustment. Clutches need adjustment that often, since free play decreases slightly as the clutch disc wears. However, the need for frequent adjustments means a problem in the clutch mechanism itself.There must be free play between the throwout bearing and pressure plate release levers. Problems can result from “riding the clutch”. A driver who rests one foot on the clutch pedal causes the throwout bearing to rub against the clutch release levers. As a result, the throwout bearing becomes worn quickly. Also, the clutch disc may wear out due to slippage because the parts are not fully engaged.●Clutch FaultsThe following are the main faults:Slip —failure of the surface to grip resulting in the driven plate revolving slower than the engine flywheel : Clutch gets hot and emits an odor.Spin or drag —failure of the plates to separate resulting in noise from thegearbox when selecting a gear: most noticeable when thevehicle is stationary.Judder —a vibration which occurs when the clutch is being engaged , i.e. when the vehicle is stationary.Fierceness —sudden departure of the vehicle even though the pedal is being released gradually.E The Clutches（supplementary contract）A clutch is a friction device used to connect and disconnect a driving force from a driven member. In automotive applications, it is used in conjunction with an engine flywheel to provide smooth engagement and disengagement of the engine and manual transmission.Since an internal combustion engine develops little power or torque at low rpm, it must gain speed before it will move the vehicle. However, if a rapidly rotating engine is suddenly connected to the drive line of a stationary vehicle, a violent shock will result.So gradual application of load, along with some slowing of engine speed , is needed to provide reasonable and comfortable starts. In vehicles equipped with a manual transmission, this is accomplished by means of a mechanical clutch.The clutch utilizes friction for its operation. The main parts of the clutch are a pressure plate, and a driven disk. The pressure plate is coupled with the flywheel, while the driven disk is fitted to the disk by the springs so that the torque is transmitted owing to friction forces from the engine to the input shaft of the transmission. Smooth engagement is ensured by slipping of the disk before a full pressure is applied.The automobiles are equipped with a dry spring-loaded clutch. The clutch is termed “dry”because the surfaces of the pressure plate and driven disks are dry in contrast to oil-bath clutches in which the plate and disks operate in a bath of oil. It is called “springloaded”because the pressure plate and the driven disk are always pressed to each other by springs and are released only for a time to shift gears or to brake the automobile.In addition to the plate and disk, the clutch includes a cover, release levers, a release yoke, pressure springs and a control linkage. The clutch cover is a steel stamping bolted to the flywheel. The release levers are secured inside the cover on the supporting bolts. The outer ends of the release levers are articulated to the pressure plate. Such a construction allows the pressure plate to approach the cover or move away from it, all the time rotating with the cover or move away from it, all the time rotating with the flywheel. The springs spaced around the circumference between the pressure plate and the clutch cover clamp the driven disk between the pressure plate and the flywheel.The springs are installed with the aid of projections and sockets provided on the cover and pressure plate. The pressure plate sockets have thermal-insulation gaskets for protecting the springs against overheating.The clutch release mechanism can be operated either mechanically or hydraulically. The mechanically-operated release mechanism consists of a pedal, a return spring, a shaft with lever, a rod m release yoke lever, a release yoke, a release ball bearing with support and a clutch release spring. When the clutch pedal is depressed, the rod and shaft with yoke shift the release bearing and support assembly. The release bearing presses the inner ends of the release levers, the pressure plate is moved away from the driven disk and the clutch is disengaged. To engage the clutch , the pedal is released, the release bearing and support assembly is shifted back by the return spring thus releasing the release levers so that the pressure plate is forced by its springs towards the flywheel to clamp the driven disk and engage the clutch.The clutch hydraulically-operated release mechanism consists of a clutch pedal , clutch release spring , a main cylinder , a pneumatic booster, pipelines and hoses and a lever of the clutch release yoke shaft. Time main cylinder accommodates a piston with a cup. The pneumatic booster serves to decrease the pedal force required disengage the clutch. The booster includes two housings with the servo diaphragm clamped in between. The housing accommodates pneumatic, hydraulic and servo plungers. When the clutch pedal is pushed, the fluid pressure from the main cylinder is transmitted through the pipelines and hoses to the hydraulic and servo plungers of the pneumaticbooster.The servo arrangement is intended for automatic change of the air pressure in the pneumatic cylinder proportionally to the force applied to the pedal. The plunger moves with the diaphragm, the outlet valve closes and the inlet valve opens thus admitting the compressed air to the pneumatic plunger piston. The forces created by the pneumatic and hydraulic plungers are added together and are applied through the push rod to the release yoke shaft lever; the lever turns the shaft and the release yoke, thus disengaging the clutch. After the clutch pedal is released, the outlet valve opens and the air from the cylinder is let out to the atmosphere.Automatic clutches were used in certain U.S. and European cars. American Motors’“E-Stick”clutch eliminated the need for physical operation of the clutch system called “Hydrak”, which consisted of a fluid flywheel connected to a single, dry disk clutch.In the “E-Stick” set up, the pressure plate levers “engage” the clutch disk rather than “release” them. Also, the clutch remains disengaged until a servo unit is applied by oil pressure when the shift lever is placed “in gear” with the engine running.The “Hydrak”unit also begins operation when the lever is “in gear”. This activates a booster unit, which disengages the clutch disk. The hydraulic clutch parts are bridged over by a free-wheel unit, which goes into action when the speed of the rear wheel is higher than the speed of the engine. A special device controls engagement of the mechanical clutch, depending on whether the rear axle is in traction or is pushed by car momentum.A more-or-les unusual clutch pressure plate set-up is used on late model Chrysler and American Motors cars. Called a semi-centrifugal clutch, the pressure plate has six cylindrical rollers which move outward under centrifugal force until they contact the cover. As engine speed increases, the rollers wedge themselves between the pressure plate and cover so that the faster the clutch rotates, the greater the pressure exerted on the pressure plate and disk.传动系统A基本传动系统的组成部份传动系统是将发动机动力转移到驱动轮的结构。
双离合是什么意思
双离合是什么意思双离合是什么意思双离合是什么意思？双离合变速箱简称DCT，英文全称为Dual Clutch Transmission，中文翻译过来应该为“直接换挡变速器”，因为其有两组离合器，所以也有不少人干脆就叫它双离合变速器。
双离合变速器有别于一般的自动变速器系统，它基于手动变速器而又属于自动变速器，除了拥有手动变速器的灵活性及自动变速器的舒适性外，还能提供无间断的动力输出。
而传统的手动变速器使用一台离合器，当换挡时，驾驶员须踩下离合器踏板，使不同挡的齿轮做出啮合动作，而动力就在换挡期间出现间断，令输出表现有所断续。
双离合的起源：双离合器变速箱由法国人在二战前发明，计划用于配备充满传奇色彩的雪铁龙Traction，但当时的市场状况并不适合商业应用。
双离合器变速箱在等待了半个世纪后才开始配备民用车。
双离合分类：双离合器分为干式和湿式两种，他们的区别就是湿式的离合器里面是有散热用的油，而干式的没有。
1、干式双离合器干式的离合器并不是不好，干式的离合器的摩擦力更大，带来的动力传递更直接，结构也更加简单，体积也可以做得更小。
大众在2007年底推出的新的7速DSG就是采用的干式离合器。
2、湿式双离合器湿式的离合相对比较先进，因为离合器里面的离合器片在换挡的时候会产生摩擦，湿式的离合器更有助于控制温度。
双离合变速器工作原理：双离合自动变速器（简称DCT）基于手动变速箱基础之上。
而与手动变速箱所不同的是，DCT中的两幅离合器与二根输入轴相连，换挡和离合操作都是通过一集成电子和液压元件的机械电子模块来实现。
而不再通过离合器踏板操作。
就像tiptronic液力自动变速器一样，驾驶员可以手动换挡或将变速杆处于全自动D挡（舒适型，在发动机低速运行时换挡）或S挡（任务型，在发动机高速运行时换挡）模式。
此种模式下的换挡通常由挡位和离合执行器实现。
两幅离合器各自与不同的输入轴相连。
如果离合器1通过实心轴与挡位1、3、5相连，那么离合器2则通过空心轴与挡位2、4、6和倒挡相连。
文献翻译—双离合式自动变速器介绍
附录附录A 外文文献原文Introduce dual-clutch automatic transmission The clutch is located in engine and transmission between engine and transmission power transfer "switch", it is a kind already can transmit power, and can cut off power transmission mechanism. Its major functions is to guarantee the car can smooth start, variable speed change Block transmission gears when reduce the impact load and prevent transmission overload. In general bus, auto shift by clutch separation and joints when, in separation and realize between mating have power transfer temporary interruption phenomenon. In the ordinary bus no effect, but the clock in your car, if the clutch master bad power behind the speed will slow, affect scores.In order to solve this problem, the early 1980s, the automotive engineering will make a double clutch system transmission, abbreviation vehicles.the (English name: Direct Shift Gearbox), assembly on the car, can eliminate shifting clutch of power transfer stagnation phenomenon. For example BuJiaDi EBl6.4 Veyron new 7 speed transmission is the device for double clutch, from a gear change to another gear, time can't exceed 0.2 seconds. Now, the double clutch has been applied to general from racing cars. Audi car company's new audi TT sports car and the new audi A3 have device the vehicles.the. These car assembly vehicles.the purpose is can more smoothly than automatic transmission gear shift, won't have hysteresis phenomenon.Double on-off gearbox (DCT) also called directly shift gearbox (vehicles.the). Count down it also has the nearly 70 years of history, but for a very long time and this gearbox are unknown, and the genuine used in mass production car is not long ago things. Double on-off gearbox advantages obviously, but its internal structure by comparison is very complicated. First of all it has two clutches respectively by electronic control and push by hydraulic system, and two clutches corresponding two groups of planetary gear transmission, so also corresponding complex is divided into two parts, the center of solid shaft is responsible for aset of gear, and hollow shaft responsible for another group. Visible double re-rotating the internal structure of the almost overturned thoroughly traditional gearbox form.The working principle of double on-off gearbox can be simple understanding for a clutch corresponding odd block, another clutch corresponding even block. When the vehicle hangs in a block, another clutch and corresponding next shift has been located in preparation condition, when Former gears separation is immediately jointing next shift gearbox, accordingly double on-off shift speed than the average gearbox even manual gearbox faster. Besides double on-off gearbox although internal complex, but the actual volume and weight compared with automatic transmission character and not how much more than manual gearbox, therefore equipment double on-off gearbox models not smooth too burdensome for himself.At present domestic in the sale equipment double on-off gearbox models numbered, representative is public its Wallace GTI, EOS leaps, and still cool and equipped with double on-off gearbox soar team and loungyee will also listed in the near future. In addition S40 also have double V olvo re-rotating version. And many of the cars are porsche adopted dual on-off gearbox.Audi the double clutch system transmission is a whole, there have been six gear, clutch and transmission assembly at the same facility, two clutch cooperate each other work. This good metaphor a car had two sets of clutch, are driver control a set, vice driver control another set. Are the driver hang 1 file loosen clutch pedal started, the deputy drivers advance hang pot 2 but trample clutch pedal, When the speed up ready to shift and are driver trample clutch pedal while vice driver namely loosen clutch pedal, second gear began to work. Thus omitted rotary-switching empty flash, continuous power transfer, and a bit like the relay race. Double clutch system two sets of clutch transmission system, through computer control coordination work.When the automobile driving in a normal, a clutch and transmission of a gear are linked together, the engine power transfer to the drive wheels, Computer based on the speed and speed for driver shifting intention judgement, foresight to control another clutch with another gear gears connected, but only is in the ready state, has not yet connected withengine power. Shift when first clutch disconnect, at the same time the first 2 clutch will have connected gears and engine joint. Besides, a clutch except gap is closed, another clutch is in the open.Two root transmission shaft respectively by first and second clutch to control and engine power connection and disconnected, are respectively responsible for 1, 3, 5 files and 2, 4 and 6 shifting gear transform. Considering the parts service life, the designer chose tanker diaphragm type clutch, clutch action by the hydraulic system to control.Vehicles.the transmission is mainly to consumer demand for driving sensation and vehicle fuel-efficient double request, for manual transmission drivers like provides the best choice. Equipped with vehicles.the engine because of fast gear conversion can arise immediately traction and greater flexibility, acceleration time than manual transmission more quick.Advantages:Power transmission coherent with higher efficiency and Editor this section,faults:Complex structure present and manufacturing cost is higher.附录B 外文文献中文翻译双离合式自动变速器介绍离合器位于发动机与变速器之间，是发动机与变速器动力传递的“开关”，它是一种既能传递动力，又能切断动力的传动机构。
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附录A
双离合器变速箱(Dual Clutch Transmission，以下简称DCT)是当前发展最迅速的新型变速箱，它以传统手动变速箱为基础加入双离合器和电控组件，获得优异的性能表现和良好的燃油经济性。
已经成为继可变气门正时、可变气门升程、涡轮增压和缸内直喷之后的又一个技术亮点。
简单说来DCT是两个传统手动变速箱的集合体(分别为奇数和偶数挡)，拥有两个离合器，两根输入轴，但仅有一根输出轴。
离合器的分离与接合，以及挡位切换都在电脑的掌控下通过液压机构进行控制，因此也能提供手动换挡模式。
动力传递效率高(意味着油耗低)、挡位切换迅速和成本低于传统自动变速箱是双离合器变速箱的三大优势，因此得到越来越广泛的应用。
双离合器变速箱由法国人Adolphe Kégresse在二战前发明，计划用于配备充满传奇色彩的雪铁龙Traction，但当时的市场状况并不适合商业应用。
双离合器变速箱在等待了半个世纪后才开始配备民用车。
上世纪80年代初，保时捷自行研发了全球首台双离合器变速箱，利用电控系统将双离合器变速箱的结构变得足够紧凑，称为Doppelkupplungsgetriebe(德语，简称PDK)。
首款PDK 双离合器变速箱抢先配备956和962勒芒赛车，以及奥迪Sport Quattro S1拉力赛车，并获得不俗战绩。
但赛场与市场毕竟存在不小的距离，双离合器又花费了二十年降低成本和提升耐用度才成功实现商用。
大众于2002年为高尔夫R32(第四代高尔夫，PQ34平台，2003款)配备DSG(Direct-Shift Gearbox)双离合器变速箱，这是双离合器变速箱首次配备量产车。
与传统自动变速箱相比，大众的这台DSG省去了液力变矩器和行星齿轮组，取而代之的是湿式双离合器和简单的斜齿轮。
附录B
Dual Clutch Transmission (Dual Clutch Transmission, hereinafter referred to as DCT) is the current development of the most rapidly, which, in the new gearbox traditional manual gearbox as the foundation to join two Clutch and electronic components, obtains the excellent performance and good fuel economy. Has become the variable valve timing, variable valve lift, turbocharged and cylinder direct injection after another a technology window. Simple speaking DCT are two traditional manual gearbox assembly (for the odd and even respectively block), having two clutch, two of the input shaft, but only a single output shaft. The separation of the clutch, and block a switch and engage in the computer controlled through hydraulic mechanism, so also can provide control manual shift patterns. Power transfer efficiency high (low), means that the fuel consumption of the block a switch quickly and cost less than traditional automatic transmission is double the clutch gearbox three advantages, so to get more and more widely. Dual clutch transmission by French Adolphe Kegresse before world war ii, plan for invention with legendary Citroen, but at that time the market breaks condition is not suitable for business applications. Two clutch gearbox waiting for the half a century after the civil cars equipped with. In the 1980 s, the developed by the global porsche, for the first time, two clutch transmission using electronic control system will double the clutch gearbox structure compact enough to be called Doppelkupplungsgetriebe (German, PDK), referred to. The first two clutch PDK transmission beat equipped with 956 and 962 le mans, and audi Quattro racing Sport car, and obtain the S1 rally not common record. But playing with the market there exists considerable distance, after all, two clutch and spent twenty years lower costs and enhance the durability to realize commercial success. The public in 2002 for golf R32 (the fourth generation of golf, PQ34 platform, 2003 of DSG) with (Direct-vw) two clutch transmission Shift, this is the first time two clutch Gearbox equipped with mass production car. Compared with the traditional automatic transmission, the public this machine DSG tell the hydraulic torque converter and planetary gear set, to be replaced by the wet double clutch and simple inclined gear.。