Ricardo自动变速器最新技术2013英文

合集下载

汽车变速器英语词汇

（副变速器）变速杆range selector按钮控制finger-tip control半自动换档机械式变速器semi-automatic mechanical transmission 半自动液力变速器semiautomatic transmission包角scroll泵轮impeller边斜角（进出口）bias(entrance and exit)变矩比torque ratio变矩范围torque conversion range变矩系数torque ratio变容式液力变矩器variable capacity converter变速叉shifting fork (gear shift fork)变速齿轮transmission gear变速齿轮比（变速比）transmission gear ratio变速齿轮组change gear set变速杆stick shift(gear shift lever)变速轨（拨叉道轨）shift rail变速器transmission (gearbox)变速器输出轴transmission output shaft变速器输入轴transmission input shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速踏板gear shift pedal操纵杆control lever槽导变速gate change长行星齿轮long planet gear常啮齿轮constant mesh gear常啮合齿轮传动constant mesh transmission常压式同步器constant pressure synchronizer超速档变速器over drive transmission超限换档overrun shift传动比gear ratio带主减速器的变速器final driving transmission单向离合器one-way clutch单向离合器换档freewheel shift导轮可反转的变矩器torque converter with reversal reactor倒档reverse gear倒档中间齿轮reverse idler gear低速档bottom gear(low speed gear)第二档second gear第一档first gear电磁阀调压阀solenoid regulator valve电液式自动换档系统electronic -hydraulic automatic电子同步变速装置electronically synchronized transmission assembly 调压阀pressure -regulator valve调制压力modulated pressure定输入扭矩特性constant input torque performance定轴式液力变速器countershaft transmission定子stator动力换档power shift动力换档过程timing动力相似dynamic similarity动力助力换档变速器power assisted shift transmission短行星齿轮short planet gear多级变速器multi-speed transmission多中间轴变速器multi-countershaft transmission反拖特性coast performance方向盘式变速column shift (handle change)分动齿轮（分动机构）transfer gear分动箱（分动器）transfer case分动箱控制杆transfer gear shift fork分段式多档变速器sectional type multi-speed transmission分流式液力变速器split torque drive transmission辅助变速器auxiliary gear box副变速器splitter副轴counter shaft副轴齿轮counter shaft gear高速档top gear(high gear)固定轴式变速器fixed shaft transmission惯性式同步器inertial type of synchronizer过载系数overloading ratio后油泵gear pump (output pump )滑差slip滑动齿轮sliding gear滑动齿轮变速器sliding gear transmission滑动齿轮传动sliding -gear transmission缓冲压力compensator or trimmer pressure换档shift换档点shift point换档定时property of automatic shift换档阀shift valve换档规律process of power shift换档机构gearshift换档循环shift schedule换档元件engaging element换档指令发生器shift pattern generator回油泵scavenge oil pump机械式变速器mechanical transmission 级stage几何相似geometry similarity继动阀relay valve。

自动变速器的工作原理外文翻译、中英文翻译、外文文献翻译

How Automatic Transmissions Workby Karim NiceIntroduction to How Automatic Transmissions WorkIf you have ever driven a car with an automatic transmission, then you know that there are two big differences between an automatic transmission and a manual transmission:There is no clutch pedal in an automatic transmission car.There is no gear shift in an automatic transmission car. Once you put the transmission into drive, everything else is automatic.Both the automatic transmission (plus its torque converter) and a manual transmission (with its clutch) accomplish exactly the same thing, but they do it in totally different ways. It turns out that the way an automatic transmission does it is absolutely amazing!Automatic Transmission Image GalleryIn this article, we'll work our way through an automatic transmission. We'll start with the key to the whole system: planetary gearsets. Then we'll see how the transmission is put together, learn how the controls work and discuss some of the intricacies involved in controlling a 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.Photo courtesy DaimlerChryslerMercedes-Benz CLK, automatic transmission, cut-away modelWithout 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.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 device that makes this possible in an automatic transmission.Let's take a look at how the planetary gearset works.Planetary Gearsets & Gear RatiosWhen you take apart and look inside an automatic transmission, you find a huge∙An ingenious planetary gearset∙ A set of bands to lock parts of a gearset∙ A set of three wet-plate clutches to lock otherparts of the gearset∙An incredibly odd hydraulic system that controlsthe clutches and bands∙ A large gear pump to move transmission fluidaroundThe center of attention is the planetary gearset. About the size of a cantaloupe, this one part creates all of the different gear ratios that the transmission can produce. Everything else in the transmission is there to help the planetary gearset do its thing. This amazing piece of gearing has appeared on HowStuffWorks before. You may recognize it from the electric screwdriver article. An automatic transmission contains two complete planetary gearsets folded together into one component. See How Gear Ratios Work for an introduction to planetary gearsets.From left to right: the ring gear, planet carrier, and two sun gearsAny planetary gearset has three main components:∙The sun gear∙The planet gears and the planet gears' carrier∙The ring gearEach of these three components can be the input, the output or can be held stationary. Choosing which piece plays which role determines the gear ratio for the gearset. Let's take a look at a single planetary gearset.One of the planetary gearsets from our transmission has a ring gear with 72 teeth and a sun gear with 30 teeth. We can get lots of different gear ratios out of this gearset.Also, locking any two of the three components together will lock up the whole device at a 1:1 gear reduction. Notice that the first gear ratio listed above is a reduction -- the output speed is slower than the input speed. The second is an overdrive -- the output speed is faster than the input speed. The last is a reduction again, but the output direction is reversed. There are several other ratios that can be gotten out of this planetary gear set, but these are the ones that are relevant to our automatic transmission. You can try these out in the animation below:So this one set of gears can produce all of these different gear ratios without having to engage or disengage any other gears. With two of these gearsets in a row, we can get the four forward gears and one reverse gear our transmission needs. We'll put the two sets of gears together in the next section.Compound Planetary GearsetThis automatic transmission uses a set of gears, called a compound planetary gearset, that looks like a single planetary gearset but actually behaves like two planetary gearsets combined. It has one ring gear that is always the output of the transmission, but it has two sun gears and two sets of planets.Let's look at some of the parts:How the gears in the transmission are put togetherLeft to right: the ring gear, planet carrier, and two sun gearsThe figure below shows the planets in the planet carrier. Notice how the planet on the right sits lower than the planet on the left. The planet on the right does not engage the ring gear -- it engages the other planet. Only the planet on the left engages the ring gear.Planet carrier: Note the two sets of planets.Next you can see the inside of the planet carrier. The shorter gears are engaged only by the smaller sun gear. The longer planets are engaged by the bigger sun gear and by the smaller planets.Inside the planet carrier: Note the two sets of planets.Automatic Transmission GearsFirst GearIn first gear, the smaller sun gear is driven clockwise by the turbine in the torque converter. The planet carrier tries to spin counterclockwise, but is held still by the one-way clutch (which only allows rotation in the clockwise direction) and the ring gear turns the output. The small gear has 30 teeth and the ring gear has 72, so the gear ratio is:Ratio = -R/S = - 72/30 = -2.4:1So the rotation is negative 2.4:1, which means that the output direction would be opposite the input direction. But the output direction is really the same as the input direction -- this is where the trick with the two sets of planets comes in. The first set of planets engages the second set, and the second set turns the ring gear; this combination reverses the direction. You can see that this would also cause the bigger sun gear to spin; but because that clutch is released, the bigger sun gear is free to spin in the opposite direction of the turbine (counterclockwise).Second GearT his transmission does something really neat in order to get the ratio needed for second gear. It acts like two planetary gearsets connected to each other with a common planet carrier.The first stage of the planet carrier actually uses the larger sun gear as the ring gear. So the first stage consists of the sun (the smaller sun gear), the planet carrier, and the ring (the larger sun gear).The input is the small sun gear; the ring gear (large sun gear) is held stationary by the band, and the output is the planet carrier. For this stage, with the sun as input, planet carrier as output, and the ring gear fixed, the formula is:1 + R/S = 1 + 36/30 = 2.2:1The planet carrier turns 2.2 times for each rotation of the small sun gear. At the second stage, the planet carrier acts as the input for the second planetary gear set, the larger sun gear (which is held stationary) acts as the sun, and the ring gear acts as the output, so the gear ratio is:1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1To get the overall reduction for second gear, we multiply the first stage by the second, 2.2 x 0.67, to get a 1.47:1 reduction. This may sound wacky, but it works.Third GearMost automatic transmissions have a 1:1 ratio in third gear. You'll remember from the previous section that all we have to do to get a 1:1 output is lock together any two of the three parts of the planetary gear. With the arrangement in this gearset it is even easier -- all we have to do is engage the clutches that lock each of the sun gears to the turbine.If both sun gears turn in the same direction, the planet gears lockup because they can only spin in opposite directions. This locks the ring gear to the planets and causes everything to spin as a unit, producing a 1:1 ratio.OverdriveBy definition, an overdrive has a faster output speed than input speed. It's a speed increase -- the opposite of a reduction. In this transmission, engaging the overdrive accomplishes two things at once. If you read How Torque Converters Work, you learned about lockup torque converters. In order to improve efficiency, some cars have a mechanism that locksup the torque converter so that the output of the engine goes straight to the transmission.In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sun gear freewheels, and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from the converter housing. Let's go back to our chart again, this time with the planet carrier for input, the sun gear fixed and the ring gear for output.Ratio = 1 / (1 + S/R) = 1 / ( 1 + 36/72) = 0.67:1So the output spins once for every two-thirds of a rotation of the engine. If the engine is turning at 2000 rotations per minute (RPM), the output speed is 3000 RPM. This allows cars to drive at freeway speed while the engine speed stays nice and slow.ReverseReverse is very similar to first gear, except that instead of the small sun gear being driven by the torque converter turbine, the bigger sun gear is driven, and the small one freewheels in the opposite direction. The planet carrier is held by the reverse band to the housing. So, according to our equations from the last page, we have:Ratio = -R/S = 72/36 = 2.0:1So the ratio in reverse is a little less than first gear in this transmission.Gear RatiosThis transmission has four forward gears and one reverse gear. Let's summarize the gear ratios, inputs and outputs:After reading these sections, you are probably wondering how the different inputs get connected and disconnected. This is done by a series of clutches and bands inside the transmission. In the next section, we'll see how these work.Clutches and Bands in an Automatic TransmissionIn the last section, we discussed how each of the gear ratios is created by the transmission. For instance, when we discussed overdrive, we said:In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sun gear freewheels, and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from the converter housing.To get the transmission into overdrive, lots of things have to be connected and disconnected by clutches and bands. The planet carrier gets connected to the torque converter housing by a clutch. The small sun gets disconnected from the turbine by a clutch so that it can freewheel. The big sun gear is held to the housing by a band so that it could not rotate. Each gear shift triggers a series of events like these, with different clutches and bands engaging and disengaging. Let's take a look at a band.BandsIn this transmission there are two bands. The bands in a transmission are, literally, steel bands that wrap around sections of the gear train and connect to the housing. They are actuated by hydraulic cylinders inside the case of the transmission.One of the bandsIn the figure above, you can see one of the bands in the housing of the transmission. The gear train is removed. The metal rod is connected to the piston, which actuates the band.The pistons that actuate the bands are visible here.Above you can see the two pistons that actuate the bands. Hydraulic pressure, routed into the cylinder by a set of valves, causes the pistons to push on the bands, locking that part of the gear train to the housing.The clutches in the transmission are a little more complex. In this transmission there are four clutches. Each clutch is actuated by pressurized hydraulic fluid that enters a piston inside the clutch. Springs make sure that the clutch releases when the pressure is reduced.Below you can see the piston and the clutch drum. Notice the rubber seal on the piston -- this is one of the components that is replaced when your transmission gets rebuilt.One of the clutches in a transmissionThe next figure shows the alternating layers of clutch friction material and steel plates. The friction material is splined on the inside, where it locks to one of the gears. The steel plate is splined on the outside, where it locks to the clutch housing. These clutch plates are also replaced when the transmission is rebuilt.The clutch platesThe pressure for the clutches is fed through passageways in the shafts. The hydraulic system controls which clutches and bands are energized at any given moment.FROM: /automatic-transmission.htm自动变速器的工作原理耐斯·卡瑞姆介绍自动变速器的工作原理如果你驾驶过带有自动变速器的汽车，那么你一定知道手动变速器与自动变速器之间存在两个很大的区别：·自动变速器中没有离合器踏板·自动变速器中没有换档手柄，一旦让变速器传递动力，那么接下来的一切都是自动完成的了。

Lesson 10 Automatic transmission 自动变速器

Hydraulic The hydraulic system consists of four parts, they are the pump, the system hydraulic regulating 13__v_a_lv_e_s__, the shift valves and the 14___s_e_r_v_o_s___.
Tasks before class
Reading & speaking
Tasks in class
1 Decide whether the following statements are true or false. ( F ) 1. For automatic transmission cars, the driver can control the car only through the accelerator.
New words & expressions
Tasks before class
Reading & speaking
Tasks in class
An automatic transmission can automatically change the gears while the car is in motion. In cars with automatic transmission, there is no clutch pedal. The driver controls the car through the accelerator and the brake. But getting that to happen involves many components that must work in harmony. Here are the key elements:

2013吉利英伦SX7全车维修手册之变速器05-DSI自动变速器A

3.5 DSI自动变速器3.5.1 规格3.5.1.1 紧固件规格3.5.1.2 自动变速器油规格3.5.1.3自动变速器油温传感器电阻与温度的关系3.5.2 操作和描述3.5.2.1 DSI自动变速器概述该变速装置有下列特点：- 具有六个前进档- 具有一个倒档- 具有一个液力变矩器，此液力变矩器中包含一个可以进行滑磨控制的锁止离合器。

- 采用电子换档和压力控制- 具有一个单行星齿轮排- 具有一个双行星齿轮排- 具有一个由液压控制的制动带以及一个多摩擦片式制动器- 具有四个多片湿式离合器（C1、C2、C3离合器以及B1制动器）所有液压功能均由电磁阀控制管理：- 调节啮合- 调节换档质量- 换档曲线选择模式- 调节液力变矩器离合器本自动变速器使用合成自动变速器油，为了确保自动变换器在其使用寿命内能正常运转，必须在每隔60000km更换自动变速器油。

通过带锁止离合器的液力变矩器，发动机功率得以输送至自动变速器。

本自动变速器通过一个主动单排行星轮和一个从动双排行星轮的组合来实现六个前进档和一个倒档，此类齿轮装置结构通常称为Lepelletier式齿轮组合。

DSI自动变速器由电子控制，其控制系统由下列部分组成：- 输入轴及输出轴转速传感器- 四个开关电磁阀及六个可变流量电磁阀单元- 液力变矩器（TC）- 自动变速器控制模块（TCU）- 内部嵌入式存储模块（EMM）通过控制自动变速器油（ATF）的流向及压力，以操作变速箱内部离合器和制动束带，从而实现档位的选择。

变速器控制单元（TCU）可控制所有电子部件，并控制档位选择、换档压力以及液力变矩器的滑转。

若变速器发生系统故障，变速装置控制单元（TCU）也可通过故障模式效果控制(FMEC)，以维持变速器的功能最大化运行。

如变速装置控制单元（TCU）完全失控或电源断电，变速器仍可保留其基本变速功能（即停车、倒车、空档及四档驾驶）。

前进档四档、倒档以及液力变矩器离合器打开状态都可以在完全没有电子控制辅助的时候通过变速器的纯液压系统来实现。

Evonik自动变速器最新技术介绍2013英文

1. Reduced internal friction at low temperatures
viscosity
2. Dispersancy of oxidation products to avoid viscosity growth 3. Friction-modifier application in mixed lubrication regime
Performance Requirements Addressable by Evonik Components
MTF ATF CVTF Belt/chain Toroidal Synchronizer performance Anti-shudder durability Steel-on-steel friction coefficient Traction property V/T + low T performance Shear stability Oxidation/thermal stability Clutch friction stability Wear protection Fatigue protection Defoaming Materials compatibility � � � o � � o � � o o � � � o
CxHy
Polymer Chemistry
C=O
I
OR
� Low treat rate
2013-04-20 | Evonik’s Performance Envelope ...
� Flat V/T curve � Low PSSI
Page | 9
PAMA VII as Crucial Design Element for Fuel Economy

自动变速器英文文献翻译

毕业设计外文翻译THE RESEARCHS OFAMT SHIFTING SCHEDULESThe modern automatic transmission is by far，the most complicated mechanical component in today s automobile. It is a type of transmission that siftsitself. A fluid coupling or torque converter is used instead of a manually operated clutch to connect the transmission to the engine.There are two basic types of automatic transmission based on whether the vehicle is rear wheel drive or front wheel drive. On a rear wheel drive car，the transmission is usually mounted to the back of the engine and is located under the hump in the center of the floorboard alongside the gas pedal position. A drive shaft connects the transmission to the final drive which is located in the rear axle and is used to send power to the rear wheels. Power flow on this system is simple and straight forward going from the engine，through the torque converter，then trough the transmission and drive shaftuntil it reaches the final drive where it is split and sent to the two rear transmission.On a front wheel drive car，the transmission is usually combined with the final drive to form what is called a transaxle. The engine on a front wheel drive car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine facing the reaorf the car. Front axles are connected directly to the transaxle and provide power to front wheels. In this exampl，e power floes from the engine，through the torque converter to a larger chain that sends the power through a 180 degree turn to the transmission thatis 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 much less popular rear and is connected by a drive shaft to the torque converter which is still mounted on the engine. This system is found on the new Corvette and is used in order to balance the weight evenly between the front and rear wheels for improved performance and handling. Another rear drive system mounts everything，the engine，transmission and final drive in the rear. This rear engine arrangement is popular on the Porsche。

自动变速器中英文对照外文翻译文献

中英文对照外文翻译文献(文档含英文原文和中文翻译)How Automatic Transmissions WorkIf you have ever driven a car with an automatic transmission, then you know that there are two big differences between an automatic transmission and a manual transmission:There is no clutch pedal in an automatic transmission car.There is no gear shift in an automatic transmission car. Once you put the transmission into drive, everything else is automatic.Both the automatic transmission (plus its torque converter) and a manual transmission (with its clutch) accomplish exactly the same thing, but they do it in totally different ways. It turns out that the way an automatic transmission does it is absolutely amazing!In this article, we'll work our way through an automatic transmission. We'll start with the key to the whole system: planetary gear sets. Thenwe'll see how the transmission is put together, learn how the controls work and discuss some of the intricacies involved in controlling a transmission.Some BasicsJust 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 undrive able.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.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 gear set is the device that makes this possible in an automatic transmission.GearsThis automatic transmission uses a set of gears, called a compound planetary gear set, that looks like a single planetary gear set butactually behaves like two planetary gear sets combined. It has one ring gear that is always the output of the transmission, but it has two sun gears and two sets of planets.Let's look at some of the parts:First GearIn first gear, the smaller sun gear is driven clockwise by the turbine in the torque converter. The planet carrier tries to spin counterclockwise,but is held still by the one-way clutch (which only allows rotation in the clockwise direction) and the ring gear turns the output. The small gear has 30 teeth and the ring gear has 72, so the gear ratio is:Ratio = -R/S = - 72/30 = -2.4:1So the rotation is negative 2.4:1, which means that the output direction would be opposite the input direction. But the output direction is reallythe same as the input direction -- this is where the trick with the twosets of planets comes in. The first set of planets engages the second set, and the second set turns the ring gear; this combination reverses the direction. You can see that this would also cause the bigger sun gear to spin; but because that clutch is released, the bigger sun gear is free to spin in the opposite direction of the turbineSecond GearThis transmission does something really neat in order to get the ratio needed for second gear. It acts like two planetary gear sets connected to each other with a common planet carrier.The first stage of the planet carrier actually uses the larger sun gearas the ring gear. So the first stage consists of the sun (the smaller sun gear), the planet carrier, and the ring (the larger sun gear).The input is the small sun gear; the ring gear (large sun gear) is held stationary by the band, and the output is the planet carrier. so theformula is:1 + R/S = 1 + 36/30 = 2.2:1The planet carrier turns 2.2 times for each rotation of the small sun gear. At the second stage, the planet carrier acts as the input for the second planetary gear set, the larger sun gear (which is held stationary) acts as the sun, and the ring gear acts as the output, so the gear ratio is:1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1To get the overall reduction for second gear, we multiply the first stage by the second, 2.2 x 0.67, to get a 1.47:1 reduction. This may sound wacky, but it works.Third GearMost automatic transmissions have a 1:1 ratio in third gear. You'll remember from the previous section that all we have to do to get a 1:1output is lock together any two of the three parts of the planetary gear. With the arrangement in this gear set it is even easier -- all we have todo is engage the clutches that lock each of the sun gears to the turbine.If both sun gears turn in the same direction, the planet gears lockup because they can only spin in opposite directions. This locks the ring gear to the planets and causes everything to spin as a unit, producing a 1:1 ratio. OverdriveBy definition, an overdrive has a faster output speed than input speed.It's a speed increase. In this transmission, engaging the overdrive accomplishes two things at once. If you read How Torque Converters Work,you learned about lockup torque converters. In order to improve efficiency, some cars have a mechanism that locks up the torque converter so that the output of the engine goes straight to the transmission.In this transmission, when overdrive is engaged, a shaft that is attached to the housing of the torque converter (which is bolted to the flywheel of the engine) is connected by clutch to the planet carrier. The small sungear freewheels, and the larger sun gear is held by the overdrive band. Nothing is connected to the turbine; the only input comes from theconverter housing. Let's go back to our chart again, this time with the planet carrier for input, the sun gear fixed and the ring gear for output.Ratio = 1 / (1 + S/R) = 1 / ( 1 + 36/72) = 0.67:1So the output spins once for every two-thirds of a rotation of the engine. If the engine is turning at 2000 rotations per minute (RPM), the outputspeed is 3000 RPM. This allows cars to drive at freeway speed while the engine speed stays nice and slow.ReverseReverse is very similar to first gear, except that instead of the small sun gear being driven by the torque converter turbine, the bigger sun gear is driven, and the small one freewheels in the opposite direction. The planet carrier is held by the reverse band to the housing. So, according to our equations from the last page, we have:Ratio = -R/S = 72/36 = 2.0:1So the ratio in reverse is a little less than first gear in this transmission. Gear RatiosThis transmission has four forward gears and one reverse gear. Let's summarize the gear ratios, inputs and outputs:Gear Input Output FixedGear Ratio1st 30-tooth sun72-toothringPlanetcarrier2.4:12nd30-tooth sunPlanetcarrier36-toothring2.2:1Planetcarrier72-toothring36-toothsun0.67:1Total 2nd 1.47:13rd30- and 36-tooth suns72-toothring1.0:1OD Planet 72-tooth 36-tooth 0.67:1carrier ring sunRever se 36-tooth sun72-toothringPlanetcarrier-2.0:1Hydraulic SystemThe automatic transmission in your car has to do numerous tasks. You may not realize how many different ways it operates. For instance, here are some of the features of an automatic transmission:If the car is in overdrive (on a four-speed transmission), the transmission will automatically select the gear based on vehicle speed and throttle pedal position.If you accelerate gently, shifts will occur at lower speeds than if you accelerate at full throttle.If you floor the gas pedal, the transmission will downshift to the next lower gear.If you move the shift selector to a lower gear, the transmission will downshift unless the car is going too fast for that gear. If the car is going too fast, it will wait until the car slows down and then downshift.If you put the transmission in second gear, it will never downshift or up shift out of second, even from a complete stop, unless you move the shift lever.You've probably seen something that looks like this before. It isreally the brain of the automatic transmission, managing all of these functions and more. The passageways you can see route fluid to all the different components in the transmission. Passageways molded into the metal are an efficient way to route fluid; without them, many hoses would be needed to connect the various parts of the transmission. First, we'll discuss the key components of the hydraulic system; then we'll see how they work together.The PumpAutomatic transmissions have a neat pump, called a gear pump. The pump is usually located in the cover of the transmission. It draws fluid from a sump in the bottom of the transmission and feeds it to the hydraulic system. It also feeds the transmission cooler and the torque converter.The inner gear of the pump hooks up to the housing of the torque converter, so it spins at the same speed as the engine. The outer gear is turned by the inner gear, and as the gears rotate, fluid is drawn up fromthe sump on one side of the crescent and forced out into the hydraulic system on the other side.The GovernorThe governor is a clever valve that tells the transmission how fast thecar is going. It is connected to the output, so the faster the car moves,the faster the governor spins. Inside the governor is a spring-loaded valve that opens in proportion to how fast the governor is spinning -- the faster the governor spins, the more the valve opens. Fluid from the pump is fed to the governor through the output shaft.The faster the car goes, the more the governor valve opens and the higher the pressure of the fluid it lets through.Valves and ModulatorsThrottle Valve or ModulatorTo shift properly, the automatic transmission has to know how hard the engine is working. There are two different ways that this is done. Somecars have a simple cable linkage connected to a throttle valve in the transmission. The further the gas pedal is pressed, the more pressure isput on the throttle valve. Other cars use a vacuum modulator to apply pressure to the throttle valve. The modulator senses the manifold pressure, which drops when the engine is under a greater load.Manual ValveThe manual valve is what the shift lever hooks up to. Depending on which gear is selected, the manual valve feeds hydraulic circuits that inhibitcertain gears. For instance, if the shift lever is in third gear, it feedsa circuit that prevents overdrive from engaging.Shift ValvesShift valves supply hydraulic pressure to the clutches and bands to engage each gear. The valve body of the transmission contains several shift valves. The shift valve determines when to shift from one gear to the next. For instance, the 1 to 2 shift valve determines when to shift from first to second gear. The shift valve is pressurized with fluid from the governor on one side, and the throttle valve on the other. They are supplied with fluid by the pump, and they route that fluid to one of two circuits to control which gear the car runs in.The shift valve will delay a shift if the car is accelerating quickly. If the car accelerates gently, the shift will occur at a lower speed. Let's discuss what happens when the car accelerates gently.As car speed increases, the pressure from the governor builds. Thisforces the shift valve over until the first gear circuit is closed, and the second gear circuit opens. Since the car is accelerating at light throttle, the throttle valve does not apply much pressure against the shift valve.When the car accelerates quickly, the throttle valve applies morepressure against the shift valve. This means that the pressure from the governor has to be higher (and therefore the vehicle speed has to be faster) before the shift valve moves over far enough to engage second gear.Each shift valve responds to a particular pressure range; so when the car is going faster, the 2-to-3 shift valve will take over, because thepressure from the governor is high enough to trigger that valve.Electronic ControlsElectronically controlled transmissions, which appear on some newer cars, still use hydraulics to actuate the clutches and bands, but each hydraulic circuit is controlled by an electric solenoid. This simplifies the plumbing on the transmission and allows for more advanced control schemes.自动变速器如何工作如果你曾经驾驶过一辆带着自动变速器的车, 那么你就知道自动变速器和手动变速器之间有很大的不同:在一个带着自动变速器的汽车中没有离合器踏板。

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。

汽车新技术英文缩写汉译对照

ECU
Electronic Control Unit
电子控制单元
EDC
Electronic Damper Control
电子控制减震器
ED
Electronic Differential
电子差速器
EDS
Electronic Differential-lock System
电子差速锁系统
EEMS
Electronic Engine Management System
电子发动机管理系统
EFI
Electronic Fuel Injection
电子燃料喷射
电子行驶稳定程序
ETS
Electronic Traction System
电控牵引力系统
EV
Electronic Vehicle
电动汽车
FCEV
Fuel Cell-Powered Electronic Vehicle
CVT
Continuously Variable Transmission
无级变速器
DOHC
Double over Head Camshaft
双顶置凸轮轴
DSC
Dynamic Stability Control
动态稳定控制
EBD
Electronic Braking Distribution
电子制动力分配
电控机械式自动变速器
ASR
Accelerator Slip Regulation
加速防滑调节系统
AR
Antispin Regulation
驱动力调节系统
AT
Automatic Transmission
自动变速器

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。

Vicura自动变速器最新技术2013

5th TM Symposium April 19-21, 2013Mikael MohlinOil splash simulation using CFD5th TM SymposiumApril 19-21, 2013 Suzhou ChinaMikael Mohlin5th TM Symposium April 19-21, 2013Mikael Mohlin Content•Vicura –who we are •Background•CFD model development and validation•Application –Transmission housing development •Conclusions25th TM Symposium April 19-21, 2013Mikael Mohlin Vicura technology range•Mechanical drive systems •Electrical drive systems •Control systems35th TM Symposium April 19-21, 2013Mikael Mohlin BackgroundHow it is usually done todayDevelopment of the lubrication system is still done experimentally in rig tests.–Measurement of flow to important positions.–Visualization of the flow by plastic housings.Transmission housings are long-lead time items.–Difficult to obtain feedback in early design stages when hardware is not available.–Difficult/expensive to introduce design changes once thehardware is in place.45th TM Symposium April 19-21, 2013Mikael Mohlin BackgroundLubrication system5P a r t 1P a r t 25th TM Symposium April 19-21, 2013Mikael Mohlin Model developmentValidation strategySYSTEMSUBSYSTEMCOMPONENTPHYSICS65th TM Symposium April 19-21, 2013Mikael Mohlin Model DevelopmentFlow Physics•Multiphase flow (oil and air)–VoF solver•Transient simulation •Isothermal flow–Temperature assumed constant •Newtonian behaviour–Viscosity independent of shear stress•Surface tension included •Turbulence neglected –Small influence –large time saving75th TM Symposium April 19-21, 2013Mikael MohlinModel DevelopmentGear modellingRigid body Motion •Sliding interface between stationary mesh and rotating mesh around the gear.•Time consuming due to the sliding mesh interface.•Accurate splashing behaviour and churning loss prediction.Moving Boundary •Gear modelled as a cylinder with velocity BC to mimic rotation.•Stationary mesh => less time consuming.•OK prediction of splashing, not sufficient for churning losses.8Moving BoundaryRigid body MotionL o n g t i m eS h o r t t i m e5th TM Symposium April 19-21, 2013Mikael MohlinModel DevelopmentGear modellingChallenge –interaction between gears •Deformable mesh in gear contact is too time consuming.•One gear need to be scaled to create a gap between the two rotating domains.Both gears modelled using Rigid Body Motion.Combination of Rigid Body Motion and Moving Boundary.Both gears modelled using Moving Boundary.Most accurate forprediction of splashing and churning losses Works well if only one gear rotates in oilOnly good for splashing behaviour95th TM Symposium April 19-21, 2013Mikael MohlinProblem separationProblem reductionModel DevelopmentValidation methodologyDrag torque and oil flowMeasurementsFlow field visualization105th TM Symposium April 19-21, 2013Mikael Mohlin Model DevelopmentValidationChurning loss was measured onsingle components to understand influence of gear teeth:•Cylinder •Spur gear •Helical gearLosses can be predicted well The major uncertainty is the effect of temperature since the temperature field is not included in the simulation.Exact gear geometry CylinderCylinder Spur gear Helical gear Cylinder (sim)C h u r n i n g l o s s [N m ]115th TM Symposium April 19-21, 2013Mikael MohlinExperimentSimulationModel DevelopmentValidationFilming with high-speed camera shows that:•Splashing behind the gear •Wetting of the gear•Air bubbles between the teethis captured well in the simulation .125th TM Symposium April 19-21, 2013Mikael Mohlin Model DevelopmentValidationPIV measurements show details about the flow •Velocity field (fluctuations and mean values)•Boundary layer profileSimulations give qualitatively good results.PIV measurement Simulation135th TM Symposium April 19-21, 2013Mikael Mohlin Model DevelopmentValidationRig measurements of oil flow through a shaft was performed for various temperatures and rotational speed.The oil flow behavior is predicted well.Important flow phenomena such as choking of the shaft is predicted.145th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationDevelopment of EV TransmissionDevelopment of lubrication system for a one-speed, two-stage EV transmission.Initial simulation @ 30km/h •Bearing lubrication was not sufficient.•Too much oil around the differential.•Room for improvements on the pumping function of the differential.=> Focus on housing design around differential and oil volume.155th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationUpdated design •Clearance between ring gear and housing was modified.•The housing geometry at the differential pump inlet and outlet was optimized.ResultThe differential works more efficiently as an oil pump and less oil is required in the transmission.165th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationCollector System •Low speed catcher •High speed catcherResult•At 130 km/h the oil has too much energy and bounces back to the differential.•At 30km/h the oil does not hit the collector. It needs to be picked up extremely low.175th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationOil Volume •The impact of reduced oil volume was studied.•The oil volume was reduced from 1,0l to 0,4l.Result •Sufficient lubrication is achieved with 0.4l of oil.•The churning losses were reduced by 30%•Study continued with the low oil volume.185th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationFinal collector system •A base collector/reservoirlubricates all shafts, bearings and seals.•At low speed this guide picks up the oil directly.•At high speed a guiding plate directs the oil into the collector.•The main lubrication principal via the base collector is speed independent.19Low speed High speed5th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationDifferent oil viscosityChanging the oil from Dexron VI to SAE 75W-90 was investigated Result •Collector system is still working.•Slower flow along housing and much less free oil in the transmission.•Double churning losses at low speed.•Same churning losses at high speed.•Oil level may need to be higher.20H i g h s p e e dSAE 75W-90Dexron VIL o w s p e e d5th TM Symposium April 19-21, 2013Mikael Mohlin Application215th TM Symposium April 19-21, 2013Mikael Mohlin Application225th TM Symposium April 19-21, 2013Mikael Mohlin ApplicationTransmission housing design23LubricationManufacturingStructure & NVHTopologyoptimizationDesign5th TM Symposium April 19-21, 2013Mikael Mohlin Conclusions• A new CFD based method for simulation of splashlubrication was developed, validated and proven in combat.• A working collector system was designed using CFD.•It was verified that the oil volume could be reduced and the churning losses lowered by 30%•The transmission was successfully validated in rig and vehicle without issues.245th TM Symposium April 19-21, 2013Mikael Mohlin THANK YOU!25。

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fin ger-tip co ntrol半自动换档机械式变速器 semi-automatic mecha ni cal tran smissi on 半自动液力变速器 semiautomatic tran smissi on 包角scroll边斜角(进出口)bias(e ntrance and exit)变矩范围 torque conversion range 变容式液力变矩器 variable capacity con verter 变速叉 shifting fork (gear shift fork)变速齿轮比(变速比)tran smissi on gear ratio变速齿轮组 change gear set 变速轨（拨叉道轨）shift rail 变速杆 stick shift(gear shift lever) 变速器 transmission (gearbox)变速器输出轴 tran smissi on output shaft 变速器输入轴 transmission in put shaft 变速器中间轴 tran smissi on coun tershaft变速器主动齿轮轴 tran smissi on 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 con sta nt mesh tran smissi on 常压式同步器 con sta nt pressure synchroni zer 超速档变速器 over drive tran smissi on泵轮 impeller变矩比 torque ratio 变矩系数torque ratio 变速齿轮 transmission gear变速器轴的刚度 rigidity of shaft 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 导轮可反转的变矩器 torque con verter with 倒档 reverse gear 彳氐速档 bottom gear(low speed gear) 第二档second gear 电磁阀调压阀 sole noid regulator valve 电液式自动换档系统 electro nic -hydraulic单向离合器换档 freewheel shift reversal reactor 倒档中间齿轮 reverse idler gear 第一档 first gearautomatic电子同步变速装置electro nically syn chro ni zed tran smissi on assembly 调压阀pressure -regulator valve 调制压力modulated pressure 定输入扭矩特性con sta nt in put torque performa nee定轴式液力变速器coun tershaft tran smissi on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-co un tershaft tran smissi on反拖特性coast performanee 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) 分动箱控制杆transfer gear shift fork分段式多档变速器sectional type multi-speed tran smissi on 分流式液力变速器split torque drive transmission 辅助变速器auxiliary gear box 副轴counter shaft 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 滑差slip 滑动齿轮变速器slidi ng gear tran smissi on 滑动齿轮传动sliding -gear transmission pressure tran sfer case副变速器副轴齿轮splittercoun ter shaft gear后油泵gear pump (output pump ) 滑动齿轮sliding gear缓冲压力compensator or trimmer 换档点shift point换档阀shift valve换档机构gearshift换档元件engaging element 回油泵scavenge oil pump 级stage继动阀relay valve汽车变速器英语词汇(2)换档shift换档定时property of automatic shift 换档规律process of power shift 换档循环shift schedule换档指令发生器shift pattern generator 机械式变速器mecha ni cal tran smissi on 几何相似geometry similarity寄生损失特性no load (parasitic losses)performanee 降档downshift经济档economic gear力矩特性torque factor(coefficient of moment) 两轴式变速器twin-shaft transmission零速转速stall speed 空档位置neutral position 空转转速racing speed 零速起动stall start 流量阀flow valve内侧行星齿轮 inner pla net gear 内环core啮合套 shift sleeve (engagement sleeve) 偶合点 coupling point前油泵 front pump (input pump ) 强制换档forced shift取力器(动力输出机构) power take-off 全齿套变速器 all dog clutch tran smissi on 全特性 total external characteristic全斜齿常啮式变速器 fully constant mesh all helical gear 全液压自动换档系统 hydraulic automatic control system 全油门特性 full throttle performanee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 manu ally shifted tran smissi on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 conv erter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-turb ine torque conv erter双中间轴变速器 twin countershaft transmission 速度环量 circulation (circulation of stream)内齿轮 internal or king gear 能容系数 capacity factor 能容系数 capacity factor 偶合范围 coupling range 爬行档 creeper gear 驱动特性 drive performaneetran smissi on速度三角形triangle of velocities 速控压力governor pressure 速控阀锁止式液力变矩器lock-up torque con verter 同步器式变速器syn chromesh tran smissi on 透穿性transparency外环shell无级变速器non-stage transmission 先导阀priority valve相phase信号阀signal valve行星齿轮式变速器pla netary tran smissi on 行星式液力变速器pla netary tran smissi on 选档阀selector valvegovernor valve 锁止离合器lock-upclutch 太阳齿轮sun gear 同步器synchronizer夕卜侧行星齿轮outer planet gear涡轮turbine吸收特性absorption characteristic限档压力hold pressure 响应特性response characteristic 行星齿轮planet gear 行星齿轮机构pla netarygears 行星架planet carrier 叶轮member叶片blade叶片转位 blade angle shift液力变矩器旁通阀 con verter bypass valve 液力变速器 hydrodynamic transmission 液力传动装置 hydrodynamic drive unit 液力传动装置充油压力hydrody namic unit 液力偶合器fluid coupling 液流角flow angle 原始特性 primary characteristic 远距离操纵变速器 remote con trol tran smi ：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 drivelock-up torque con verter 锁止离合器lock-up clutch太阳齿轮 sun gear同步器式变速器 syn chromesh tran smissi on夕卜侧行星齿轮 outer planet gear 无级变速器 non-stage transmission 吸收特性 absorption characteristic限档压力 hold pressure响应特性 response characteristic 行星齿轮 planet gear行星齿轮式变速器 pla netary tran smissi on 行星式液力变速器 pla netary tran smissi on 叶轮member叶片角 blade angle液力变矩器旁通阀 con verter bypass valve 液力变速器 hydrod yn amic tran smissi on 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叶片角 blade angle液力变矩器 torque converter 液力变矩器锁止 con verter lockup 液力传动 hydrodynamic drivecha nge pressure液力起步fluid start 抑制换档 inhibited shift锁止式液力变矩器同步器 synchronizer 透穿性 transparency 外环shell 涡轮 turbine 先导阀 priority valve 相 phase 信号阀 signal valve行星齿轮机构 pla netary gears 行星架 planet carrier 选档阀 selector valve 叶片blade叶片转位 blade angle shift液力变矩器 torque converter 液力变矩器锁止 conv erter lockup 液力传动 hydrodynamic drive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in termediate gear(co un ter gear)中间轴变速器coun tershaft tran smission重迭阀overlap valve 主压力line pressure 转子rotor自动换档机械式变速器主变速器basic transmission 转动叶片variable blade自动换档automatic shift automatic mecha ni cal tran smissi on自动液力变速器automatic tran smissi on 自动增力式同步器self-servo synchroni zer 综合式液力变矩器torque conv erter-coupli ng 组合式变速器comb in atory tran smissi on。

Lubrizol自动变速器最新技术介绍2013

(1) Blower; (2) Drive Axle and Roller; (3) Fueling Station with Hand Dispenser; (4) Stationary Axle; (5) Instrumentation and Control Cables
12
© 2013 The Lubrizol Corporation, all rights reserved.
整车测功机试验部件检查和评定
22
© 2013 The Lubrizol Corporation, all rights reserved.
整车测功机试验
23
© 2013 The Lubrizol Corporation, all rights reserved.
总结
• • • • •
利用摩擦试验台来筛选油品提高摩擦耐久性更快的锁止时间更好的剪切稳定性严酷的试验
31.96 32.10 31.66 31.54 31.34 31.27 31.09 31.11
KRL shear test rig, 60 hours = 6.50 cSt
整车测功机试验部件检查和评定
21
© 2013 The Lubrizol Corporation, all rights reserved.
Start Speed [mph] 30 35 40 48 70 85 Downshift Sequence 4-3-2 5-4-3 6-5-4-3 7-6-5-4-3 7-6-5-4 7-6-5
Single-Gear Downshifts
Skip-Shift Downshifts
selected
selected

汽车变速器英语

汽车变速器英语变速器transmission (gearbox)机械式变速器mechanical transmission固定轴式变速器fixed shaft transmission中间轴变速器countershaft transmission双中间轴变速器twin countershaft transmission多中间轴变速器multi-countershaft transmission两轴式变速器twin-shaft transmission行星齿轮式变速器planetary transmission滑动齿轮变速器sliding gear trnasmission全直齿常啮式变速器fully constant mesh all spur gear transmission全斜齿常啮式变速器fully constant mesh all helical gear transmission全齿套变速器all dog clutch transmission多级变速器multi-speed transmission无级变速器non-stage transmission同步器式变速器synchromesh transmission直接档变速器direct drive transmission超速档变速器over drive transmision手动换档变速器manually shifted transmission直接操纵变速器direct control transmissionm远距离操纵变速器remote control trnasmission动力助力换档变速器power assisted shift transmission自动换档机械式变速器automatic mechanical tranmission半自动换档机械式变速器semi-automatic mechanical transmission插入式多档变速器interttype multi-speed tranmission分段式多档变速器sectional type multi-speed tranmisssion组合式变速器combinatory transmission主变速器basic trnasmission副变速器splitter带主减速器的变速器final driving transmission液力变速器hydraudynamic transmission自动液力变速器automatic transmission半自动液力变速器semiautomatic transmission人工换档液力变速器manually shifted transmission分流式液力变速器split torque drive tranmisson定轴式液力变速器countershaft transmission汽车变速器英语 1行星式液力变速器planetary trnamission电子同步变速装置electronically synchronized transmission assembly滑动齿轮传动sliding -gear transmission常啮合齿轮传动constant mesh transmission啮合套shift sleeve (engagement sleeve)液力传动hydraudynamic drive液力传动装置dydraudynamic drive unit液力偶合器fluid coupling液力变矩器torque converter综合式液力变矩器torque converter-coupling锁止式液力变矩器lock-up torque converter变容式液力变矩器variable capacity converter同步器synchronizer常压式同步器constant pressure synchronizer惯性式同步器inertial type of synchronizer自动增力式同步器self-servo sysnchronizer双涡轮液力变矩器double-turbine torque converter双泵轮液力变矩器double-impeller torque converter导轮可反转的变矩器torque converter with revereal reacto分动箱（分动器）transfer case辅助变速器auxiliary gear box取力器（动力输出机构）power take-off传动轴减速器dirveline retarder液力减速器hydraulic retarder单向离合器one-way clutch锁止离合器lock-up clutch叶轮member泵轮impeller涡轮turbine导轮reactro转子rotor定子stator级stage相phase叶片blade转动叶片variable blade循环圆trus section汽车变速器英语 2速度三角形triangle of velocities外环shell内环core设计流线design path边斜角（进出口）bias(entrance and exit)包角scroll叶片骨线mean camberline叶片角blade angle阻流板step,reflectro,baffle速度环量circulation (circulation of stream)液流角flow angle滑差slip速比speed ratio变矩比torque ratio能容系数capacity factor零速转速stall speed空转转速racing speed变矩范围torque conversion range偶合范围coupling range偶合点coupling point锥形渐开线齿轮conical involute gear变速齿轮transmission gear分动齿轮（分动机构）transfer gear变速齿轮组change gear set滑动齿轮sliding gear常啮齿轮constant mesh gear倒档中间齿轮reverse idler gear行星齿轮机构planetary gears行星齿轮planet gear行星架planet carrier太阳齿轮sun gear内齿轮internal or king gear外侧行星齿轮outer planet gear内侧行星齿轮inner planet geear长行星齿轮long planet gear短行星齿轮shor planet gear双联行星齿轮compound planet gear汽车变速器英语 3中间齿轮intermediate gear(counter gear)副轴齿轮counter shaft gear副轴counter shaft变速器输入轴transmission imput shaft变速器输出轴transmission output shaft变速器主动齿轮轴transmission drive gear shaft变速器主轴transmission main shaft变速器中间轴transmission countershaft变速器轴的刚度rigidity of shaft变速齿轮比（变速比）transmission gear ratio传动比gear ratio主压力line pressure调制压力modulated pressure真空调制压力vacuum modulator pressure速控压力governor pressure缓冲压力compensator or trimmer pressure限档压力hold presure前油泵front pump (input pump )液力传动装置充油压力hydrodynamic unit change pressure后油泵gear pump (output pump )回油泵scavenge oil pump调压阀pressure -regulator vavle电磁阀调压阀solenoid regulator valve液力变矩器旁通阀converter bypass valve速控阀governor valve选档阀selectro valve换档阀shift valve信号阀signal valve继动阀relay valve换档指令发生器shift pattern generator档位指示器shift indicator(shift torwer)先导阀priority valve流量阀flow valve重迭阀overlap valve液力减速器控制阀retarder control valve液力起步fluid start零速起动stall start汽车变速器英语 4液力变矩器锁止converter lockup全液压自动换档系统hydraulic automatic control system电液式自动换档系统electronic -hydraulic automatiec换档shift升档upshift降档downshift动力换档power shfit单向离合器换档freewheel shfit人工换档manual shfit自动换档automaitc shfit抑制换档inhibited shift超限换档overrun shift强制换档forced shift换档点shift point叶片转位blade angle shift换档滞后shift hysteresis换档循环shift schedule换档规律process of power shift动力换档过程timing换档定时property of automatic shift换档品质property of automatic shft换档元件engaging element换档机构gearshift操纵杆control lever变速杆stick shift(gear shift lever)（副变速器）变速杆range selector变速叉shifting fork (gear shift fork)分动箱控制杆transfer gear shift fork变速踏板gear shift pedal变速轨（拨叉道轨）shift rail直接变速direct change(direct control)方向盘式变速column shift (handle change)按钮控制finger-tip control槽导变速gate change空档位置neutral position直接驱动direct drive高速档top gear(high gear)汽车变速器英语 5低速档bottom gear(low speed gear)第一档first gear第二档second gear超速档overdirve gear经济档economic gear倒档reverse gear爬行档creeper gear驱动特性drive performance反拖特性coast performance定输入扭矩特性constant input torque performance全油门特性full throttle performance寄生损失特性no load (parasitic losses)performance原始特性primary characteristic响应特性response characteristic吸收特性absorption characteristic全特性total external characteristic输入特性characteristic of enhance输出特性characteristic of exit力矩特性torque factor(coefficient of moment)过载系数overloading ratio变矩系数torque ratio能容系数capacity factorr几何相似geometry similarity运动相似kinematic similarity动力相似dynamic similarity透穿性transparency万向节和传动轴universal joint and drive shaft万向节universal joint非等速万向节nonconstant velocity universal joint等速万向节constant velocity universal joint准等速万向节near constant velocity universal joint自承式万向节self-supporting universal joint非自承式万各节non self suporting universal joint回转直径swing diameter等速平面constant velocity plane万向节夹角true joint angle十字轴式万向节cardan (hookes)universal joint汽车变速器英语 6万向节叉yoke突缘叉flange york滑动叉slip yoke滑动节，伸缩节slip joint花键轴叉slip shaft yoke轴管叉（焊接叉）tube(weld yoke)十字轴cross(spider)十字轴总成cross assembly挠性元件总成flexible universal joint球销式万向节flexible member assembly双柱槽壳housing球环ball球头轴ball head球头钉button中心球和座centering ball and seat球笼式万向节rzeppa universal joint钟形壳outer race星型套inner race保持架cage可轴向移动的球笼式万向节plunging constant velocity joint筒形壳cylinder outer race柱形滚道星形套inner race withcylinder ball grooves偏心保持架non-concentric cage滚动花键球笼式万向节ball spline rzeppa universal joint外壳outer housing内壳体inner housing球叉式万向节weiss universal joint球叉ball yoke定心钢球centering ball三球销万向节tripod universal joint三柱槽壳housing三销架spider双联万向节double cardan universal joint凸块式万向节tracta universal joint凸块叉fork yoke榫槽凸块tongue and groove couplijng凹槽凸块groove coupling汽车变速器英语7传动轴drive shaft(propeller shaft)传动轴系drive line传动轴形式drive shaft type两万向节滑动的传动轴two -joint inboard slip ddiveshaft两万向节外侧滑动传动轴two joint ouboard slip drive shaft单万向节传动轴single joint coupling shaft组合式传动轴unitized drive shaft传动轴减振器drive shaft absorber传动轴中间轴承drive shaft center bearing传动轴管焊接合件weld drive shaft tube assembly传动轴特征长度drive shaft length传动轴谐振噪声resonant noise of rive shaft传动轴的临界转速critical speed of drive shaft传动轴总成的平衡balance of drive shaft assembly允许滑动量slip相位角phase angle传动轴安全圈drive shaft safety strap驱动桥drive axle(driving axle)类型type断开式驱动桥divided axle非独立悬架式驱动桥rigid dirve axle独立悬架式驱动桥independent suspension drive axle转向驱动桥steering drive axle贯通式驱动桥tandem axles“三速”贯通轴"three-speed" tandem axles单驱动桥single drive axle多桥驱动multiaxle drive减速器reducer主减速器final drive单级主减速器single reduction final drive双级主减速器double reduction final drive前置式双级主减速器front mounted double reduction final drive后置式双级主减速器rear mounted double reduction final drive上置式双级主减速器top mounted double reducton final drive行星齿轮式双级主减速器planetary double reduction final drive贯通式主减速器thru-drive双速主减速器two speed final drive汽车变速器英语8行星齿轮式双速主减速器two speed planetary final drive双级双速主减速器two speed double reduction final drive轮边减速器wheel reductor(hub reductro)行星圆柱齿轮式轮边减速器planetary wheel reductor行星锥齿轮式轮边减速器differential geared wheel reductor(bevelepicyclick hub reductor) 外啮合圆柱齿轮式轮边减速器spur geared wheel reductor差速器differential锥齿轮式差速器bevel gear differential圆柱齿轮式差速器spur gear differential防滑式差速器limited -slip differential磨擦片式自锁差速器multi-disc self -locking differential凸轮滑滑块自锁差速器self-locking differential with side ring and radial cam plate自动离合式自锁差速器automotive positive locking differential强制锁止式差速器locking differential液压差速器hydraulic differential轴间差速器interaxial differential差速器壳differential carrieer(case)主降速齿轮final reduction gear驱动轴减速比axle ratio总减速比total reduction ratio主降速齿轮减速比final reduction gear ratio双减速齿轮double reduction gear差速器主齿轮轴differential pinion-shaft差速器侧齿轮differential side gear行星齿轮spider gear(planetary pinion)螺旋锥齿轮spiral bevel gear双曲面齿轮hypoid gear格里林齿制gleason tooth奥林康型齿制oerlikon tooth锥齿轮齿数number of teeth in bevel gears and hypoid gears锥齿轮齿宽face width of tooth in bevel gears and hypoid gears平面锥齿轮plane bevel gear奥克托齿形octoid form平顶锥齿轮contrate gear齿面接触区circular tooth contact齿侧间隙backlash in circular tooth差速器十字轴differential spider汽车变速器英语9差速器锁止机构differential locking -device差速器锁止系数differential locking factor差速器壳轴承carrier bearing桥壳axle housing整体式桥壳banjo housing可分式桥壳trumpet-type axle housing组合式桥壳unitized carrier-type axle housing对分式桥壳split housing冲压焊接桥壳press-welding axle housing钢管扩张桥壳expanded tube axle housing锻压焊接桥壳forge welding axle housing整体铸造式桥壳cast rigid axle housing半轴axle shaft全浮式半轴full-floating axle shaft半浮式半轴semi-floating axle shaft四分之三浮式半轴three-quarter floating axle shaft驱动桥最大附着扭矩slip torque驱动桥额定桥荷能力rating axle capactiy驱动桥减速比driveaxle ratio驱动桥质量drive axle mass单铰接式摆动轴single-joint swing axle双铰接式摆动轴double joint swig axle汽车变速器英语10。

自动变速器--中英文翻译

自动变速器现代自动变速箱是当今汽车迄今为止,最复杂的机械组件.自动变速器包含机械系统、液压系统、电气系统和计算机控制.它们几乎无声地完美和谐的工作在一起,直到出现问题. 这篇文章将帮助您了解这些技术奇迹背念，让你进入当它们工作出在问题如何修复的天地.这篇文章分为四个部分:∙什么是变速器损坏在最简单的条件下，变速器的用途是什么.∙在他们变得更坏前发现问题，展示如何寻找并防止小问题变成大问题.∙维修谈大家也应该知道的预防性维修.∙变速器修理描述典型地执行在变速器从较小调整完成检修的修理形式。

什么是变速器?变速器是一个连接到背面发动机,并将动力从发动机传到驱动车轮的装置. 汽车发动机工作在它最佳的一些转速(转每分钟) 范围内，而变速器的工作就是在发动机转速在一定范围内确保动力被分到各个轮子.这个通过各种齿轮组合来实现的. 在一档里, 发动机快速转动传到驱动轮，而在高挡时发动机空转，即使汽车可能行驶超出70 里/时。

除各种各样的前进齿轮之外,变速器也有一个并没有连接从驱动轮到发动机的中性位置, 并且相反,能使驱动轮相反转动允许你倒退。

最后，是停车位置。

在这个位置, 门闩机制(不似一个非螺栓锁住门) 被插入入一个槽孔在输出轴去锁住驱动轮和保持它们转动, 从而防止车辆滚动.。

有两个基本类型的汽车自动变速器基于是否后轮驱动或前轮驱动.对后轮驱动汽车，变速器通常安装到后面的发动机和位于地板的中心沿着油门踏板位置.一根传动轴连接变速器后方到位于后车轴被用来传递动力到后轮的主减速器. 动力流在这个系统是从引擎简单和直接向前传递, 通过扭矩交换器,然后通过变速器和传动轴直到到达主减速器，分散开传到两个后轮.对前轮驱动汽车，变速器通常由一根传动轴与主减速器结合起来.发动机在前轮驱动车上通常安装在汽车上的侧身和传动轴下面发动机的一侧面面向汽车后方.前轴直接与传动轴相连，提供动力给前轮.这个例子,动力从发动机，通过变矩器传递到一个大链子能够传递动力通过转180度到发动机侧面的变速器.从那里,动力路线通过变速器到主减速器，通过驱动轴分散开传到两个前轮.还有一些其他的布置包括前面驱动发动机安装由前至后代替侧方,还有其他所有四轮驱动但这里所说的两个系统是目前最常用的.较为冷门后轮驱动，发动机在后方直接安装到主减速器通过一个驱动轴连接到还安放在发动机的变矩器. 这个系统被发现在护卫舰和被使用是为了平衡前轮和后轮的重量去改进性能和处理.另一个后轮驱动系统安装一切，发动机，变速器和主减速器在后方.发现问题在它们变得更坏之前∙在汽车下寻找泄漏或污点如果有一个红色持续漏油那一定是来自你的车,你应该去车店看看它是否来自你的变速器或可能从动力转向系统(大部分动力转向系统还利用变速器液及泄漏可能大致出现在地面同一区域和变速器泄漏一样。

自动变速器(Automatic Transmission)

3.执行器
通常将变速系统和液压控制系统组成的总成部件称为自动变速器
4.自动变速器的类型: 后轮驱动自动变速器
1.按汽车驱动方式分类：前轮驱动自动变速器
2.按前进挡的挡数分类：两挡、三挡、四挡三种自动变速器固定轴线齿轮机构式
3.按变速齿轮的类型分类：行星齿轮机构式（转动比较大）普通液力变矩器
3.换挡作动器
• 由一个无刷选挡电机通过螺杆带动换挡选择器轴移动进行选挡，另一个无刷换挡电机经过行星齿轮减速由齿扇带动换挡选择器轴转动进行换挡
电控液力自动变速器
• 电控液力自动变速器能对不同负荷和车速选择最佳速比，使发动机工作在相应最佳转速。所有换挡有变速器自行完成，驾驶员仅用加速踏板表达对车速变化的意图和通过选挡杆选择要求的运行状态。
自动变速器组成
感谢下载
(一)基本结构和工作原理
• 液力自动变速器由变距器、机械式（一般多采用行星齿轮）变速器和电子-液压控制系统三部分组成。
1.变矩器
• 发动机的动力通过变矩器传给自动变速器，变矩器允许发动机从停止到最高车速平顺地驱动变速器，吸收换挡冲击和减震。
• 泵轮（主动部分）与变矩器外壳一体由发动机直接带动，发动机转动是变矩器充满一定油压的变速器油液。当泵轮转动时，离心力将发动机动力变成油液动能，使油液从中心向外甩出撞击在涡轮（输出部分）叶片上，引起涡轮传动带动齿轮箱输入轴，油液离开涡轮叶片后，流入导轮（反作用元件）
• 液压系统用来操纵离合器分离油缸，通过传统分离杠杆的结合，分离离合器。 • 接器门马达和反馈点微机装在一起将接气门开度传给控制单元。
(三)LUK公司的Easytronic全自
动变速器
• 在保持手动变速器结构基本不变的条件下，将换挡作动器作为一个模块来代替原来手动换挡机构，它采取器的信号和发动机ECU的通信